Rail parking device

Abstract

The application discloses a track parking device, which comprises a base body, a bottom and a frame structure, the bottom forms an input cavity connected to a pressure reducing valve, a pressure reducing cavity is configured to further extend on one side corresponding to an output end of the pressure reducing valve to form a first cavity, the first cavity is connected to an input end of a parking valve, a parking cavity is configured to further extend on one side corresponding to an output end of the parking valve to form a second cavity, a multi-way pipeline is configured to comprise a branch connected to the second cavity, a branch connected to an input end of a shuttle valve and a branch connected to a pressure measuring cavity, a shuttle valve cavity is configured to further extend on one side corresponding to an input end of the shuttle valve to form a third cavity, and the branch of the multi-way pipeline connected to the input end of the shuttle valve is communicated with the third cavity, so that the vehicle equipment integration degree is improved, the weight of the track vehicle is reduced, the control mode of coexistence of manual and electric modes is configured, and the parking state is switched.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of special vehicle technology, in particular to a rail parking device integrating existing valve assemblies into a whole BACKGROUND

[0002] At present, most of the domestic rail transit vehicles adopt air brake systems, and have parking brake functions for safety considerations. Generally, one brake with parking brake function is installed on each axle, that is, a rail parking device.

[0003] The rail parking device has two functions, that is, applying parking brake to the rail vehicle and releasing the brake of the vehicle. The overall structure of the rail parking device can be generally said to be composed of multiple valves and pipelines connecting the valves. Among them, there are pressure reducing overflow valves for adjusting the air pressure in the pipeline, shuttle valves for preventing the superposition of air braking force and parking braking force, and parking valves for generating braking force. In the prior art, in order to meet the working conditions and realize the input and output relationship between the valves, multiple pipelines are used to adapt the input and output ends of the valves.

[0004] Due to the different positions of the valve bodies in the overall structure, and the fact that the valve bodies respectively contain several ports with different positions, in order to realize the connection relationship between the valve bodies, the number of air duct pipelines in the overall structure is large, the pipeline arrangement is difficult, and the structure is bulky.

[0005] On the other hand, in the existing parking device, the function of the parking valve needs to rely on the pressure control function of the pressure reducing valve, so that in order to realize the pipeline pressure acquisition and detection, an additional sensor is configured at the output end of the parking valve, but it is difficult to determine the size of the air pressure value through external acquisition equipment in the field to realize accurate control of the output end air pressure.

[0006] Furthermore, due to structural limitations, whether to realize braking or brake release, the existing products need to operate the buttons on the corresponding valves, or realize the required function through pulling the release pull ring, brake operating rod and other methods, and the switching between the release state and the brake state is extremely inconvenient.

[0007] Therefore, the existing technology should be improved to solve the above technical problems. SUMMARY

[0008] In view of the shortcomings of the prior art, the present application provides a rail parking device integrating a pressure reducing valve, a parking valve and a shuttle valve into one, so as to improve the integration of vehicle equipment and realize the weight reduction of rail vehicles.

[0009] To solve the above technical problems, the present application adopts a track parking device, wherein the track parking device combines a pressure reducing valve, a parking valve and a shuttle valve, and comprises: a base body composed of a base and a frame structure on the base, wherein the bottom of the base forms at least one input cavity connected to the pressure reducing valve; a pressure reducing chamber in which the pressure reducing valve is arranged, the pressure reducing chamber is configured to further extend on the side corresponding to the output end of the pressure reducing valve to form a first cavity, and the first cavity is connected to the input end of the parking valve; a parking chamber in which the parking valve is arranged, the parking chamber is configured to further extend on the side corresponding to the output end of the parking valve to form a second cavity; a multi-way pipeline configured to include at least one branch connected to the second cavity, at least one branch connected to the input end of the shuttle valve, and at least one branch connected to a pressure measuring chamber; and a shuttle valve chamber in which the shuttle valve is arranged, the shuttle valve chamber is configured to further extend on the side corresponding to the input end of the shuttle valve to form a third cavity, and the branch of the multi-way pipeline connected to the input end of the shuttle valve is in communication with the third cavity.

[0010] As a preferred embodiment of the present application, the parking chamber in the base is a slide, the slide cavity wall is respectively formed with a first hole connected to the parking chamber and a second hole connected to the branch of the multi-way pipeline connected to the second cavity, wherein the slide includes a valve rod, the cylindrical valve rod is further extended in the radial direction to form multiple widened portions, so that when the valve rod is arranged in the slide, the outer contour of each widened portion is tightly fitted with the inner cavity wall of the slide, and the slidable sealing is realized through a sealing element; the valve rod is configured such that the sliding of the valve rod in the slide changes the on-off relationship between the first hole and the second hole.

[0011] As a further preferred embodiment of the present application, the widened portion of the valve rod and the inner cavity wall of the slide define at least two gating channels, when the first hole and the second hole are gated by the same gating channel, the first hole and the second hole are in communication; when the first hole and the second hole are selectively gated in two gating channels, the first hole and the second hole are closed.

[0012] As a further preferred embodiment of the present application, the valve rod is configured to be positioned by the abutting of pressure receiving elements at both ends thereof, when at least one side pressure receiving element is under pressure, the valve rod slides along the slide, and / or the valve rod is configured to be controlled by the energization of solenoid valves at both ends thereof to control the flow direction of the air pressure of the output end of the pressure reducing valve, so that the valve rod slides along the slide.

[0013] As the application is further preferably, the pressure-bearing member is two push rods arranged at both ends of the valve rod along the sliding direction, the push rods extend along the sliding direction and protrude from the base to form a button part, the push rods are configured to be limited by the widened part on the push rod and the limiting part of the limiting baffle to form a limit, so that the tendency of the two push rods to drive the valve rod to displace is limited.

[0014] As the application is further preferably, the branch of the multi-way pipeline leading to the input end of the shuttle valve also leads to a gas pressure cutoff chamber, and the gas pressure cutoff chamber reads the chamber pressure through a pressure gauge.

[0015] As the application is further preferably, the input cavity is formed in the input port of the bottom surface of the base and extends from the input port to the pressure reduction chamber, the pressure reduction chamber extends downwardly and taperingly from the surface of the base, the gas inlet end of the pressure reduction valve is arranged in the pressure reduction chamber, and the input end of the pressure reduction valve corresponds to the input cavity.

[0016] Thanks to the above technical solutions, the application has the following beneficial technical effects compared with the prior art:

[0017] 1. In a rail vehicle, the existing pressure reduction valve, parking valve and shuttle valve are integrated into an overall structure, and the gas path input and output between the valves are realized through channel design. In the pipeline design, a gating structure is arranged on the pipeline of the parking valve, so that in the parking function mode, the switching between the braking state and the brake release state can be realized through two modes of electric driving and manual driving.

[0018] 2. A three-way pipeline is designed, the gas pressure at the output end of the parking valve is respectively introduced into three independent chambers to correspond to the input end of the shuttle valve, the gas pressure cutoff chamber and the gas pressure collection chamber, the gas pressure value output by the parking chamber can be sensed in real time through an external pressure gauge, and the pressure regulating bolt of the pressure reduction valve is adjusted according to the gas pressure value; the overall structure of the parking device can cut off the gas pressure at the output end of the parking valve through the shuttle valve in an emergency; at the same time, the gas pressure at the output end can be directly collected by the system, and through the addition of an external sensor, the gas pressure value can be collected on site by an external collection device without the need for plugging and checking the system panel. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 FIG. 1 is a schematic view showing the structure of the rail parking device in a preferred embodiment of the application;

[0020] Figure 2 FIG. 2 is a schematic view showing the structure of the rail parking device in another preferred embodiment of the application; Figure 1 FIG. 3 is a sectional view showing the sectional structure of the rail parking device from one perspective;

[0021] Figure 3 FIG. 4 is a sectional view showing the sectional structure of the rail parking device from another perspective; Figure 1A cross-sectional structure from another perspective;

[0022] Figure 4 This is a schematic diagram illustrating the structure of the base in this preferred embodiment of the present invention;

[0023] Figure 5 This is a bottom view, showing... Figure 4 The bottom structure of the base shown;

[0024] Figure 6 This is a sectional view, showing... Figure 5 Sectional view along the AA direction;

[0025] Figure 7 This is a sectional view, showing... Figure 6 Sectional view in the middle BB direction;

[0026] Figure 8 This is a sectional view, showing... Figure 6 Cross-sectional view in the CC direction;

[0027] Figure 9 This is a partial cross-sectional view showing the state of the valve stem when the parking valve is in the braking state in this preferred embodiment;

[0028] Figure 10 This is a partial sectional view, showing... Figure 9 The valve stem is shown in the released state.

[0029] Figure 11 This is a partial sectional view showing the cross-sectional structure of the valve stem in the braking force relief state in manual mode in this preferred embodiment;

[0030] Figure 12 This is a partial sectional view, showing... Figure 11 The cross-sectional view of the valve stem in manual mode braking state shown in the figure;

[0031] Figure 13 This is a sectional view, showing... Figure 8 Cross-sectional structure in the middle DD direction;

[0032] Figure 14 This is a sectional view, showing... Figure 8 Cross-sectional view in the middle EE direction. Detailed Implementation

[0033] To address the technical problems of existing technologies, such as large valve body footprint, low integration, complex piping routing, and the need for sealing at multiple points, a relatively straightforward improvement approach is to integrate multiple valves. However, this approach presents a new challenge: how to resolve the correspondence between the input and output of each valve.

[0034] Based on the problem, the improved idea of the preferred embodiment of the present application is to design an integrated bench structure according to the input and output relationship of the pressure reducing valve, the parking valve and the shuttle valve, and the flow relationship of the air pressure between the valves.

[0035] 1) Design corresponding accommodation chambers for the pressure reducing valve, the parking valve and the shuttle valve, so that the valves can be correspondingly arranged in the chambers, and adjust the orientation of the accommodation chambers according to the structure of the valves to meet the corresponding needs of the valve body input and output;

[0036] 2) The external pipeline in the prior art is improved into an internal pipeline, and the parking valve brake and relief state switching is realized by the gating structure in the pipeline.

[0037] Embodiments of the track parking device according to the present application will be described below with reference to the accompanying drawings. Those skilled in the art can appreciate that the described embodiments can be modified in various ways without departing from the spirit and scope of the present application. Therefore, the drawings and the description are illustrative in nature and are not intended to limit the scope of protection of the claims. In addition, in this specification, the drawings are not drawn to scale, and the same reference numerals represent the same parts.

[0038] It should be noted that the terms "first" and "second" used in the embodiments of the present application are used to distinguish two entities or parameters with the same name but different meanings. It can be seen that "first" and "second" are used for convenience of description only, and should not be understood as limiting the embodiments of the present application. The subsequent embodiments will not be described one by one.

[0039] Figure 1 For the sake of illustration, the structure of the track parking device according to one preferred embodiment of the present application is shown. Referring to Figure 1 , the track parking device 100 is an integrated structure formed by two layers of structure. According to Figure 1 the direction shown, the device is composed of a base 101 at the bottom and a table body 102 on the base 101. In this preferred embodiment, the table body 102 is an integrated structure enclosed by a plate member, and in some other embodiments, the table body part can be configured as a bench structure to expose the internal valve body part as needed.

[0040] Figure 2 For the sake of illustration, the structure of the track parking device according to one preferred embodiment of the present application is shown. Referring to Figure 1 , the track parking device 100 is an integrated structure formed by two layers of structure. According to Figure 3 the direction shown, the device is composed of a base 101 at the bottom and a table body 102 on the base 101. In this preferred embodiment, the table body 102 is an integrated structure enclosed by a plate member, and in some other embodiments, the table body part can be configured as a bench structure to expose the internal valve body part as needed. Figure 1 Another perspective view of the cross-sectional structure is shown. First, Figure 2 , the track parking device according to the embodiment integrates the pressure reducing valve 200, the parking valve 300 and the shuttle valve 400 into an integrated structure.Figure 3 The parking valve 300 in the base 101 comprises a manual gating structure, through which the parking valve braking and braking release modes can be switched in manual mode, which will be described later.

[0041] Referring to Figure 4 , Figure 4 The structure of the base in the preferred embodiment of the application is shown in the schematic view. The base 101 is structured to form multiple chambers, each of which is used to correspondingly accommodate a valve. As can be seen from Figure 4 , the base 101 comprises a decompression chamber 201 for loading the decompression valve 200 and a parking chamber 301 for loading the parking valve.

[0042] So far, the first aspect of the improvement idea of the application has been met, but based on the second aspect, it is still necessary to configure the built-in airway in the base 101 to meet the needs of the input and output of each valve. Figure 5 The bottom structure of the base shown in Figure 4 is shown in the bottom view, Figure 6 The cross-sectional structure of the base shown in Figure 5 in the A-A direction is shown in the cross-sectional view. First look at Figure 5 The base 101 is formed with an input port 103 at the bottom, and the front-stage gas inlet end is connected to the input port 103. As can be seen from Figure 6 , the input port 103 corresponds to an input chamber extending from the input port to the decompression chamber 201. In this preferred embodiment, the decompression valve is a decompression overflow valve, and the structure is as disclosed in the Chinese patent application for invention with the application publication number CN 111895150 A. The input port 103 and the corresponding input chamber are used as the input end of the decompression overflow valve. Correspondingly, the decompression chamber 201 in the base 101 is configured to be tapered from the top surface of the base 101 downward, and the specifications of the chamber are consistent with the structure in the aforementioned patent application. Those skilled in the art should know that in other preferred embodiments, other decompression valves can also be selected according to the signal and specifications of the decompression valve to be used to prepare a base with a corresponding decompression chamber.

[0043] Next, the parking chamber is described. Figure 7 and Figure 8 respectively output the cross-sectional structures of Figure 6 in the B-B and C-C directions. In combination with Figure 7 and Figure 8 , the decompression chamber 201 further extends to form a first chamber 202 on the side of the decompression valve output end, and the first chamber 202 is in communication with the parking chamber 301. The parking chamber 301 is a long straight hollow channel, and the output end thereof further extends to form a second chamber. The output of the parking valve 300 is discharged into multiple chambers through a multi-pass pipeline.

[0044] Firstly, the multi-way pipe is described. In the preferred embodiment, a three-way pipe is configured, which comprises three branches, defined as first to third branches. The first branch 302 is a branch leading to the second cavity, and is connected to the second cavity, so as to lead the output of the parking valve 300 out. The second branch 303 is a branch leading to the shuttle valve 400, and the third branch 304 is a branch leading to the pressure measuring chamber. It can be seen that the output of the output end of the parking valve 300 is discharged into different cavities through the three-way pipe. Then, further, for the function realization of the parking valve 300, that is, to control the connection between the parking chamber 301 and the first branch 302, in other words, for braking, the output end of the parking chamber 301 to the first branch 302 should be closed to form a brake force; and when the brake is released, the output end of the parking chamber 301 should be connected to the first branch 302, so that the parking valve 300 outputs through the first branch to achieve the purpose of brake force release.

[0045] Then, the selection between the parking chamber 301 and the first branch is described. Referring to Figure 9 and Figure 10 , Figure 9 is a partial sectional view showing the state of the valve rod of the parking valve in the preferred embodiment in the braking state, Figure 10 is a partial sectional view showing Figure 9 the valve rod shown in the release state. The parking chamber 301 is a long straight slide, and two holes are formed above the cavity wall of the slide, which are a first hole 305 connected to the parking chamber 301 and a second hole 306 connected to the first branch 302. A slidable valve rod 500 is arranged in the parking chamber 301. Referring to Figure 9 and Figure 10 , the cylindrical valve rod 500 further extends a three-stage first widened portion 501 in the radial direction of the rod wall at both end portions and the middle portion of the rod wall, so that the outer contour of the valve rod 500 can be tightly fitted with the inner wall of the slide, and a seal is achieved by a sealing element arranged on the first widened portion 501. It can be seen that the three-stage first widened portion 501 defines two sealing areas between the valve rod 500 and the inner cavity wall of the slide, which are defined as a first selection passage 307 and a second selection passage 308 in the order from left to right according to the directions shown in Figure 9 and Figure 10 , so that when the valve rod 500 slides in the slide, the first widened portion 501 in the middle portion moves along the inner cavity wall of the slide, and changes the relationship between the selection passages and the two holes, for example, as Figure 9As shown, when the valve stem 500 slides to the left, the first hole 305 and the second hole 306 are respectively connected to the first gate channel 307 and the second gate channel 308, so that the output of the parking chamber 301 is discharged from the first hole 305 to the second hole 306 through the first gate channel 307, i.e. from the parking chamber 301 to the first branch 302. Figure 10 As shown, when the valve stem 500 slides to the left, the first hole 305 and the second hole 306 are respectively connected to the first gate channel 307 and the second gate channel 308, so that the output of the parking chamber 301 is discharged from the first hole 305 to the second hole 306 through the first gate channel 307, i.e. from the parking chamber 301 to the first branch 302.

[0046] Therefore, the sliding of the valve stem 500 in the parking chamber 301 can be regarded as switching the connection between the first hole 305 and the second hole 306. As for the means for controlling the movement of the valve stem 500, the preferred embodiment of the present application provides both manual and electric modes.

[0047] Firstly, the electric mode. The prior art parking valve is provided with an electromagnetic valve coil assembly and a corresponding iron core assembly on both sides of the valve stem, so that the electromagnetic valve generates magnetic flux after being powered on to close the iron core to open the sealing port and allow the output gas pressure to enter the cavity on that side. Subsequently, the input gas pressure pushes the valve stem to move to the other side to open or close the output port. However, this electric control mode is susceptible to the site working conditions and may fail to control the output port due to power failure, gas seal failure, etc. Therefore, to avoid the need for control switching in emergency situations, the preferred embodiment of the present application also provides a manual switching mode in parallel with the electric mode.

[0048] Referring to Figure 11 and Figure 12 , Figure 11 Fig. 4 is a partial cross-sectional view showing the cross-sectional structure of the valve stem in the manual mode of the preferred embodiment in the brake force relief state, Figure 12 Fig. 5 is a partial cross-sectional view showing Figure 11 the cross-sectional structure of the valve stem in the brake state in the manual mode shown in Fig. 4. The two end faces of the valve stem 500 along the extension direction of the parking chamber are respectively abutted by pressure receiving members, which press against the valve stem 500 to determine its position in the parking chamber. In this embodiment, the pressure receiving members are configured as two push rods 502, which extend out of the base 101 to form two button portions on the side of the base body, so that the valve stem 500 can be pushed from both sides to slide in the parking chamber by pushing the button portions, and as described above, the manual mode operation can be realized by pushing the button portions.

[0049] But for determining the position of the valve stem 500, it still needs certain limiting structure to cooperate with the existing button part. Continue to refer to Figure 11 and Figure 12 , the push rod 502 is formed with a second widened part 503 along the radial direction thereof, and cooperating with the second widened part 503, two limiting baffle plates 309 are arranged at the two ends of the parking chamber 301 along the extending direction thereof, the relationship between the limiting baffle plate 309 and the push rod 502 is that the push rod 502 can extend into the inner cavity of the limiting baffle plate 309, and can extend out of the through hole thereon, and extend to the second widened part 503 thereon and abut against the limiting baffle plate 309. In this way, the tendency of the two-side push rod 502 to push the valve stem 500 to move will be limited by the two-side limiting baffle plates 309. In actual working condition, for the push rod 502, the specification adaptation of the push rod 502 can refer to the state shown in Figure 11 and Figure 12 , that is, when the push rod 502 moves to the left side to the maximum stroke, the left-side push rod 502 is limited, and at this time the communication between the first hole 305 and the second hole 306 is closed, at this time the parking device is in the braking mode; and when the push rod 502 moves to the right side to the maximum stroke, the right-side push rod 502 is limited, and at this time the communication between the first hole 305 and the second hole 306 is opened, at this time the parking device is in the relief mode.

[0050] Further, the second branch 303 and the third branch 304. Figure 13 and Figure 14 respectively show the cross-sectional structure of D-D and E-E directions in Figure 8 . First, refer to Figure 13 , the second branch 303 is divided into two branches, one of which is shown in Figure 8 , which leads to the shuttle valve chamber 310, and the other branch leads to a gas pressure cut-off chamber 311, and a gas pressure sensor can be connected to the gas pressure cut-off chamber 311 to sense the output gas pressure in the pipeline. The third branch 304 leads to a pressure measuring chamber 312, and a gas pressure sensor can be pre-installed in the pressure measuring chamber 312 to collect the gas pressure by electronic means.

[0051] The above embodiments only express several embodiments of the present application, and the description is more specific and detailed, but it cannot be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A track parking device, characterized in that, The track parking device combines a pressure reducing valve, a parking valve, and a shuttle valve, and includes: The base is composed of a base and a frame structure located on the base, the bottom of the base forming at least one input chamber leading to the pressure reducing valve; A pressure-reducing chamber, in which the pressure-reducing valve is placed, wherein the pressure-reducing chamber is configured such that it extends further to form a first channel on one side corresponding to the output end of the pressure-reducing valve, the first channel connecting to the input end of the parking valve; A parking chamber, in which the parking valve is placed, wherein the parking chamber is configured such that it extends further to form a second channel on one side corresponding to the output end of the parking valve; A multi-port pipeline is configured to include at least one branch leading to the second cavity, at least one branch leading to the shuttle valve input, and at least one branch leading to the pressure measuring chamber. A shuttle valve chamber, in which the shuttle valve is placed, is configured such that a third cavity is formed on the side corresponding to the input end of the shuttle valve. A branch of the multi-port conduit leading to the input end of the shuttle valve communicates with the third cavity. The parking chamber within the base is a slide rail. The slide rail wall has a first channel communicating with the parking chamber and a second channel communicating with a branch of the multi-port pipe leading to the second channel. The slide includes a valve stem, which is configured such that sliding within the slide changes the on / off relationship between the first channel and the second channel.

2. The track parking device according to claim 1, characterized in that, The columnar valve stem extends further in its radial direction to form multiple widening sections, such that when the valve stem is placed in the slide, the outer contour of each widening section fits tightly with the inner cavity wall of the slide, and a slidable seal is achieved through a sealing element.

3. The track parking device according to claim 2, characterized in that, The widened portion of the valve stem defines at least two selectable channels between itself and the inner wall of the slide. When the first channel and the second channel are selected by the same selection channel, the first channel and the second channel are connected. When the first passage and the second passage are selected to be connected between the two channels, the first passage and the manhole are closed.

4. The track parking device according to claim 3, characterized in that, The valve stem is configured to be positioned against pressure-bearing members at both ends, wherein when at least one pressure-bearing member is under pressure, the valve stem slides along a slide, and / or, The valve stem is configured to control the flow direction of the air pressure at the output end of the pressure reducing valve after being energized by the solenoid valves at both ends, so that the valve stem slides along the slide rail.

5. The track parking device according to claim 4, characterized in that, The pressure-bearing component consists of two push rods located at both ends of the valve stem along the extension direction of the slide. The push rods extend along the slide and protrude from the base to form a button portion. The push rod is configured such that its widened portion abuts against the limiting portion of the limiting baffle to form a limit, thereby limiting the tendency of the two push rods to drive the valve stem to produce displacement.

6. The track parking device according to claim 5, characterized in that, In the multi-way pipeline, the branch that leads to the input end of the shuttle valve also leads to the air pressure cut-off chamber, and the air pressure cut-off chamber reads the chamber pressure through a pressure gauge.

7. The track parking device according to claim 1, characterized in that, The input cavity includes an input port formed on the bottom surface of the base and extends from the input port to the pressure reducing chamber. The pressure reducing chamber gradually tapers downward from the surface of the base. The air inlet of the pressure reducing valve is placed in the pressure reducing chamber, such that the input end of the pressure reducing valve corresponds to the input cavity.

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