A valve integrated module for line pressure switching

Abstract

This invention relates to the field of valve technology, specifically to a valve integrated module for pipeline pressure switching. The module includes a pressure switching mechanism connected to two integrated valve mechanisms via a bright tube. The pressure switching mechanism is located at the outlet of the main air reservoir next to the driver's cab on the locomotive. It is used to switch to a 600 kPa pressure level when the main pressure reducing component of the integrated valve mechanism fails. The integrated valve mechanism is fixedly installed under the locomotive to meet the dynamic switching requirements between 900 kPa and 600 kPa pressure levels during operation. In the event of a main pressure reducing component failure, it can switch to the secondary pressure reducing component, entering a 600 kPa redundant pipeline. This not only achieves zero-downtime maintenance but also avoids the risk of passenger car pneumatic equipment failure due to main valve failure in traditional systems. Real-time monitoring of the passage pressure via a pressure gauge ensures stable pressure after switching, further reducing safety hazards.

Description

Technical Field

[0001] This invention relates to the field of valve control technology, and in particular to a valve integrated module for pipeline pressure switching. Background Technology

[0002] Traditional railway freight locomotives (such as the FXN5C model) can only output high-pressure air at 900 kPa, which cannot directly meet the 600 kPa requirement of railway passenger locomotives. Therefore, additional valve pressure reduction control is required. However, existing mechanical valve groups have problems such as switching lag and large pressure fluctuations.

[0003] The existing air supply system lacks a rapid switching mechanism in case of main valve failure. A failure in the pressure-reducing element could lead to malfunction of the bus's pneumatic equipment, posing a safety hazard. Furthermore, the lack of real-time pressure monitoring means drivers cannot directly monitor the locomotive's status and must rely on manual inspections, resulting in low maintenance efficiency. Additionally, the bidirectional switching components of the valve integration module require frequent channel switching, often leading to module failure due to poor sealing. Moreover, the valve modules are mostly made of metal, and the screws are prone to loosening due to prolonged vibration, also posing a safety risk.

[0004] To address this, a valve integration module for pipeline pressure switching is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a valve integration module for pipeline pressure switching, so as to solve the problems of poor air supply safety and easy screw detachment mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a valve integration module for pipeline pressure switching, comprising an integrated valve mechanism, wherein two sets of the integrated valve mechanisms are connected to a pressure switching mechanism via a bright tube, and the integrated valve mechanism further comprises a pneumatic sealing module, an anti-detachment module, and a positioning module. The pneumatic sealing module is disposed inside the bidirectional switching component to improve the sealing effect of the bidirectional switching component. The anti-detachment module is disposed at the upper end and inside of the integrated valve mechanism to prevent the valve body connected to the integrated valve mechanism from falling off. The positioning module is disposed at the bottom end of the integrated valve mechanism for quick assembly and disassembly of the integrated valve mechanism.

[0007] The integrated valve mechanism includes an integrated valve lower assembly seat fixedly installed under the locomotive. The upper end of the integrated valve lower assembly seat is provided with a dust filter assembly, a main pressure reducing assembly, a bidirectional switching assembly, and an electromagnetic control assembly. The outer sides of the dust filter assembly, the main pressure reducing assembly, the bidirectional switching assembly, and the electromagnetic control assembly are all fitted with an integrated valve upper assembly seat. The integrated valve upper assembly seat is fixedly installed on the integrated valve lower assembly seat.

[0008] The pneumatic sealing module includes a chamber located inside the bidirectional transposition component. The two sides of the chamber are respectively connected to a first air inlet channel and a second air inlet channel. The first air inlet channel is connected to a main pressure reducing component through an integrated valve lower assembly seat. The second air inlet channel is connected to an electromagnetic control component through an integrated valve lower assembly seat. An air outlet channel is connected to the side of the first air inlet channel. The air outlet channel is connected to a bright tube through an integrated valve lower assembly seat. A valve core is slidably connected inside the chamber. A first sealing airbag is secured on both sides of the valve core. One end of the first sealing airbag is fixedly connected to an air supply pipe. The other end of the air supply pipe is fixedly connected to a second sealing airbag. The second sealing airbag is sleeved on the valve core.

[0009] Preferably, the pressure switching mechanism includes an integrated base fixedly installed at the outlet of the main air reservoir next to the locomotive driver's cab. A two-position three-way plug, a secondary pressure reducing component, a pressure gauge, and a rectifier are fixedly installed on the upper end of the integrated base. The pressure switching mechanism is connected to two sets of integrated valve mechanisms through a bright tube. The pressure switching mechanism is located at the outlet of the main air reservoir next to the locomotive driver's cab and is used to switch to a 600 kPa pressure level when the main pressure reducing component of the integrated valve mechanism fails. The integrated valve mechanism is fixedly installed under the locomotive to meet the dynamic switching requirements of 900 kPa and 600 kPa dual pressure levels during operation. The two-position three-way plug is connected to the secondary pressure reducing component and the rectifier through the integrated base respectively. One end of the pressure reducing component is connected to the pressure gauge, and the other end of the pressure gauge is connected to one end of the rectifier. The other end of the rectifier is connected to the internal channel of the integrated base.

[0010] Preferably, the lower assembly seat of the integrated valve is connected to one end of the internal channel of the dust filter assembly, and the other end of the internal channel of the dust filter assembly is connected to the main pressure reducing component and the electromagnetic control component respectively. The internal channels of the main pressure reducing component and the electromagnetic control component are both connected to a bidirectional switching component, and the bidirectional switching component is connected to the internal channel of the lower assembly seat of the integrated valve.

[0011] Preferably, the air outlet pipe of the integrated seat is fixedly connected to the lower assembly seat of the integrated valve through a bright tube. The air outlet of the lower assembly seat of the integrated valve is equipped with a sensor component for collecting the outlet pressure and transmitting it to the pressure display in the driver's cab via a cable bundle. The sensor component is configured as a diffused silicon pressure transmitter, and the data is connected to the locomotive TCMS system through an RS485 interface.

[0012] Preferably, the electromagnetic control component is a normally closed two-position three-way valve. The electromagnetic control component is controlled to open and close via a push-button switch in the driver's cab. The electromagnetic control component, sensor component, and push-button switch are all powered by a switching power supply.

[0013] Preferably, the anti-detachment module includes a movable groove at the bottom of the lower assembly seat of the integrated valve. A pressing plate and a locking plate are slidably connected inside the movable groove. A locking block is fixedly installed at the upper end of the locking plate and is locked in a slot. The slot is located at the bottom of the flat-head screw. The movable groove, pressing plate, and locking plate are all polygonal in shape, and the pressing plate and locking plate are adapted to the movable groove.

[0014] Preferably, a first gear plate is fixedly connected to the upper end of the pressing plate, the first gear plate meshes with one side of the gear, and a second rack plate meshes with the other side of the gear. The gear is rotatably connected to the inner wall of the movable groove, and the second rack plate is fixedly installed on the clamping plate. A clamping block is fixedly connected to the upper end of the clamping plate.

[0015] Preferably, torsion springs are fitted at both the front and rear ends of the gear, with the two ends of the torsion springs inserted into the inner wall of the movable groove and the end face of the gear, respectively.

[0016] Preferably, the positioning module includes a vertical plate fixedly installed at the bottom of the integrated valve lower assembly seat, a rotating cylinder rotatably connected to the vertical plate, a screw threadedly connected to the inside of the rotating cylinder, a clamping plate fixedly connected to the outer end of the screw, a hexagonal nut fixedly installed on the outside of the rotating cylinder, an anti-slip groove provided on the outside of the rotating cylinder, and an internal hexagonal groove provided at the outer end of the rotating cylinder. Both the hexagonal nut and the internal hexagonal groove are hexagonal in shape.

[0017] Preferably, one end of a damping spring is fixedly connected inside the rotating drum, and the other end of the damping spring is inserted into the screw.

[0018] The beneficial effects of this invention are:

[0019] This invention, through the design of a pressure switching mechanism in conjunction with an integrated valve mechanism, allows switching to the auxiliary pressure reducing component and entering a 600kPa redundant pipeline when the main pressure reducing component fails. This not only achieves zero-downtime maintenance but also avoids the risk of passenger car pneumatic equipment failure due to main valve failure in traditional systems. Real-time pressure monitoring via pressure gauges ensures stable pressure after switching, further reducing safety hazards. The integrated valve mechanism, with its two parallel structures, automatically takes over at the other end in case of a single-end failure, ensuring continuous air supply without interrupting train operation. The electromagnetic control component provides a fast response time, and in conjunction with a bidirectional switching component, enables remote switching between 900kPa and 600kPa on railway locomotives, meeting dynamic switching requirements during operation and solving the problems of lag and large fluctuations in traditional mechanical valve groups. A diffused silicon pressure transmitter at the outlet of the integrated valve's lower assembly seat can collect pressure data in real time, connecting to the locomotive's TCMS system via an RS485 interface. The driver's cab pressure display provides a direct view of the operating conditions and pressure values, replacing traditional manual inspections and reducing maintenance costs. Furthermore, the historical data storage function facilitates fault prediction and tracing.

[0020] 2. By designing a pneumatic sealing module in conjunction with an integrated valve mechanism, this invention facilitates the use of the output pressure in the first and second air intake channels to drive the valve core to squeeze the first sealing airbag inside the valve core mating chamber, causing the second sealing airbag to expand and further improve the sealing effect of the valve core inside the bidirectional switching component, thereby greatly reducing the failure rate.

[0021] 3. This invention designs an anti-detachment module in conjunction with an integrated valve mechanism to push the pressing plate to control the retraction of the upper plate of the card plate, preventing the card block at the upper end of the card plate from affecting the installation of the flat-head screw. Furthermore, the restoring force of the torsion spring can drive the card block to insert into the slot, locking the flat-head screw and preventing it from loosening due to locomotive vibration. This also prevents pipeline sealing failure or component detachment, thus improving the long-term operational stability of the device.

[0022] 4. This invention uses a positioning module and an anti-loosening module to perform a two-step operation of coarse fixing and fine adjustment. The anti-slip groove of the rotating drum is used to complete the initial fixing, and then the hexagonal nut or internal hexagonal groove is used for precise adjustment. With the help of the damping spring to prevent loosening, the integrated valve mechanism can be quickly disassembled and assembled, reducing maintenance time and labor costs. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only for this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a three-dimensional schematic diagram of an integrated valve mechanism for a valve integrated module used for pipeline pressure switching, according to an embodiment of the present invention.

[0025] Figure 2 This is a schematic diagram of the air circuit of an integrated valve mechanism for a valve integrated module used for pipeline pressure switching, according to an embodiment of the present invention.

[0026] Figure 3 This is a three-dimensional schematic diagram of a bidirectional transposition component of a valve integration module for pipeline pressure switching according to an embodiment of the present invention;

[0027] Figure 4 This invention provides a valve integration module for pipeline pressure switching. Figure 3 Schematic diagram of cross-section at the CC section;

[0028] Figure 5 This invention provides a valve integration module for pipeline pressure switching. Figure 4 Enlarged view of point D;

[0029] Figure 6This invention provides a valve integration module for pipeline pressure switching. Figure 1 Schematic diagram of cross-section at point AA;

[0030] Figure 7 This invention provides a valve integration module for pipeline pressure switching. Figure 6 Enlarged view of point B in the middle;

[0031] Figure 8 This is a schematic diagram of an anti-detachment module explosion of a valve integration module for pipeline pressure switching according to an embodiment of the present invention;

[0032] Figure 9 This is a three-dimensional schematic diagram of a positioning module for a valve integration module used for pipeline pressure switching, according to an embodiment of the present invention.

[0033] Figure 10 This is a cross-sectional schematic diagram of a positioning module of a valve integration module for pipeline pressure switching according to an embodiment of the present invention;

[0034] Figure 11 This is a three-dimensional schematic diagram of a pressure switching mechanism of a valve integrated module for pipeline pressure switching according to an embodiment of the present invention;

[0035] Figure 12 This is a schematic diagram of the air circuit of a valve integrated module for pipeline pressure switching according to an embodiment of the present invention;

[0036] Figure 13 This is a three-dimensional schematic diagram of a valve integration module for pipeline pressure switching according to an embodiment of the present invention;

[0037] Figure 14 This is an electrical connection schematic diagram of a valve integration module for pipeline pressure switching according to an embodiment of the present invention.

[0038] The components in the diagram are labeled as follows: 1. Pressure switching mechanism; 11. Integrated seat; 12. Two-position three-way plug valve; 13. Secondary pressure reducing assembly; 14. Pressure gauge; 15. Rectifier assembly; 2. Integrated valve mechanism; 21. Lower integrated valve assembly seat; 22. Upper integrated valve assembly seat; 23. Dust filter assembly; 24. Main pressure reducing assembly; 25. Bidirectional switching assembly; 26. Electromagnetic control assembly; 27. Sensor assembly; 28. Pressure display; 3. Bright tube;

[0039] 4. Pneumatic sealing module; 41. Chamber; 42. First air inlet channel; 43. Second air inlet channel; 44. Air outlet channel; 45. Valve core; 46. First sealing airbag; 47. Air supply pipe; 48. Second sealing airbag;

[0040] 5. Anti-detachment mold assembly; 51. Movable groove; 52. Pressing plate; 521. First gear plate; 53. Gear; 54. Clamping plate; 541. Second rack plate; 542. Clamping block; 55. Torsion spring; 56. Flat head screw; 561. Clamping groove;

[0041] 6. Positioning module; 61. Vertical plate; 62. Rotary drum; 621. Hex nut; 622. Socket hexagonal groove; 623. Anti-slip groove; 63. Screw; 64. Clamping plate; 65. Damping spring. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0043] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0044] Please see Figures 1 to 14 This invention provides a technical solution: a valve integration module for pipeline pressure switching, including an integrated valve mechanism 2. Both sets of integrated valve mechanisms 2 are connected to a pressure switching mechanism 1 through a bright tube 3. The integrated valve mechanism 2 also includes a pneumatic sealing module 4, an anti-detachment module 5, and a positioning module 6. The pneumatic sealing module 4 is disposed inside the bidirectional switching component 25 to improve the sealing effect of the bidirectional switching component 25. The anti-detachment module 5 is disposed at the upper end and inside of the integrated valve mechanism 2 to prevent the valve body connected to the integrated valve mechanism 2 from falling off. The positioning module 6 is disposed at the bottom end of the integrated valve mechanism 2 for quick assembly and disassembly of the integrated valve mechanism 2.

[0045] As one embodiment of the present invention, such as Figure 1 , Figure 2 , Figure 13 and Figure 14As shown, the integrated valve mechanism 2 includes an integrated valve lower assembly seat 21 fixedly installed under the locomotive. A dust filter assembly 23, a main pressure reducing assembly 24, a bidirectional switching assembly 25, and an electromagnetic control assembly 26 are arranged on the upper end of the integrated valve lower assembly seat 21. An integrated valve upper assembly seat 22 is fitted around the outer sides of the dust filter assembly 23, the main pressure reducing assembly 24, the bidirectional switching assembly 25, and the electromagnetic control assembly 26. The integrated valve upper assembly seat 22 is fixedly installed on the integrated valve lower assembly seat 21. The integrated valve lower assembly seat 21 is connected to one end of the internal channel of the dust filter assembly 23. The other end of the internal channel of the dust filter assembly 23 is connected to the main pressure reducing assembly 24 and the electromagnetic control assembly 26, respectively. The internal... All channels are connected to bidirectional transposition components 25, which are connected to the internal channels of the integrated valve lower assembly seat 21. The air outlet pipe of the integrated seat 11 is fixedly connected to the integrated valve lower assembly seat 21 through the bright tube 3. The air outlet of the integrated valve lower assembly seat 21 is equipped with a sensor component 27 for collecting the outlet pressure, which is transmitted to the driver's cab pressure display 28 via a cable bundle. The sensor component 27 is configured as a diffused silicon pressure transmitter, and the data is connected to the locomotive TCMS system through an RS485 interface. The electromagnetic control component 26 is a normally closed two-position three-way valve. The electromagnetic control component 26 is controlled to open and close by a push-button switch in the driver's cab. The electromagnetic control component 26, the sensor component 27, and the push-button switch are all powered by a switching power supply.

[0046] By adopting the above technical solution, the integrated valve mechanism 2 at end I and end II is connected in parallel through the bright tube 3. In case of a single-end failure, the other end automatically takes over to ensure the continuity of air supply. When passenger mode needs to be started, the driver's cab button switch is in the pop-up position, the electromagnetic control component 26 is de-energized, and the valve core of the bidirectional switching component 25 is connected to the A3-A2 passage under the air pressure of the electromagnetic control component 26, outputting a pressure of 600 kPa. The pressure display 28 shows "Passenger mode, 600 kPa", that is, the electromagnetic control component 26 is de-energized. The total air is filtered by the dust filter component 23, then reduced to 600 kPa by the main pressure reducing component 24, and then output through the A3-A2 passage of the bidirectional switching component 25. When freight mode needs to be switched, the button switch is pressed, the electromagnetic control component 26 is energized, and the valve core 45 of the bidirectional switching component 25 is pushed by 900 kPa compressed air to connect the A1-A2 passage, outputting a pressure of 900 kPa. The pressure display 28 switches to "Passenger mode, 600 kPa". In freight mode, "900kPa" means that when the electromagnetic control component 26 is energized, the total air, after being filtered by the dust filter component 23, is directly connected to the A1-A2 direct passage by the bidirectional switching component 25 to output a pressure of 900kPa. This is beneficial because by setting up two sets of parallel integrated valve mechanisms, the other end can automatically take over in case of a single-end failure, ensuring the continuity of air supply without interrupting train operation. The electromagnetic control component 26 has a fast response time and, together with the bidirectional switching component 25, enables remote switching between 900kPa and 600kPa on the railway locomotive, meeting the dynamic switching requirements during train operation and solving the problems of lag and large fluctuations in traditional mechanical valve groups. Furthermore, the diffused silicon pressure transmitter at the outlet of the integrated valve lower combination seat 21 can collect pressure data in real time and connect to the locomotive TCMS system via the RS485 interface. The driver's cab pressure display 28 can intuitively view the operating conditions and pressure values, replacing traditional manual inspections, reducing maintenance costs, and the historical data storage function facilitates fault prediction and traceability.

[0047] As one embodiment of the present invention, such as Figure 10 , Figure 11 , Figure 12 and Figure 13 As shown, the pressure switching mechanism 1 includes an integrated base 11 fixedly installed at the outlet of the main air reservoir next to the locomotive driver's cab. A two-position three-way plug 12, a secondary pressure reducing component 13, a pressure gauge 14, and a rectifier component 15 are fixedly installed on the upper end of the integrated base 11. The two-position three-way plug 12 is connected to the secondary pressure reducing component 13 and the rectifier component 15 respectively through the integrated base 11. The pressure switching mechanism 1 is located at the outlet of the main air reservoir next to the locomotive driver's cab and is used to switch to a 600 kPa pressure level when the main pressure reducing component 24 of the integrated valve mechanism 2 fails. The integrated valve mechanism 2 is fixedly installed under the locomotive to meet the dynamic switching requirements of 900 kPa and 600 kPa dual pressure levels during operation. One end of the secondary pressure reducing component 13 is connected to the pressure gauge 14, and the other end of the pressure gauge 14 is connected to one end of the rectifier component 15. The other end of the rectifier component 15 is connected to the internal channel of the integrated base 11.

[0048] By adopting the above technical solution, when the main pressure reducing component 24 is in normal condition, the lead seal of the two-position three-way plug 12 handle is locked in the straight passage, and the main air is directly input into the integrated valve mechanism 2. When the main pressure reducing component 24 is in a faulty state, the lead seal of the two-position three-way plug 12 on the integrated seat 11 is removed, and the handle is rotated clockwise to the vertical position (manual control in old locomotives, electronic control in new locomotives), so that the internal passage of the integrated seat 11 is connected to the auxiliary pressure reducing component 13. After the main pressure reducing component 24 is repaired, the two-position three-way plug 12 is reset and resealed. This is beneficial for switching to the auxiliary pressure reducing component 13 and entering the 600kPa redundant pipeline when the main pressure reducing component 24 is faulty. This not only achieves zero-downtime maintenance, but also avoids the risk of bus pneumatic equipment failure caused by the failure of the main valve in the traditional system. The pressure gauge 14 monitors the passage pressure in real time to ensure that the pressure is stable after switching, further reducing safety hazards.

[0049] As one embodiment of the present invention, such as Figure 3 , Figure 4 and Figure 5 As shown, the pneumatic sealing module 4 includes a chamber 41 opened inside the bidirectional switching component 25. The two sides of the chamber 41 are respectively connected to a first air intake channel 42 and a second air intake channel 43. The first air intake channel 42 is connected to the main pressure reducing component 24 through the integrated valve lower assembly seat 21. The second air intake channel 43 is connected to the electromagnetic control component 26 through the integrated valve lower assembly seat 21. The side of the first air intake channel 42 is connected to an air outlet channel 44. The air outlet channel 44 is connected to the bright tube 3 through the integrated valve lower assembly seat 21. A valve core 45 is slidably connected inside the chamber 41. A first sealing airbag 46 is clamped on both sides of the valve core 45. One end of the first sealing airbag 46 is fixedly connected to the air supply pipe 47. The other end of the air supply pipe 47 is fixedly connected to a second sealing airbag 48. The second sealing airbag 48 is sleeved on the valve core 45.

[0050] By adopting the above technical solution, the electromagnetic control component 26 is de-energized, the gas is depressurized to 600 kPa by the main pressure reducing component 24, and then output through the A3-A2 passage of the bidirectional switching component 25, that is, the second intake passage 43 and the outlet passage 44 are connected. The electromagnetic control component 26 is energized, and the valve core 45 of the bidirectional switching component 25 is pushed by 900 kPa compressed air to overcome the 600 kPa delivered by the second intake passage 43, connecting the A1-A2 passage and outputting a pressure of 900 kPa, that is, the first intake passage 42 and the outlet passage 44 are connected. Then the valve core 45 moves to the left or When the first air intake channel 42 or the second air intake channel 43 is sealed to the right, the valve core 45 squeezes the first sealing airbag 46. The gas in the first sealing airbag 46 is transported to the second sealing airbag 48 through the air supply pipe 47, thereby further sealing the outer periphery of the valve core 45. This is beneficial for utilizing the output pressure in the first air intake channel 42 and the second air intake channel 43 to drive the valve core 45 to squeeze the first sealing airbag 46 inside the cooperating chamber 41, causing the second sealing airbag 48 to expand and further improve the sealing effect of the valve core 45 inside the bidirectional switching assembly 25, greatly reducing the failure rate.

[0051] As one embodiment of the present invention, such as Figure 6 , Figure 7 and Figure 8 As shown, the anti-detachment assembly 5 includes a movable groove 51 located at the bottom of the integrated valve lower assembly seat 21. A pressing plate 52 and a locking plate 54 are slidably connected inside the movable groove 51. A locking block 542 is fixedly installed on the upper end of the locking plate 54, and the locking block 542 is locked in a locking groove 561 located at the bottom end of a flat-head screw 56. The movable groove 51, pressing plate 52, and locking plate 54 are all polygonal in shape, and both the pressing plate 52 and locking plate 54 are adapted to the movable groove 51. The pressing plate 52... A first gear plate 521 is fixedly connected to the upper end, and the first gear plate 521 meshes with one side of the gear 53. A second rack plate 541 meshes with the other side of the gear 53. The gear 53 is rotatably connected to the inner wall of the movable groove 51. The second rack plate 541 is fixedly installed on the clamping plate 54. A clamping block 542 is fixedly connected to the upper end of the clamping plate 54. Torsion springs 55 are clamped at both the front and rear ends of the gear 53. The two ends of the torsion springs 55 are respectively inserted into the inner wall of the movable groove 51 and the end face of the gear 53.

[0052] By adopting the above technical solution, since the integrated valve mechanism 2 is mostly installed under the vehicle, with the locomotive working for a long time, the various screws used for assembly are prone to loosening or even falling off under long-term vibration. First, push the pressing plate 52 in the movable groove 51 by hand. Because the second rack plate 541 at the bottom of the clamping plate 54 meshes with the gear 53, and the gear 53 meshes with the first gear plate 521 at the top of the pressing plate 52, the clamping block 542 at the top of the clamping plate 54 retracts into the movable groove 51. Then, rotate the flat-head screw 56 to fix the upper assembly seat 22 of the integrated valve on the lower assembly seat 21 of the integrated valve, thereby fixing the dust filter assembly 23, the main pressure reducing assembly 24, the bidirectional switching assembly 25, and the electromagnetic control assembly 26 on the lower assembly seat 21 of the integrated valve. Finally, loosen... When the pressing plate 52 is opened, the restoring force of the torsion spring 55 drives the locking block 542 at the upper end of the locking plate 54 to insert into the slot 561 at the bottom end of the flat-head screw 56. Since both the locking plate 54 and the pressing plate 52 are polygonal, the flat-head screw 56 cannot drive the locking plate 54 to rotate. This allows the locking plate 54 to lock the flat-head screw 56 through the locking block 542 and the slot 561. This helps to push the pressing plate 52 to control the retraction of the locking plate 54 at the upper end of the locking plate 54, preventing the locking block 542 at the upper end of the locking plate 54 from affecting the installation of the flat-head screw 56. Furthermore, the restoring force of the torsion spring 55 can drive the locking block 542 to insert into the slot 561, locking the flat-head screw 56 and preventing it from loosening due to locomotive vibration. This also prevents pipeline sealing failure or component detachment, improving the long-term operational stability of the device.

[0053] As one embodiment of the present invention, such as Figure 9 and Figure 10 As shown, the positioning module 6 includes a vertical plate 61 fixedly installed at the bottom of the integrated valve lower assembly seat 21. The vertical plate 61 is rotatably connected to a rotating cylinder 62. The rotating cylinder 62 is internally threaded with a screw 63. The outer end of the screw 63 is fixedly connected to a clamping plate 64. A hexagonal nut 621 is fixedly installed on the outer side of the rotating cylinder 62. An anti-slip groove 623 is provided on the outer side of the rotating cylinder 62. An internal hexagonal groove 622 is provided at the outer end of the rotating cylinder 62. Both the hexagonal nut 621 and the internal hexagonal groove 622 are hexagonal. One end of a damping spring 65 is fixedly connected inside the rotating cylinder 62. The other end of the damping spring 65 is inserted into the screw 63.

[0054] By adopting the above technical solution, when it is necessary to fix the lower assembly seat 21 of the integrated valve to the bottom of the locomotive, first hold the anti-slip groove 623 on the rotating drum 62 and rotate it, so that one end of the screw 63 inside the rotating drum 62 slowly disengages from the rotating drum 62. The two sets of rotating drums 62 drive the two sets of clamping plates 64 to clamp the bottom of the locomotive, thereby performing preliminary coarse fixing. Then, use an external open-end wrench to rotate the hexagonal nut 621 or insert an internal hexagonal wrench into the hexagonal nut 621 and rotate it, so that the screw 63 can continue to disengage from the rotating drum 62, thereby performing precise fine adjustment. Finally, the restoring force of the damping spring 65 acts on the rotating drum 62 and the screw 63 to prevent the screw 63 from loosening. This facilitates a two-step operation of "coarse fixing + fine adjustment". Holding the anti-slip groove of the rotating drum 62 completes the preliminary fixing, and then the hexagonal nut 621 or internal hexagonal groove 622 is used for precise adjustment. With the damping spring 65 preventing loosening, the integrated valve mechanism 2 can be quickly disassembled and assembled, reducing maintenance time and labor costs.

[0055] Working principle: When the main pressure reducing component 24 is in normal condition, the lead seal of the two-position three-way plug 12 handle is locked in the straight passage, and the main air is directly input into the integrated valve mechanism 2. When the main pressure reducing component 24 is in fault condition, the lead seal of the two-position three-way plug 12 on the integrated base 11 is removed, and the handle is rotated clockwise to the vertical position (manual control for old locomotives, electronic control for new locomotives) to connect the internal passage of the integrated base 11 with the auxiliary pressure reducing component 13. After the main pressure reducing component 24 is repaired, the two-position three-way plug 12 is reset and resealed.

[0056] The integrated valve mechanism 2 at end I and end II is connected in parallel via the bright tube 3. In case of a single-end failure, the other end automatically takes over to ensure continuous air supply. When passenger transport mode needs to be started, the driver's cab button switch is in the pop-up position, the electromagnetic control component 26 is de-energized, and the valve core 45 of the bidirectional switching component 25 connects the A3-A2 passage under the air pressure of the electromagnetic control component 26, outputting a pressure of 600 kPa. The pressure display 28 shows "Passenger transport mode, 600 kPa", indicating that the electromagnetic control component 26 is de-energized. After the main air passes through the dust filter component 23 for dust removal, it passes through the main pressure reducing component 24. The pressure is reduced to 600 kPa, and then output through the A3-A2 passage of the bidirectional switching component 25. When it is necessary to switch to freight mode, press the button switch, the electromagnetic control component 26 is energized, the valve core of the integrated valve mechanism 2 is pushed by 900 kPa compressed air to connect the A1-A2 passage, and output 900 kPa pressure. The pressure display 28 switches to "freight mode, 900 kPa", that is, the electromagnetic control component 26 is energized, and the total air is directly output at 900 kPa pressure through the A1-A2 straight passage connected by the bidirectional switching component 25 after dust removal by the dust filter component 23.

[0057] When the electromagnetic control component 26 is de-energized, the gas is depressurized to 600 kPa by the main pressure reducing component 24, and then output through the A3-A2 passage of the bidirectional switching component 25, that is, the second intake passage 43 and the outlet passage 44 are connected. When the electromagnetic control component 26 is energized, the valve core 45 of the bidirectional switching component 25 is pushed by 900 kPa compressed air to overcome the 600 kPa delivered by the second intake passage 43, and connects the A1-A2 passage, outputting a pressure of 900 kPa, that is, the first intake passage 42 and the outlet passage 44 are connected. Then, when the valve core 45 seals the first intake passage 42 or the second intake passage 43 to the left or right, the valve core 45 squeezes the first sealing airbag 46. The gas in the first sealing airbag 46 is delivered to the second sealing airbag 48 through the gas delivery pipe 47, thereby further sealing the outer perimeter of the valve core 45.

[0058] Because the integrated valve mechanism 2 is mostly installed under the vehicle, with the locomotive working for a long time, the various screws used for assembly are prone to loosening or even falling off under long-term vibration. First, push the pressing plate 52 in the movable groove 51 by hand. Because the second rack plate 541 at the bottom of the clamping plate 54 meshes with the gear 53, and the gear 53 meshes with the first gear plate 521 at the top of the pressing plate 52, the clamping block 542 at the top of the clamping plate 54 retracts into the movable groove 51. Then, turn the flat-head screw 56 to fix the upper assembly seat 22 of the integrated valve to the lower part of the integrated valve. On the assembly seat 21, the dust filter assembly 23, the main pressure reducing assembly 24, the bidirectional switching assembly 25 and the electromagnetic control assembly 26 are fixedly installed on the lower assembly seat 21 of the integrated valve. Finally, the pressing plate 52 is released, and the restoring force of the torsion spring 55 drives the locking block 542 at the upper end of the locking plate 54 to insert into the locking groove 561 at the bottom end of the flat head screw 56. Since both the locking plate 54 and the pressing plate 52 are polygonal, the flat head screw 56 cannot drive the locking plate 54 to rotate, so that the locking plate 54 locks the flat head screw 56 through the locking block 542 and the locking groove 561.

[0059] When it is necessary to fix the lower assembly seat 21 of the integrated valve to the bottom of the locomotive, first hold the anti-slip groove 623 on the rotating drum 62 and rotate it to slowly disengage one end of the screw 63 inside the rotating drum 62. The two sets of rotating drums 62 drive the two sets of clamping plates 64 to clamp the bottom of the locomotive, thus performing preliminary rough fixation. Then, use an external open-end wrench to rotate the hexagonal nut 621 or insert an internal hexagonal wrench into the hexagonal nut 621 and rotate it so that the screw 63 can continue to disengage from the rotating drum 62, thus performing precise fine adjustment. Finally, the restoring force of the damping spring 65 acts on the rotating drum 62 and the screw 63 to prevent the screw 63 from loosening.

[0060] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0061] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A valve integration module for pipeline pressure switching, comprising an integrated valve mechanism (2), wherein two sets of the integrated valve mechanisms (2) are connected to a pressure switching mechanism (1) via a bright tube (3), characterized in that: The integrated valve mechanism (2) also includes a pneumatic sealing module (4), an anti-detachment module (5), and a positioning module (6). The pneumatic sealing module (4) is located inside the bidirectional switching component (25) to improve the sealing effect of the bidirectional switching component (25). The anti-detachment module (5) is located at the upper end and inside of the integrated valve mechanism (2) to prevent the valve body connected to the integrated valve mechanism (2) from falling off. The positioning module (6) is located at the bottom end of the integrated valve mechanism (2) to facilitate quick assembly and disassembly of the integrated valve mechanism (2). The integrated valve mechanism (2) includes an integrated valve lower assembly seat (21) fixedly installed on the bottom of the locomotive. The upper end of the integrated valve lower assembly seat (21) is provided with a dust filter assembly (23), a main pressure reducing assembly (24), a bidirectional switching assembly (25) and an electromagnetic control assembly (26). The outer sides of the dust filter assembly (23), the main pressure reducing assembly (24), the bidirectional switching assembly (25) and the electromagnetic control assembly (26) are all fitted with an integrated valve upper assembly seat (22). The integrated valve upper assembly seat (22) is fixedly installed on the integrated valve lower assembly seat (21). The pneumatic sealing module (4) includes a chamber (41) inside the bidirectional switching assembly (25). A first air intake channel (42) and a second air intake channel (43) are respectively connected to both sides of the chamber (41). The first air intake channel (42) is connected to a main pressure reducing assembly (24) via an integrated valve lower assembly (21). The second air intake channel (43) is connected to an electromagnetic control assembly (26) via an integrated valve lower assembly (21). The side of the first air intake channel (42) is connected to an outlet... The air passage (44) is connected to the bright tube (3) through the integrated valve lower assembly seat (21). The valve core (45) is slidably connected inside the chamber (41). The valve core (45) is fitted with a first sealing airbag (46) on both sides. The first sealing airbag (46) is fixedly connected to one end of the air supply pipe (47). The other end of the air supply pipe (47) is fixedly connected to a second sealing airbag (48). The second sealing airbag (48) is sleeved on the valve core (45). The pressure switching mechanism (1) includes an integrated base (11) fixedly installed at the outlet of the main air cylinder next to the locomotive driver's cab. A two-position three-way plug (12), a secondary pressure reducing assembly (13), a pressure gauge (14), and a rectifier assembly (15) are fixedly installed on the upper end of the integrated base (11). The pressure switching mechanism (1) is located at the outlet of the main air cylinder next to the locomotive driver's cab and is used to switch to a 600 kPa pressure level when the main pressure reducing assembly (24) of the integrated valve mechanism (2) fails. The integrated valve mechanism (2) Fixedly installed under the locomotive, it is used to meet the dynamic switching requirements of 900kPa and 600kPa dual pressure levels during operation. The two-position three-way plug (12) is connected to the auxiliary pressure reducing component (13) and the rectifier component (15) respectively through the integrated base (11). The auxiliary pressure reducing component (13) is connected to one end of the pressure gauge (14), and the other end of the pressure gauge (14) is connected to one end of the rectifier component (15). The other end of the rectifier component (15) is connected to the internal channel of the integrated base (11).

2. A valve integrated module for line pressure switching according to claim 1, characterized in that, The integrated valve lower assembly seat (21) is connected to one end of the internal channel of the dust filter assembly (23), and the other end of the internal channel of the dust filter assembly (23) is connected to the main pressure reducing assembly (24) and the electromagnetic control assembly (26). The internal channels of the main pressure reducing assembly (24) and the electromagnetic control assembly (26) are both connected to the bidirectional switching assembly (25), and the bidirectional switching assembly (25) is connected to the internal channel of the integrated valve lower assembly seat (21).

3. The valve integration module for pipeline pressure switching according to claim 1, characterized in that, The air outlet pipe of the integrated base (11) is fixedly connected to the integrated valve lower assembly base (21) through the bright tube (3). The air outlet of the integrated valve lower assembly base (21) is equipped with a sensor assembly (27) for collecting the outlet pressure and transmitting it to the driver's cab pressure display (28) via the cable bundle. The sensor assembly (27) is configured as a diffused silicon pressure transmitter, and the data is connected to the locomotive TCMS system through the RS485 interface.

4. A valve integration module for pipeline pressure switching according to claim 1, characterized in that, The electromagnetic control component (26) is a normally closed two-position three-way valve. The electromagnetic control component (26) is controlled to open and close by a push-button switch in the driver's cab. The electromagnetic control component (26), the sensor component (27), and the push-button switch are all powered by a switching power supply.

5. A valve integration module for pipeline pressure switching according to claim 1, characterized in that, The anti-detachment module (5) includes a movable groove (51) at the bottom of the integrated valve lower assembly seat (21). A pressing plate (52) and a locking plate (54) are slidably connected inside the movable groove (51). A locking block (542) is fixedly installed at the upper end of the locking plate (54). The locking block (542) is locked in the locking groove (561). The locking groove (561) is opened at the bottom end of the flat-head screw (56). The movable groove (51), the pressing plate (52) and the locking plate (54) are all polygonal. The pressing plate (52) and the locking plate (54) are adapted to the movable groove (51).

6. A valve integration module for pipeline pressure switching according to claim 5, characterized in that, The upper end of the pressing plate (52) is fixedly connected to a first gear plate (521), which meshes with one side of the gear (53). The other side of the gear (53) meshes with a second rack plate (541). The gear (53) is rotatably connected to the inner wall of the movable groove (51), and the second rack plate (541) is fixedly installed on the clamping plate (54).

7. A valve integration module for pipeline pressure switching according to claim 6, characterized in that, The front and rear ends of the gear (53) are fitted with torsion springs (55), and the two ends of the torsion springs (55) are respectively inserted into the inner wall of the movable groove (51) and the end face of the gear (53).

8. A valve integration module for pipeline pressure switching according to claim 1, characterized in that, The positioning module (6) includes a vertical plate (61) fixedly installed at the bottom of the integrated valve lower assembly seat (21). The vertical plate (61) is rotatably connected to a rotating cylinder (62). The rotating cylinder (62) is internally threaded with a screw (63). The outer end of the screw (63) is fixedly connected to a clamping plate (64). A hexagonal nut (621) is fixedly installed on the outer side of the rotating cylinder (62). An anti-slip groove (623) is provided on the outer side of the rotating cylinder (62). An internal hexagonal groove (622) is provided at the outer end of the rotating cylinder (62). Both the hexagonal nut (621) and the internal hexagonal groove (622) are hexagonal.

9. A valve integration module for pipeline pressure switching according to claim 8, characterized in that, One end of a damping spring (65) is fixedly connected inside the rotating drum (62), and the other end of the damping spring (65) is inserted into the screw (63).

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