Self-locking ball core angle cock

Abstract

The utility model discloses a self-locking ball core angle cock. A plunger air cylinder self-locking executing mechanism is additionally arranged on the basis of the ball core angle cock. Under the action that a driver controls the air pressure of a train pipe, a plunger lock rod 8 in a plunger hole 7 in the cock core shaft 3 passes through an unlocking rod 11 and a spring 13 to enter and exit a lock hole 12 of a sleeve 16 connected with the cock cover 4, and self-locking and unlocking are achieved. Therefore, a self-locking anti-closing function is achieved through transformation and upgrading, and it is guaranteed that the train is in a normal open state all the time. The long-standing, big and difficult problem that the angle cock is abnormally closed for more than one hundred years when the train applies an air brake is thoroughly solved, and all driving accidents are eradicated, so that the railway transportation safety is guaranteed.

Description

Technical Field

[0001] This utility model relates to the angle stopper, a component in the automatic air brake of a train, and particularly to the ball-core angle stopper for railway freight cars. Background Technology

[0002] The angle cocks, located between vehicles, are connected to the main brake pipe and brake hose, forming the train brake pipe (commonly known as the train pipe). This serves as an air passage throughout the entire train, providing pneumatic power to the basic braking system of each vehicle. During train operation, the air brakes control speed adjustments and stops the train, requiring the train pipe to remain unobstructed and the angle cocks to always be in a normally open state—that is, to self-lock and prevent abnormal closure. Normal closure is only required for shunting operations involving detaching locomotives and rolling stock. However, the ball-core angle cocks currently in use do not meet these requirements. They can be opened and closed freely without any restrictions, lacking the necessary self-locking function. This has become a long-standing problem that has remained unresolved for over a century since the application of air brakes in trains. Therefore, abnormal closure of the angle cocks is inevitable and occurs frequently, such as personnel forgetting to open them after work, unintentional or subconscious actions by unauthorized personnel, or even deliberate sabotage. The severity of an abnormal closure of the angle cock is determined by the time period in which it occurs: because trains must pass all braking performance tests at the originating station, any abnormal closures of the angle cock that occur before this test can be detected and resolved during the test, and treated as general faults. However, if a train that has passed the test experiences an abnormal closure of the angle cock during its waiting period, the train will still start and depart into the section as usual, forming a "train departing with the angle cock closed" scenario; even if the departing train's angle cock is normally open, it may still be a case of "the train closing the angle cock while in operation." my country's "Rules for Handling Railway Accidents" stipulate that "trains departing with the angle cock closed and trains closing the angle cock while in operation, regardless of whether they cause other consequences, constitute a general Class C accident."

[0003] Because if a train loses some or even all of its braking force if the angle cock is not properly closed during its journey from the originating station to the destination station, it will be in a dangerous state of being out of control and causing different levels of traffic accidents, including major accidents such as collisions, rear-end collisions, and derailments. Moreover, it forms a kind of inertial accident that occurs from time to time.

[0004] The problem of abnormal closure of angle cocks has long plagued railway transportation and threatened train operation safety. The entire railway system has long prioritized "preventing abnormal closure of angle cocks" as a key safety research project, developing and applying devices such as "train rear safety devices" and "angle cock abnormal closure inspection and monitoring devices." These devices can play a role in detecting and handling such incidents after abnormal closure occurs, preventing escalation and reducing losses, but they cannot completely prevent abnormal closure from happening. To fundamentally solve the problem of abnormal closure of angle cocks, it is necessary to directly address the functional deficiencies of the angle cock hardware itself and develop and apply new types of angle cocks with self-locking anti-closing functions. At the same time, we should learn from the lessons of the failure of many previous technical solutions and not abandon the technical foundation accumulated through long-term practice in railway transportation. Instead, we should closely integrate with reality and carry out transformation and upgrading based on the existing ball core angle plug (referring to the "Ball Core Angle Plug for Railway Freight Cars" promulgated in the railway industry standard T / TB 2698-2009), retaining the original advantages and making up for the functional deficiencies, so as to make it a self-locking ball core angle plug with self-locking and anti-closing functions. The utility model patent "Self-locking Ball-core Angle Plug for Railway Locomotives and Rolling Stock" (Announcement No. CN202124044U) published in 2012 uses a manual self-locking method: when the handle is lifted and rotated to the open position, it is pressed by a stop to retract the spring-loaded latch. Once in position, the spring force pushes the latch into the lock hole, locking the handle and achieving self-locking. However, unlocking requires a key as a special tool, and rotating the lock cylinder via a gear and rack drives the latch to reset. This complex structure and inconvenient operation complicate the process, reduce efficiency, and lack practical application value. A new type of anti-closing angle plug uses a pneumatic self-locking method: a plunger cylinder mechanism is located outside the ball-core angle plug, attempting to achieve self-locking and unlocking by pneumatically moving the plunger rod in and out of the lock hole above the plug's core shaft. However, due to their respective dimensions, the ball-core angle plug is incompatible with this pneumatic system, making a reasonable connection impossible to meet performance requirements. If the structure and dimensions of the plunger cylinder are difficult to connect with the plunger body and plunger cover, the air inlet connecting the straight tube part of the plunger body to the cylinder cavity cannot be connected, and the self-locking anti-closing function cannot be realized, thus losing its feasibility. Summary of the Invention

[0005] The purpose of this invention is to fundamentally solve the problem of abnormal closure of angle cocks, completely prevent abnormal closure, and eliminate all such accidents. It involves updating and modifying the existing ball-core angle cock, inheriting its structural advantages and compensating for functional deficiencies, upgrading it into a ball-core angle cock with self-locking and anti-closing functions. The upgrade project aims for a simple and easy-to-implement structure, suitable for replacement and widespread adoption, so as to realize the replacement of old ball-core angle cocks as soon as possible and ensure their role in railway transportation safety.

[0006] The purpose of this utility model is achieved as follows: First, the overall inventive concept is explained. Based on the existing ball-core angle plug, a special plunger cylinder is added as a pneumatic actuator. The air pressure energy of the train pipe is converted into mechanical energy, causing the plunger locking rod to reciprocate linearly, entering and exiting the locking hole of the sleeve connected to the plug cover in a timely manner, locking or releasing the relative rotation between the plug core shaft and the plug cover to achieve self-locking and unlocking. The upgraded ball-core angle plug thus also possesses a self-locking anti-closing function to achieve the purpose of this utility model. Specifically, the original structural composition of the ball-core angle plug and its mutual assembly and interaction relationships remain unchanged. The external outline and main assembly dimensions remain unchanged, and the main components—the plug body, the ball-shaped plug core, and the handle—remain the same. A plunger cylinder self-locking actuator is added on this basis. Its structural composition, working principle, and technical parameters are described below.

[0007] The self-locking mechanism of the plunger cylinder consists of two parts: a self-locking component and an unlocking component. The self-locking component includes a plunger locking rod and an O-ring, housed within the modified plunger hole of the angle cock, and includes an air inlet to allow the angle cock to connect with the train pipe when in the open position. The unlocking component includes an unlocking rod, a spring, and a spring stop with an exhaust hole, installed in the locking hole of the sleeve connected by the assembly port of the cock cover and the flange base. This requires the following modification and assembly process: First, the upper plane of the cock cover flange base is determined as the reference plane. The height of its horizontal axis from the horizontal line of the plunger cylinder self-locking mechanism is equal to the outer radius of the sleeve, becoming the main assembly dimension between the plunger cylinder self-locking mechanism and the original ball-core angle cock. The sleeve blank, machined on its outer diameter and end face, is a solid cylinder. The outer diameter of this cylinder is press-fitted to the mounting opening in the plug cover, and it is spot-welded to the upper surface of its flange base. The angle plug is then positioned in the open position and secured with appropriate clamps, allowing the plug cover and plug spindle to be drilled as a single unit. This ensures that the plunger hole in the plug spindle and the locking hole in the sleeve have the same diameter and are located on the same center line. During assembly, first, the self-locking component plunger locking rod along with the O-ring is inserted into the plunger hole. Then, the unlocking component unlocking rod, spring, and spring stop with vent hole are sequentially inserted into the locking hole. The spring stop is threaded into the locking hole. The spring is adjusted to achieve the appropriate preload at the installation length, and the distance between the spring stop and the end face of the unlocking rod is adjusted to achieve the maximum stroke of the plunger locking rod, thus limiting its movement. The above-mentioned process is simple and easy to implement. The vehicle depot responsible for maintenance within the railway system can complete the modification on-site, allowing for the timely and full utilization of a large number of in-use or stockpiled ball-core angle cocks, achieving quick results with minimal investment and enabling them to play a role in railway transportation as soon as possible. For professional railway parts manufacturers, it is not difficult to use a casting method to extend the original cock cover outwards by a cylindrical body that intersects with it, replacing the plunger sleeve part, thus adapting to the mass production of this utility model as a new product. The working principle of the plunger cylinder self-locking mechanism: The original ball-core angle cock has an open and a closed position, operated manually by relevant professionals. This utility model, due to the addition of a plunger cylinder self-locking mechanism, also has a self-locking position and an unlocking position, controlled by the driver via the automatic brake valve controlling the air pressure value of the train pipe. If the angle cock is in the open position, the train pipe is gradually pressurized. The air pressure enters the cavity inside the plunger hole through the air inlet of the cock core shaft, applying pressure to the plunger locking rod, which is transmitted through the unlocking rod, compressing the spring. When the pressure on the spring equals its preload, it remains unchanged, and the plunger locking rod remains stationary with zero travel. At this time, the angle cock is in the unlocked position, and the train pipe air pressure is the maximum air pressure in the unlocked position. Obviously, when the train pipe air pressure is at or below the maximum air pressure in the unlocked position, the angle cock is in its normal state and can close normally for various operations.If the train pipe air pressure exceeds the maximum air pressure in the unlocking position, the pressure of the plunger locking rod on the spring exceeds its preload, causing it to compress and deform. The plunger locking rod moves outward into the locking hole, preventing relative rotation between the valve core shaft (which drives the spherical valve core) and the valve cover, thus initiating self-locking. When the train pipe air pressure reaches a certain value, the plunger locking rod pushes the unlocking rod, compressing the spring outward until it contacts the spring stop, which acts as a limit. The spring's compression deformation reaches the maximum stroke of the plunger locking rod, completely locking the valve core shaft relative to the valve cover. At this point, the angled plug is in the self-locking position, and the train pipe air pressure is the minimum air pressure for the self-locking position. Obviously, when the train pipe air pressure exceeds the minimum self-locking pressure, the plunger locking rod, under air pressure, pushes the unlocking rod, compressing the spring until its end face contacts the exhaust plug. The plunger locking rod's stroke reaches its maximum stroke at this point; the pressure from the train pipe air pressure conversion no longer compresses the spring but is entirely borne by the spring stop. At this time, the angled plug is in a fully self-locking state, ensuring unobstructed train pipe operation and preventing abnormal closure. The above describes the process of this utility model from unlocking to self-locking as the train pipe is pressurized. Now, the train pipe is gradually depressurized by venting air. If the train pipe air pressure is less than the minimum air pressure for the self-locking position, the pressure converted and transmitted to the spring is less than the restoring force of the compressed spring. The spring then returns to its original position, extending and pushing the plunger locking rod inward via the unlocking rod to begin disengaging from the lock hole. When the train pipe air pressure equals the maximum air pressure for the unlocking position, the spring fully returns to its original position, causing the plunger locking rod to exit the lock hole and return to its original position. At this point, the angle cock is in the unlocked position and returns to normal. The intermediate air pressure value between the minimum air pressure for the self-locking position and the maximum air pressure for the unlocking position is a short-term transition, allowing for timely and proper closure of the angle cock for various operations.

[0008] The technical parameters of the cylinder self-locking mechanism are set based on the main factors affecting its data, and then repeatedly designed and calculated according to both working performance and structural dimensions, laying a solid foundation for its subsequent research and development and application. The main technical parameters recommended are as follows: If the specified air pressure value of the train pipe of the existing freight train air brake is 500 kPa, then the operating position of its automatic brake valve, i.e., the train pipe constant pressure, is 500 kPa. The maximum pressure reduction in the braking position is 360 kPa, and the excessive pressure reduction is 300 kPa. To meet the requirements of train operation and formation, the minimum air pressure in the self-locking position is 360 kPa, and the maximum air pressure in the unlocking position is 300 kPa. To effectively prevent relative rotation between the plug cylinder shaft and the plug cover to achieve self-locking, the plunger locking rod should enter the locking hole to a certain depth. The maximum stroke of the plunger locking rod, i.e., the cylinder stroke, is 4 mm. To ensure sufficient air pressure power within the plunger cylinder and to adapt to the original ball-core angled plug structure dimensions, the cylinder inner diameter (i.e., the plunger hole or locking hole diameter) is 12 mm. For convenient and reliable installation, the main assembly dimension between the plunger cylinder self-locking mechanism and the original ball core angle plug is the height from its center line to the upper plane (reference plane) of the plug cover flange base, which is equal to the radius of the sleeve's outer circle, 10mm. The spring specifications are given based on the above parameters, with a spring wire diameter of 1mm, a mean diameter of 10mm, a total number of coils of 8, and an installation length of 20mm.

[0009] The beneficial effects of this utility model are as follows: Based on the ball-core angle cock, this utility model achieves several beneficial effects through technological innovation, aiming to upgrade and transform the system. Firstly, it gains a new self-locking and anti-closing function. The driver controls the automatic brake valve to adjust the train pipe air pressure in a timely manner, flexibly and conveniently performing self-locking and unlocking according to train operation or formation requirements. The self-locking position ensures self-locking and anti-closing during train operation, completely solving the long-standing problem of abnormal closure of the angle cock in self-propelled trains, which has been a persistent problem for over a century, thus preventing all such accidents. The unlocked position restores normal closure, allowing for normal train formation operations. Secondly, it maintains the original structural and performance advantages. Inheriting the long-accumulated technical foundation, it retains the advantages of compact structure, convenient operation, large air passage cross-section, low resistance, minimal leakage, long service life, and ease of manufacturing and maintenance. Maintaining the original structural composition, all original parts are retained, making it particularly suitable for replacement. Thirdly, it allows for early upgrades. The plunger cylinder mechanism is a modern, popular micro-sized pneumatic actuator with a simple structure, mature technology, and easy manufacturing, facilitating widespread application both within and outside the railway system. Fourth, it has profound and significant implications. As a crucial component, the replacement of the ball-core angle cock will inevitably improve the overall performance of the air brake system, thereby enhancing train braking efficiency, providing stronger technical support for the development of high-speed, long-distance, and heavy-haul trains, and raising the level of modernization of railway transportation. Attached Figure Description

[0010] Appendix Figure 1This is an assembly drawing of a specific embodiment of the present invention, illustrating its structural composition and the assembly and functional relationships between the various parts.

[0011] Appendix Figure 2 This is a part drawing of the plug mandrel of this utility model, which shows the content of its modification and processing and its shape characteristics.

[0012] Appendix Figure 3 This is a part drawing of the plunger locking rod according to a specific embodiment of this utility model, showing its shape characteristics.

[0013] Appendix Figure 4 This is a part drawing of the unlocking rod according to a specific embodiment of the present invention, illustrating its shape characteristics.

[0014] Appendix Figure 5 This is a part drawing of the plug cover according to a specific embodiment of this utility model, showing its modified processing content and shape characteristics.

[0015] Appendix Figure 6 This is a part drawing of the sleeve according to a specific embodiment of the present invention, illustrating its shape characteristics.

[0016] Appendix Figure 7 This is a part drawing of the spring stop according to a specific embodiment of this utility model, showing its shape characteristics. Detailed Implementation

[0017] The specific embodiment of this utility model is based on the original ball-core angled plug. (See attached diagram) Figure 1As shown, the ball-core angled plug consists of a plug body 1, a spherical plug core 2, a plug core shaft 3, a plug cover 4, and a handle 5. The straight and curved sections of the plug body 1 connect to the vehicle's main brake pipe and the brake hose, respectively. The plug cover 4, connected by a flange, is fixed in place. The plug core shaft 3, which is matched with the spherical plug core 2, is rotated relative to the plug body 1 by the handle 5. When the handle 5 is placed parallel to the plug body 1, the spherical plug core 2 rotates until its circular through-hole is fully connected to both the main brake pipe and the brake hose, placing it in the open position. When the handle 5 is lifted and rotated through a right angle from the open position, the spherical surface of the spherical plug core 2 completely blocks the passage between the main brake pipe and the brake hose, placing it in the closed position. This invention maintains the above-mentioned structural composition and its assembly and operational relationships, and keeps the main components—plug body 1, spherical plug core 2, and handle 5—unchanged, by adding a plunger cylinder self-locking actuator to achieve the desired modification. Its structure and working principle are as follows: The plunger cylinder assembly can be considered as two parts. One is a self-locking assembly with a plunger locking rod 8 and an O-ring 9 installed in the plunger hole 7 modified from the plug mandrel 3, and an air inlet 6 connected to the train pipe in the open position. The other is an unlocking assembly including an unlocking rod 11, a spring 13, and a spring stop 15 with an exhaust hole 14, installed in the locking hole 12 of the sleeve 16 connected to the plug cover 4 by its assembly port 10 and the upper plane of the flange base. For this purpose, the following modification and assembly process must be completed: Taking the upper plane 17 of the flange base of the plug cover 4 as the reference plane, the height of the center line of the plunger cylinder self-locking mechanism from the reference plane is equal to the outer radius of the sleeve 16, which is the main assembly dimension between the plunger cylinder self-locking mechanism and the original ball core angled plug. The sleeve blank, machined on its outer diameter and end face, is a solid cylinder. The outer diameter of this cylinder is press-fitted to the mounting opening 10 of the plug cover 4 and spot-welded to the upper surface 17 of its flange base, forming a single unit. Subsequent machining of the lock hole 12 and plunger hole 7 is then performed. At this point, the ball-core angled plug should be fixed in the open position using appropriate fixtures, so that the plug cover 4, along with the sleeve blank and the plug mandrel 3, are drilled as a single workpiece. This ensures that the plunger hole 7 in the plug mandrel 3 has the same inner diameter as the lock hole 12 of the sleeve 16 and is located on the same center line. During assembly, first, the self-locking assembly plunger locking rod 8, along with the O-ring 9, is inserted into the plunger hole 7. Then, the unlocking assembly, consisting of the unlocking rod 11, spring 13, and spring stop 15 with an vent hole 14, is sequentially inserted into the lock hole 12. The spring stop 15 and the locking hole 12 of the sleeve 16 are connected by threads. The spring 13 can be adjusted to achieve the installation length with corresponding preload, and the distance between the spring stop 15 and the end face of the unlocking rod 11 reaches the maximum stroke of the plunger locking rod 7 to play a limiting role. The working process and working principle of this utility model are as follows: The original ball core angle plug has an open position and a closed position, which are manually operated by relevant professionals using a handle; this utility model, due to the addition of a plunger cylinder self-locking mechanism, also has a self-locking position and an unlocking position, which are controlled by the driver through the automatic brake valve to control the air pressure in the train pipe.If the angle plug is in the open position, the train pipe is gradually pressurized. The air pressure enters the cavity inside the plunger hole 7 through the air inlet 6 of the plug spindle 3, applying pressure to the plunger locking rod 8. This pressure is transmitted through the unlocking rod 11, compressing the spring 13. When the pressure on the spring 13 equals its preload, it remains unchanged, and the plunger locking rod 8 remains stationary with zero travel. At this time, the angle plug is in the unlocked position, and the train pipe air pressure is the maximum air pressure in the unlocked position. Obviously, when the train pipe air pressure is at or below the maximum air pressure in the unlocked position, the angle plug is in its normal state and can close normally for various operations. If the train pipe air pressure exceeds the maximum air pressure in the unlocked position, the pressure of the plunger locking rod 8 on the spring 13 via the unlocking rod 11 exceeds its preload, causing it to be compressed and deformed. The plunger locking rod 8 moves outward into the locking hole 12, preventing the relative rotation between the plug spindle 3 (which drives the spherical plug core 2) and the plug cover 4, thus initiating self-locking. When the train pipe air pressure reaches a certain value, the unlocking rod 11, pushed by the plunger locking rod 8, compresses the spring 13. When its end face moves and contacts the spring stop 15, which acts as a limit, the spring 13 bears the maximum pressure, and its compression deformation reaches the maximum stroke of the plunger locking rod 7, which is the maximum depth to which the plunger locking rod enters the locking hole 12. At this time, the plug spindle 3 is completely locked relative to the plug cover 4 in the self-locking position, and the train pipe air pressure is the minimum air pressure of the self-locking position. When the train pipe air pressure is at or above the minimum air pressure of the self-locking position, the pressure output from the train pipe air pressure no longer compresses the spring 11 but is entirely borne by the spring stop 15. The ball core angled plug is in a fully self-locking state, ensuring that the train operation and train pipe are unobstructed and do not close abnormally. The above describes the process from unlocking to self-locking of this utility model as the train pipe is pressurized. Now, the air pressure in the train pipe is gradually reduced. If the air pressure in the train pipe is less than the minimum air pressure for the self-locking position, the pressure exerted on the spring 13 by the air pressure conversion is less than its restoring force after compression deformation. Therefore, the spring 13 returns to its original position and extends, pushing the plunger locking rod 8 inward through the unlocking rod 11 to begin exiting the locking hole 12. When the air pressure in the train pipe equals the maximum air pressure for unlocking, the spring 13 fully returns to its original position, causing the plunger locking rod 8 to exit the locking hole 12 and return to its original position. At this time, the angle cock is in the unlocked position and returns to normal. This invention realizes the process from self-locking to unlocking. The intermediate air pressure value between the minimum air pressure for self-locking and the maximum air pressure for unlocking is a short transition period, allowing for timely and normal closure of the angle cock for various operations.

Claims

1. A self-locking ball-core angle stopper, comprising a stopper body (1), a spherical stopper core (2), a stopper core shaft (3), a stopper cover (4), and a handle (5), characterized in that: An additional set of plunger cylinder self-locking actuator is provided. One part of the self-locking component has a plunger locking rod (8) and an O-ring (9), which is set in the plunger hole (7) modified by the plug mandrel (3), and has an air inlet (6) connected to the train pipe in the open position. The other part of the unlocking component has an unlocking rod (11), a spring (13) and a spring stop (15) with an exhaust hole (14), which is installed in the locking hole (12) of the sleeve (16) connected to the plug cover (4) through the assembly port (10) and the upper plane (17) of its flange base.

2. The self-locking ball-core angle plug door according to claim 1, characterized in that: Using the upper plane (17) of the flange base of the plug cover (4) as the reference plane, the height of its horizontal axis from the center line of the plunger cylinder self-locking mechanism is equal to the outer radius of the sleeve (16), which becomes the main assembly dimension between the plunger cylinder self-locking mechanism and the original ball core angle plug.

3. The self-locking ball-core angle plug door according to claim 1, characterized in that: The outer diameter of the sleeve (16) and the assembly port (10) of the plug cover (4) are interference-fitted and spot-welded together with the upper surface of its flange base.

4. The self-locking ball-core angle plug door according to claim 1, characterized in that: The sleeve (16) and the spring stop (15) are connected by threads. The spring (13) is adjusted to reach the installation length with corresponding preload, and the distance between the spring stop (15) and the end face of the unlocking rod (11) reaches the maximum stroke of the plunger locking rod (8).

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