A two-way valve for a railway locomotive brake and method of use

Abstract

This invention belongs to the field of railway locomotive braking technology, and specifically relates to a two-way valve for railway locomotive brakes and its usage method; it includes a cylinder body; a shuttle valve is slidably connected inside the cylinder body, and the cylinder body is connected to a first air inlet pipe, a second air inlet pipe, and a first air outlet pipe; the first air inlet pipe is connected to the driver's small brake, the second air inlet pipe is connected to the brake, and the first air outlet pipe is connected to the brake cylinder; electromagnetic coils are installed at both ends of the cylinder body, and the electromagnetic coils are connected to a controller; the magnetic force of the electromagnetic coils replaces the air pressure to move the shuttle valve, while avoiding slight blockage of the shuttle valve and maintaining the balance during the movement of the shuttle valve, thus preventing severe wear of the shuttle valve.

Description

Technical Field

[0001] This invention belongs to the field of railway locomotive braking technology, and specifically relates to a two-way valve for railway locomotive brakes and its usage method. Background Technology

[0002] The existing JZ7 type brake system on railway locomotives uses brake air pressure from the driver's handbrake to push the brake piston in the brake cylinder, which in turn pushes the brake shoes, ultimately acting on the train wheels to achieve braking. When releasing the brakes, the brake air pressure from the driver's handbrake is released, and the brake shoes are pushed back by springs (see reference). Figure 1 ).

[0003] However, in order to achieve automatic control of locomotive braking, a device called a two-way valve needs to be installed on the air pipe of the driver's handbrake. This device consists of a cylinder and a device called a shuttle valve. The brake air pressure from the driver's handbrake blows the shuttle valve downwards. Relying on the arc design of the shuttle valve, the air pressure port of the 7-stage brake below is blocked. The brake air pressure of the driver's handbrake can be sent to the brake cylinder, which is the same working principle as when there is no two-way valve. When the brake air pressure from the 7-stage electric control motor blows the shuttle valve upwards, the air pressure from the upper driver's small brake valve is blocked due to the shuttle valve's arc design. Then, the air pressure from the 7-stage brake is sent to the brake cylinder (see reference). Figure 2 ).

[0004] Therefore, it is urgent to design a two-way valve for railway locomotive brakes to solve the above problems. Summary of the Invention

[0005] To address the aforementioned problems, this invention proposes a two-way valve for a railway locomotive brake, comprising a cylinder body; a shuttle valve is slidably connected inside the cylinder body, and the cylinder body is connected to a first air inlet pipe, a second air inlet pipe, and a first air outlet pipe; the first air inlet pipe is connected to the driver's small brake, the second air inlet pipe is connected to the brake, and the first air outlet pipe is connected to the brake cylinder. Electromagnetic coils are installed at both ends of the cylinder, and the electromagnetic coils are connected to the controller.

[0006] Furthermore, a T-junction is installed on each of the No. 1 air inlet duct, the No. 2 air inlet duct, and the No. 1 air outlet duct; a wind pressure sensor 1 is installed at the T-junction of the No. 1 air inlet duct; a wind pressure sensor 2 is installed at the T-junction of the No. 2 air inlet duct; and a wind pressure sensor 3 is installed at the T-junction of the No. 1 air outlet duct.

[0007] Furthermore, the shuttle valve is made of iron.

[0008] Furthermore, Hall sensors are installed on both end faces of the cylinder.

[0009] Furthermore, an alarm device is connected to the controller.

[0010] Furthermore, the wind pressure sensor one, wind pressure sensor two, and wind pressure sensor three are connected to the controller.

[0011] Furthermore, the Hall sensor is connected to the controller.

[0012] Furthermore, the shuttle valve has an internal hollow design.

[0013] This invention proposes a method for using a two-way valve for railway locomotive brakes, applicable to the two-way valve for railway locomotive brakes as described in any one of the claims, characterized by the following steps: When the brake is not working, the shuttle valve moves under the action of gravity and electromagnetic coil to block the No. 2 air inlet pipe, and the No. 1 air inlet pipe is connected to the No. 1 air outlet pipe. When the brake is working, the shuttle valve moves under the action of the brake air pressure and the electromagnetic coil to block the No. 1 air inlet pipe, and the No. 2 air inlet pipe is connected to the No. 1 air outlet pipe.

[0014] Furthermore, it also includes: When blocking the No. 2 air intake duct, determine whether the Hall sensor at the location of the No. 2 air intake duct detects a signal; If not, then activate the electromagnetic coil at the location of the second air inlet duct to act on the shuttle valve; then determine whether the Hall sensor at the location of the second air inlet duct has detected a signal; If not, the controller will activate the alarm device; When blocking the No. 1 air intake duct, determine whether the Hall sensor at the location of the No. 1 air intake duct detects a signal; If not, then activate the electromagnetic coil at the No. 1 air inlet pipe position to act on the shuttle valve; then determine whether the Hall sensor at the No. 1 air inlet pipe position detects a signal; If not, the controller will activate the alarm device.

[0015] Beneficial effects The advantages of this invention over the prior art are as follows: 1. This application uses the magnetic force of an electromagnetic coil to replace air pressure to move the shuttle valve, while avoiding slight blockage of the shuttle valve and maintaining the balance during the movement of the shuttle valve, thus avoiding severe wear of the shuttle valve.

[0016] 2. This application uses a sensor to promptly determine the position of the shuttle valve of the two-way valve and provide the driver with an alarm message in a timely manner, thereby reducing the braking risk caused by the blockage of the locomotive brake cylinder.

[0017] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A simplified overall schematic diagram of the JZ7 type brake in the prior art is shown.

[0020] Figure 2 A simplified schematic diagram of the overall structure of a bidirectional valve in the prior art is shown.

[0021] Figure 3 A simplified schematic diagram of the overall structure in an embodiment of the present invention is shown.

[0022] Figure 4 A circuit diagram from an embodiment of the present invention is shown.

[0023] In the diagram: 1. Cylinder; 2. Shuttle valve; 3. No. 1 air inlet pipe; 4. No. 2 air inlet pipe; 5. No. 1 air outlet pipe; 6. Electromagnetic coil; 3-way pipe; 7. Wind pressure sensor 1; 8. Wind pressure sensor 2; 9. Wind pressure sensor 3; 10. Hall sensor; 11. Alarm device. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] This application provides a two-way valve for railway locomotive brakes, referenced... Figure 3 The system includes a cylinder body 1; a shuttle valve 2 is slidably connected inside the cylinder body 1; a first air inlet pipe 3, a second air inlet pipe 4, and a first air outlet pipe 5 are connected to the cylinder body 1; the first air inlet pipe 3 is connected to the driver's small brake, the second air inlet pipe 4 is connected to the brake, and the first air outlet pipe 5 is connected to the brake cylinder. Electromagnetic coils 6 are installed at both ends of the cylinder 1, and the electromagnetic coils 6 are connected to the controller.

[0026] The brake is a JZ7 type brake. When the brake is not in use, the shuttle valve 2 moves downward under the action of gravity and the magnetic force of the electromagnetic coil 6, and the shuttle valve 2 blocks the No. 2 air inlet pipe 4.

[0027] While replacing the air pressure to move the shuttle valve 2, the battery coil can balance the shuttle valve 2 during its movement, preventing the shuttle valve 2 from tilting, thereby further preventing more severe wear or blockage or other accidents.

[0028] This application uses the magnetic force of the electromagnetic coil 6 to replace the air pressure to move the shuttle valve 2, while avoiding slight blockage of the shuttle valve 2 and maintaining the balance of the shuttle valve 2 during movement, thus avoiding severe wear of the shuttle valve 2.

[0029] In one embodiment of the present invention, a T-junction is installed on each of the No. 1 air inlet duct 3, the No. 2 air inlet duct 4, and the No. 1 air outlet duct 5; a wind pressure sensor 7 is installed at the T-junction of the No. 1 air inlet duct 3; a wind pressure sensor 8 is installed at the T-junction of the No. 2 air inlet duct 4; and a wind pressure sensor 9 is installed at the T-junction of the No. 1 air outlet duct 5.

[0030] When wind pressure sensor 7 detects a numerical signal, it indicates that the driver is using the brakes. At this time, wind pressure sensor 9 can also detect a numerical signal. The two values ​​are compared, and a threshold is set for the difference. If the difference is within the threshold range, it means that the air passage is not blocked. If the difference exceeds the threshold, it means that the air passage is blocked, and the two-way valve needs to be replaced in time. Similarly, when the wind pressure sensor 28 detects a numerical signal, it indicates that the brake is outputting braking. At this time, the wind pressure sensor 39 can also detect a numerical signal. The two values ​​are compared, and a threshold is set for the difference between the values. If the difference between the values ​​is within the threshold range, it means that the air path is not blocked. If the difference between the values ​​exceeds the threshold, it means that the air path is blocked, and the two-way valve needs to be replaced in time.

[0031] In one embodiment of the present invention, the shuttle valve 2 is made of iron.

[0032] The aluminum shuttle valve 2 is replaced with an iron one. Since iron is more wear-resistant than aluminum, the shuttle valve 2 will not deform due to wear during use. The wear of the cylinder 1 is related to the number of times the shuttle valve 2 moves.

[0033] In one embodiment of the present invention, Hall sensors 10 are installed on both end faces of the cylinder 1.

[0034] An alarm device 11 is connected to the controller.

[0035] refer to Figure 4 The wind pressure sensor 7, wind pressure sensor 8 and wind pressure sensor 9 are connected to the controller.

[0036] The Hall sensor 10 is connected to the controller.

[0037] During the movement of shuttle valve 2 within cylinder 1, the Hall sensor 10 detects the presence of shuttle valve 2. When the brake is not in use, shuttle valve 2 moves downward under the influence of gravity. Since shuttle valve 2 is made of iron, it can be detected by the Hall sensor 10. If the Hall sensor 10 does not detect a signal, shuttle valve 2 may be stuck. In this case, the lower electromagnetic coil 6 is activated, and gravity and the magnetic force of the electromagnetic coil 6 act simultaneously on the iron shuttle valve 2. If the Hall sensor 10 still does not detect a signal, the controller activates the alarm device 11 to perform an alarm.

[0038] In one embodiment of the present invention, the shuttle valve 2 has an internal hollow design.

[0039] The weight of shuttle valve 2 is reduced by hollowing out its interior.

[0040] A method for using a two-way valve for a railway locomotive brake, specifically comprising the following steps: When the brake is not working, the shuttle valve 2 moves under the action of gravity and the electromagnetic coil 6 to block the No. 2 air inlet pipe 4, and the No. 1 air inlet pipe 3 is connected to the No. 1 air outlet pipe 5; the controller controls the electromagnetic coil 6 to keep the shuttle valve 2 moving in balance. When the brake is working, the shuttle valve 2 moves under the action of the brake air pressure and the electromagnetic coil 6 to block the first air inlet pipe 3, and the second air inlet pipe 4 is connected to the first air outlet pipe 5; the controller controls the electromagnetic coil 6 to keep the shuttle valve 2 moving in balance, and while using magnetic force instead of air pressure to make the shuttle valve 2 move, it prevents the shuttle valve 2 from tilting.

[0041] Also includes: When blocking the No. 2 air inlet duct 4, determine whether the Hall sensor 10 at the location of the No. 2 air inlet duct 4 detects a signal; If not, then the electromagnetic coil 6 at position 4 of the second air inlet pipe is activated to act on the shuttle valve 2; then it is determined whether the Hall sensor 10 at position 4 of the second air inlet pipe senses the signal. If not, the controller activates alarm device 11; When blocking the No. 1 air inlet duct 3, determine whether the Hall sensor 10 at the No. 1 air inlet duct 3 detects a signal. If not, the electromagnetic coil 6 at position 3 of the first air inlet pipe is activated to act on the shuttle valve 2; then it is determined whether the Hall sensor 10 at position 3 of the first air inlet pipe senses the signal. If not, the controller activates alarm device 11.

[0042] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A bidirectional valve for a railway locomotive brake, characterized by, Includes a cylinder body (1); a shuttle valve (2) is slidably connected inside the cylinder body (1), and the cylinder body (1) is connected to a first air inlet pipe (3), a second air inlet pipe (4) and a first air outlet pipe (5); the first air inlet pipe (3) is connected to the driver's small brake, the second air inlet pipe (4) is connected to the brake, and the first air outlet pipe (5) is connected to the brake cylinder; Electromagnetic coils (6) are installed at both ends of the cylinder (1), and the electromagnetic coils (6) are connected to the controller; A T-junction is installed on each of the No. 1 air inlet duct (3), the No. 2 air inlet duct (4), and the No. 1 air outlet duct (5); a wind pressure sensor 1 (7) is installed at the T-junction of the No. 1 air inlet duct (3); a wind pressure sensor 2 (8) is installed at the T-junction of the No. 2 air inlet duct (4); and a wind pressure sensor 3 (9) is installed at the T-junction of the No. 1 air outlet duct (5). The shuttle valve (2) is made of iron; Hall sensors (10) are installed on both end faces of the cylinder (1).

2. A two-way valve for a railway locomotive brake according to claim 1, wherein An alarm device (11) is connected to the controller.

3. A two-way valve for a railway locomotive brake according to claim 1, characterized in that, The wind pressure sensor 1 (7), wind pressure sensor 2 (8) and wind pressure sensor 3 (9) are connected to the controller.

4. A two-way valve for a railway locomotive brake according to claim 1, wherein The Hall sensor (10) is connected to the controller.

5. A two-way valve for a railway locomotive brake according to claim 1, wherein The shuttle valve (2) has an internal hollow design.

6. A method for using the bidirectional valve for railway locomotive brake according to any one of claims 1-5, characterized in that, Specifically, the steps include the following: When the brake is not working, the shuttle valve (2) moves under the action of gravity and the electromagnetic coil (6) to block the No. 2 air inlet pipe (4). The No. 1 air inlet pipe (3) is connected to the No. 1 air outlet pipe (5); When the brake is working, the shuttle valve (2) moves under the action of the brake air pressure and the electromagnetic coil (6) to block the No. 1 air inlet pipe (3), and the No. 2 air inlet pipe (4) is connected to the No. 1 air outlet pipe (5).

7. The method of using a bidirectional valve for a railway locomotive brake as defined in claim 6, wherein, Also includes: When the No. 2 air inlet pipe (4) is blocked, it is determined whether the Hall sensor (10) at the position of the No. 2 air inlet pipe (4) senses a signal; If not, the electromagnetic coil (6) at the position of the second air inlet pipe (4) is activated to act on the shuttle valve (2); then it is determined whether the Hall sensor (10) at the position of the second air inlet pipe (4) senses the signal; If not, the controller activates the alarm device (11). When the No. 1 air inlet pipe (3) is blocked, it is determined whether the Hall sensor (10) at the position of the No. 1 air inlet pipe (3) senses a signal; If not, the electromagnetic coil (6) at the position of the No. 1 air inlet pipe (3) is activated to act on the shuttle valve (2); then it is determined whether the Hall sensor (10) at the position of the No. 1 air inlet pipe (3) senses the signal; If not, the controller activates the alarm device (11).

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