A switching valve for rail vehicle equipment

Abstract

This invention discloses a switching valve for rail vehicle equipment, belonging to the field of rail vehicle braking technology. It includes: a spring cover and a valve core seat arranged vertically; the valve core seat has a first receiving cavity, and the spring cover has a second receiving cavity; the valve core seat has an inflation channel and an air inlet channel, the inflation channel communicating with the first receiving cavity; a valve core, slidably disposed within the first receiving cavity, with a first inner cavity at its first end and multiple air inlet holes radially arranged therein communicating with the first inner cavity; a second inner cavity at the second end of the valve core; an adjusting screw, adjustablely positioned at the end of the second receiving cavity away from the valve core seat; and a pressure limiting component located within the second receiving cavity and disposed between the valve core and the adjusting screw. This invention features a unidirectional structure at the air inlet, ensuring that the air inlet can only open in one direction; simultaneously, the air inlet threshold adjustment and the air outlet threshold adjustment adopt a series structure, facilitating small-range numerical adjustments after overall installation.

Description

Technical Field

[0001] This invention belongs to the field of rail vehicle braking technology, and specifically relates to a switching valve for rail vehicle equipment. Background Technology

[0002] With the development of industrialization and automation, the demand for intelligent rail vehicles is increasing. Compressed air is the power source for rail vehicles, and various functional valves are used in the control air circuit. Currently, the pressure regulating valves used in rail vehicles generally have drawbacks such as unreasonable air circuit design, wasting power resources, and leakage of seals leading to a drop in main air pressure and causing abnormal braking of the vehicle. Summary of the Invention

[0003] To solve the above problems, the technical solution adopted by the present invention is as follows:

[0004] A switching valve for rail vehicle equipment, comprising:

[0005] A spring cover and a valve core seat are arranged vertically. The valve core seat has a first receiving cavity, and the spring cover has a second receiving cavity. The valve core seat is provided with an inflation channel and an air inlet channel, and the inflation channel communicates with the first receiving cavity.

[0006] The valve core is slidably disposed within the first receiving cavity. The first end of the valve core is provided with a first inner cavity, and the valve core is radially provided with a plurality of air inlet holes communicating with the first inner cavity; the second end of the valve core is provided with a second inner cavity.

[0007] A pressure limiting assembly is located within the second receiving cavity and disposed between the valve core and the adjusting screw;

[0008] When the inflation channel is filled with air pressure, the valve core compresses the pressure limiting component and slides towards the adjusting screw; when the inflation pressure reaches a preset value, the pressure limiting component is in a connected state, and the air inlet of the valve core is connected to the air inlet channel; when the inflation pressure gradually decreases, the pressure limiting component is in a reset state, and the pressure limiting component drives the valve core to gradually return to its initial state.

[0009] Furthermore, the pressure limiting component includes:

[0010] An adjusting screw is provided at an adjustable position at one end of the second receiving cavity away from the valve core seat;

[0011] A first compression spring seat and a second compression spring seat are arranged vertically, and the first compression spring seat and the second compression spring seat are disposed at one end of the second receiving cavity near the valve core seat; wherein, the first compression spring seat is slidably connected to the second receiving cavity; and the second compression spring seat is threadedly connected to the second receiving cavity.

[0012] A first compression spring, the first end of which abuts against the adjusting screw, and the second end of which abuts against the first compression spring seat;

[0013] The second compression spring has a first end that passes through the second compression spring seat and abuts against the first compression spring seat, and a second end that extends into the second inner cavity and abuts against the valve core.

[0014] Furthermore, the first receiving cavity and the second receiving cavity are coaxially connected.

[0015] Furthermore, it also includes a diaphragm plate located at the connection between the first receiving cavity and the second receiving cavity. The first end of the diaphragm plate is sleeved on the outer side of the second end of the valve core and is fixedly connected to the valve core by a diaphragm plate nut. The second end of the diaphragm plate is snapped between the spring cover and the valve core seat.

[0016] Furthermore, even if the diaphragm is damaged, the equivalent aperture of the leak is less than 0.9 mm, which still ensures safe fault guidance for train operation and will not cause abnormal braking or emergency braking of the vehicle.

[0017] Furthermore, a protrusion is provided at the end of the spring cover away from the valve core seat, and a breather cap is threaded onto the protrusion.

[0018] Furthermore, a recess is provided at the end of the valve core seat away from the spring cover, and a core seat sealing gasket and a bottom cover are sequentially arranged in the recess.

[0019] Furthermore, the valve core seat is also provided with an exhaust channel, and the air inlet is connected to the exhaust channel. The air inlet is provided with a one-way component to prevent gas from the exhaust channel from entering the air inlet.

[0020] Furthermore, the air inlet includes a first cavity and a second cavity that are connected together, wherein the inner diameter of the second cavity is larger than the inner diameter of the first cavity;

[0021] The one-way assembly includes a one-way sealing ball, a one-way ball pressure block, and a set screw disposed in the second cavity. The one-way sealing ball is located between the first cavity and the one-way ball pressure block, and the diameter of the one-way sealing ball is larger than the outer diameter of the first cavity. One end of the one-way ball pressure block abuts against the one-way sealing ball, and the other end is fitted with a one-way compression spring. The second end of the one-way compression spring abuts against or is fixedly connected to the set screw, and the set screw is threadedly connected in the second cavity.

[0022] The beneficial effects of this invention are:

[0023] The switch valve for rail vehicle equipment provided by this invention adopts a series structure for the inlet and outlet threshold adjustments, which facilitates small-range numerical adjustments after overall installation.

[0024] At the same time, the air intake is equipped with a one-way function to ensure that the air intake can only be opened in one direction.

[0025] Furthermore, by setting up a diaphragm plate, the present invention ensures airtightness and prevents leakage by providing a matching diaphragm plate in addition to the sealing gasket for the entire internal cavity.

[0026] In addition, the internal cavity of the present invention has been calculated to have an equivalent pore size of less than 0.9 mm in the event that the diaphragm and the sealing gasket are damaged at the same time. This ensures that the fault guidance for train operation is still safe and will not cause abnormal braking or emergency braking of the vehicle. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the present invention (without the membrane plate);

[0028] Figure 2 This is a schematic diagram of the structure of the present invention (without the diaphragm) in the air intake state;

[0029] Figure 3 This is a schematic diagram of the structure of the present invention (without the diaphragm) in the exhaust state;

[0030] Figure 4 This is a schematic diagram of the structure of the present invention (with membrane plate);

[0031] Figure 5 This is a schematic diagram of the structure of the present invention (with diaphragm) in the air intake state;

[0032] Figure 6 This is a schematic diagram of the structure of the present invention (with diaphragm plate) in the exhaust state;

[0033] The components are as follows: 1. Breathing cover; 2. Adjusting screw; 3. First compression spring; 4. Spring cover; 5. First compression spring seat; 6. Second compression spring seat; 7. Second compression spring; 8. Diaphragm nut; 9. Valve core seat; 10. One-way sealing ball; 11. One-way ball pressure block; 12. One-way compression spring; 13. Set screw; 14. Core seat sealing gasket; 15. Bottom cover; 16. Diaphragm; 17. Valve core; 18. Guide belt; 19. Sealing gasket. Detailed Implementation

[0034] This invention provides a switching valve for railway vehicle equipment. The technical solution of this invention will be described in detail below with reference to the accompanying drawings to make it easier to understand and master.

[0035] Example 1

[0036] refer to Figure 1-3A switching valve for rail vehicle equipment, comprising:

[0037] The spring cover 4 and valve core seat 9 are arranged vertically. The valve core seat 9 has a first receiving cavity and the spring cover 4 has a second receiving cavity. The valve core seat 9 is provided with an inflation channel and an air inlet channel. The inflation channel is connected to the first receiving cavity.

[0038] The valve core 17 is slidably disposed in the first receiving cavity. The first end of the valve core 17 is provided with a first inner cavity, and the valve core 17 is radially provided with a plurality of air inlet holes communicating with the first inner cavity; the second end of the valve core 17 is provided with a second inner cavity.

[0039] A pressure limiting component is located within the second receiving cavity and is disposed between the valve core 17 and the adjusting screw 2;

[0040] When air pressure is introduced into the inflation channel, the valve core 17 compresses the pressure limiting component and slides towards the adjusting screw 2. When the inflation pressure reaches the preset value, the pressure limiting component is in a connected state, and the air inlet of the valve core 17 is connected to the air inlet channel. When the inflation pressure gradually decreases, the pressure limiting component is in a reset state, and the pressure limiting component drives the valve core 17 to gradually return to the initial state.

[0041] In this embodiment, the pressure limiting component includes:

[0042] Adjusting screw 2 is positioned at an adjustable end of the second receiving cavity away from the valve core seat 9.

[0043] A first compression spring seat 5 and a second compression spring seat 6 are arranged vertically, and the first compression spring seat 5 and the second compression spring seat 6 are located at one end of the second receiving cavity near the valve core seat 9; wherein, the first compression spring seat 5 is slidably connected to the second receiving cavity; and the second compression spring seat 6 is threadedly connected to the second receiving cavity.

[0044] The first compression spring 3 has its first end abutting against the adjusting screw 2 and its second end abutting against the first compression spring seat 5.

[0045] The second compression spring 7 has its first end passing through the second compression spring seat 6 and abutting against the first compression spring seat 5, and its second end extending into the second inner cavity and abutting against the valve core 17.

[0046] In this embodiment, the first receiving cavity and the second receiving cavity are coaxially connected.

[0047] In this embodiment, a protrusion is provided at the end of the spring cover 4 away from the valve core seat 9, and a breather cover 1 is threaded onto the protrusion.

[0048] In this embodiment, a recess is provided at the end of the valve core seat 9 away from the spring cover 4, and a core seat sealing gasket 14 and a bottom cover 15 are arranged in sequence in the recess.

[0049] In this embodiment, the valve core seat 9 is also provided with an exhaust channel, and the air inlet is connected to the exhaust channel. The air inlet is provided with a one-way component to prevent gas from the exhaust channel from entering the air inlet.

[0050] In this embodiment, the air inlet includes a first cavity and a second cavity that are connected together, and the inner diameter of the second cavity is larger than the inner diameter of the first cavity.

[0051] The one-way assembly includes a one-way sealing ball 10, a one-way ball pressure block 11, and a set screw 13 disposed in the second cavity. The one-way sealing ball 10 is located between the first cavity and the one-way ball pressure block 11, and the diameter of the one-way sealing ball 10 is larger than the outer diameter of the first cavity. One end of the one-way ball pressure block 11 abuts against the one-way sealing ball 10, and the other end is fitted with a one-way compression spring 12. The second end of the one-way compression spring 12 abuts against or is fixedly connected to the set screw 13, and the set screw 13 is threadedly connected in the second cavity.

[0052] The first cavity is located on the side closest to the valve core 17.

[0053] In this embodiment, in order to ensure the airtightness and stability of the switch valve for rail vehicle equipment, a plurality of guide strips 18 and sealing gaskets 19 are provided between the outer end face of the valve core 17 and the inner wall of the first receiving cavity of the valve core seat 9.

[0054] The on / off valve for rail vehicle equipment provided in this embodiment has a one-way function structure at the air inlet, ensuring that the air inlet can only be opened in one direction. Simultaneously, the air inlet threshold adjustment and the air outlet threshold adjustment adopt a series structure, facilitating small-range numerical adjustments after overall installation.

[0055] Example 2

[0056] refer to Figure 4-6 A switching valve for rail vehicle equipment, comprising:

[0057] The spring cover 4 and valve core seat 9 are arranged vertically. The valve core seat 9 has a first receiving cavity and the spring cover 4 has a second receiving cavity. The valve core seat 9 is provided with an inflation channel and an air inlet channel. The inflation channel is connected to the first receiving cavity.

[0058] The valve core 17 is slidably disposed in the first receiving cavity. The first end of the valve core 17 is provided with a first inner cavity, and the valve core 17 is radially provided with a plurality of air inlet holes communicating with the first inner cavity; the second end of the valve core 17 is provided with a second inner cavity.

[0059] Adjusting screw 2 is positioned at an adjustable end of the second receiving cavity away from the valve core seat 9.

[0060] A pressure limiting component is located within the second receiving cavity and is disposed between the valve core 17 and the adjusting screw 2;

[0061] When air pressure is introduced into the inflation channel, the valve core 17 compresses the pressure limiting component and slides towards the adjusting screw 2. When the inflation pressure reaches the preset value, the pressure limiting component is in a connected state, and the air inlet of the valve core 17 is connected to the air inlet channel. When the inflation pressure gradually decreases, the pressure limiting component is in a reset state, and the pressure limiting component drives the valve core 17 to gradually return to the initial state.

[0062] In this embodiment, the pressure limiting component includes:

[0063] A first compression spring seat 5 and a second compression spring seat 6 are arranged vertically, and the first compression spring seat 5 and the second compression spring seat 6 are located at one end of the second receiving cavity near the valve core seat 9; wherein, the first compression spring seat 5 is slidably connected to the second receiving cavity; and the second compression spring seat 6 is threadedly connected to the second receiving cavity.

[0064] The first compression spring 3 has its first end abutting against the adjusting screw 2 and its second end abutting against the first compression spring seat 5.

[0065] The second compression spring 7 has its first end passing through the second compression spring seat 6 and abutting against the first compression spring seat 5, and its second end extending into the second inner cavity and abutting against the valve core 17.

[0066] In this embodiment, the first receiving cavity and the second receiving cavity are coaxially connected.

[0067] In this embodiment, a protrusion is provided at the end of the spring cover 4 away from the valve core seat 9, and a breather cover 1 is threaded onto the protrusion.

[0068] In this embodiment, a recess is provided at the end of the valve core seat 9 away from the spring cover 4, and a core seat sealing gasket and a bottom cover 15 are arranged in sequence in the recess.

[0069] In this embodiment, the valve core seat 9 is also provided with an exhaust channel, and the air inlet is connected to the exhaust channel. The air inlet is provided with a one-way component to prevent gas from the exhaust channel from entering the air inlet.

[0070] In this embodiment, the air inlet includes a first cavity and a second cavity that are connected together, and the inner diameter of the second cavity is larger than the inner diameter of the first cavity.

[0071] The one-way assembly includes a one-way sealing ball 10, a one-way ball pressure block 11, and a set screw 13 disposed in the second cavity. The one-way sealing ball 10 is located between the first cavity and the one-way ball pressure block 11, and the diameter of the one-way sealing ball 10 is larger than the outer diameter of the first cavity. One end of the one-way ball pressure block 11 abuts against the one-way sealing ball 10, and the other end is fitted with a one-way compression spring 12. The second end of the one-way compression spring 12 abuts against or is fixedly connected to the set screw 13, and the set screw 13 is threadedly connected in the second cavity.

[0072] The first cavity is located on the side closest to the valve core 17.

[0073] The switching valve for rail vehicle equipment provided in this embodiment also includes a diaphragm plate 16. The diaphragm plate 16 is located at the connection between the first receiving cavity and the second receiving cavity. The first end of the diaphragm plate 16 is sleeved on the outer side of the second end of the valve core 17 and is fixedly connected to the valve core 17 by the diaphragm plate nut 8. The second end of the diaphragm plate 16 is snapped between the spring cover 4 and the valve core seat 9.

[0074] In this embodiment, in order to ensure the airtightness and stability of the switch valve for rail vehicle equipment, a plurality of guide strips 18 and sealing gaskets 19 are provided between the outer end face of the valve core 17 and the inner wall of the first receiving cavity of the valve core seat 9.

[0075] The switching valve for rail vehicle equipment provided in this embodiment, by setting a diaphragm plate 16, ensures the airtightness of the entire internal chamber in addition to the sealing gasket 19, and prevents leakage.

[0076] In the event of a rupture in the diaphragm plate 16, the equivalent aperture of the leak is less than 0.9 mm, which still ensures safe fault guidance for train operation and will not cause abnormal braking or emergency braking of the vehicle.

[0077] More specifically, the internal chamber of the switch valve for rail vehicle equipment provided in this embodiment has been calculated to have an equivalent orifice diameter of less than 0.9 mm when the diaphragm plate 16 and the sealing gasket 19 are damaged at the same time. This ensures that the fault guidance for train operation is still safe and will not cause abnormal braking or emergency braking of the vehicle.

[0078] The switching valve provided by this invention is mainly used in rail vehicles. It uses the main gas pressure of the vehicle's main pipe as an action signal. When the main gas pressure increases to the design value, the pipeline is connected; when the main gas pressure decreases to the design value, the gas pipe is closed and venting begins. The working process of the switching valve for rail vehicle equipment provided by this invention is as follows:

[0079] When the rail vehicle starts, the vehicle itself begins to inflate, and the air pressure in the main pipe (inflation channel) increases. As the air pressure in the main pipe (inflation channel) increases, the valve core 17 slowly rises, and the second compression spring 7 begins to compress (the compression amount of the second compression spring 7 can be adjusted by the installation position of the second compression spring seat 6). At the same time, the first compression spring 3 begins to compress at a small ratio (the compression of the first compression spring 3 can be adjusted by the adjusting screw 2). After the air pressure in the main pipe (inflation channel) continues to increase to the design value, the valve core 17 rises to the preset position. At this time, the first compression spring seat 5 contacts the spring cover 4, and the air intake passage (i.e., the air intake channel and the air intake hole) is connected. The air pressure pushes the one-way sealing ball 10 and the one-way ball pressure block 11 to move, the one-way compression spring 12 is compressed, the air passage is fully connected, and air intake begins.

[0080] When a rail vehicle brakes, it needs to ventilate, causing a decrease in the air pressure in the main pipe (inflation channel). As the air pressure in the main pipe (inflation channel) decreases, the first spring 3 pushes the valve core 17 downwards, closing the air inlet. The valve core 17 continues to move downwards to the design value, connecting the exhaust air path (exhaust channel) to the air chamber. The pressure regulating valve begins to exhaust air. As the air pressure decreases, the one-way spring 12 begins to push the one-way sealing ball 10 and the one-way ball pressure block 11, closing the air inlet. The valve core 17 continues to move downwards until the first spring seat 5 and the second spring seat 6 contact, closing the exhaust port.

[0081] The technical solutions of the present invention have been fully described above. It should be noted that the specific embodiments of the present invention are not limited to the above description. All technical solutions formed by those skilled in the art based on the spirit and essence of the present invention by adopting equivalent transformations or equivalent transformations in terms of structure, method or function fall within the protection scope of the present invention.

Claims

1. A switching valve for rail vehicle equipment, characterized in that, include: A spring cover and a valve core seat are arranged vertically. The valve core seat has a first receiving cavity, and the spring cover has a second receiving cavity. The valve core seat is provided with an inflation channel and an air inlet channel, and the inflation channel communicates with the first receiving cavity. The valve core is slidably disposed within the first receiving cavity. The first end of the valve core is provided with a first inner cavity, and the valve core is radially provided with a plurality of air inlet holes communicating with the first inner cavity; the second end of the valve core is provided with a second inner cavity. An adjusting screw is provided at an adjustable position at one end of the second receiving cavity away from the valve core seat; A pressure limiting assembly is located within the second receiving cavity and disposed between the valve core and the adjusting screw; When air pressure is introduced into the inflation channel, the valve core compresses the pressure limiting component and slides towards the adjusting screw; when the inflation pressure reaches a preset value, the pressure limiting component is in a connected state, and the air inlet of the valve core is connected to the air inlet channel; when the inflation pressure gradually decreases, the pressure limiting component is in a reset state, and the pressure limiting component drives the valve core to gradually return to its initial state. The pressure limiting component includes: A first compression spring seat and a second compression spring seat are arranged vertically, and the first compression spring seat and the second compression spring seat are disposed at one end of the second receiving cavity near the valve core seat; wherein, the first compression spring seat is slidably connected to the second receiving cavity; and the second compression spring seat is threadedly connected to the second receiving cavity. A first compression spring, the first end of which abuts against the adjusting screw, and the second end of which abuts against the first compression spring seat; The second compression spring has a first end that passes through the second compression spring seat and abuts against the first compression spring seat, and a second end that extends into the second inner cavity and abuts against the valve core. The first accommodating cavity and the second accommodating cavity are coaxially connected. It also includes a diaphragm plate, which is located at the connection between the first receiving cavity and the second receiving cavity. The first end of the diaphragm plate is sleeved on the outer side of the second end of the valve core and is fixedly connected to the valve core by a diaphragm plate nut. The second end of the diaphragm plate is snapped between the spring cover and the valve core seat. The valve core seat is also provided with an exhaust channel and an air inlet. The air inlet is connected to the exhaust channel. The air inlet is provided with a one-way component to prevent gas from the exhaust channel from entering the air inlet. In the event of diaphragm damage, the equivalent aperture of the leak is less than 0.9 mm, which still ensures safe fault guidance for train operation and will not cause abnormal braking or emergency braking of the vehicle.

2. The switching valve for rail vehicle equipment according to claim 1, characterized in that, The spring cover has a protrusion at one end away from the valve core seat, and a breather cap is threaded onto the protrusion.

3. The switching valve for rail vehicle equipment according to claim 1, characterized in that, The valve core seat has a recessed portion at the end away from the spring cover, and a core seat sealing gasket and a bottom cover are sequentially arranged in the recessed portion.

4. The switching valve for rail vehicle equipment according to claim 1, characterized in that, The air inlet includes a first cavity and a second cavity that are connected together, wherein the inner diameter of the second cavity is larger than the inner diameter of the first cavity. The one-way assembly includes a one-way sealing ball, a one-way ball pressure block, and a set screw disposed in the second cavity. The one-way sealing ball is located between the first cavity and the one-way ball pressure block, and the diameter of the one-way sealing ball is larger than the outer diameter of the first cavity. One end of the one-way ball pressure block abuts against the one-way sealing ball, and the other end is fitted with a one-way compression spring. The second end of the one-way compression spring abuts against or is fixedly connected to the set screw, and the set screw is threadedly connected in the second cavity.

Images