Return state relieving and braking conversion structure of bouncing stopping device

Abstract

The utility model discloses an elastic stop device return state relieving and braking switching structure which comprises a valve body, a WR30 change-over switch is arranged at the control end of the valve body, a valve cavity is formed in the valve body, a piston rod is movably inserted in the valve cavity, a plurality of piston plates are arranged on the piston rod, and the piston plates are connected with the WR30 change-over switch. An upper bomb stopping pipe, a lower bomb stopping pipe, a bomb stopping air cylinder pipe, an average pipe, a train pipe and two atmosphere communicating pipe openings are arranged on the valve body and are communicated with the valve cavity, the train pipe air supply pipeline is additionally arranged, and a check valve is additionally arranged in order to prevent backflow of the train pipe; in order to prevent the phenomena of train ventilation and train regenerative braking caused by overlarge flow of a train pipe, a shrinkage blocking device is additionally arranged; meanwhile, a pressure reducing valve is additionally arranged on a train pipe branch, the situation that the pipe pressure is too high, and a spring in the bouncing stop device loses efficacy is avoided, and a pressure sensor is additionally arranged on a branch of a lower bouncing stop pipe of the valve body.

Description

Technical Field

[0001] This utility model relates to the field of locomotive braking technology, specifically to a switching structure for the release and braking states of a spring-stop device. Background Technology

[0002] The function of the spring stop device: The spring stop device is a specialized integrated system widely used on locomotives in recent years for preventing runaway within the depot and for locomotive return. It works in conjunction with other braking systems. Compared to the traditional handbrake, it offers advantages such as ease of operation, intelligent control, rapid response, stable parking, and system integration, significantly improving braking efficiency and enhancing safety and reliability. It meets the needs of modern locomotives operating under high loads and high frequencies. Due to its ease of operation, rapid response, and intelligent integration, the spring stop device is widely used on locomotives. It is mainly used for preventing runaway within the depot and for locomotive return. Especially during return without a fire source, because the locomotive is in a fire-free state, the total air pressure is low. During return, the spring stop ring must be manually pulled to release the spring stop, which can easily result in incomplete release or missed pull. When the total air pressure is too low and the locomotive brakes fail, the spring stop may be in a released state, preventing it from engaging and causing runaway. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model provides a switching structure for the release and braking states of a spring-stopping device, which solves the problems of incomplete release, missed braking, and slippage that are common in existing locomotives.

[0004] To achieve the above objectives, this utility model is implemented through the following technical solution: a switching structure for the release and braking states of a spring-stop device, comprising a valve body, a WR switch on the control end of the valve body, a valve cavity inside the valve body, a piston rod movably inserted in the valve cavity, a plurality of piston plates on the piston rod, and an upper spring-stop pipe, a lower spring-stop pipe, a spring-stop air cylinder pipe, an averaging pipe, a train pipe, and two vent ports on the valve body and connected to the valve cavity;

[0005] In order to achieve the conversion between relief and braking during the valve body return process, the pipeline is divided into two sections in the passage from the locomotive to the stop brake cylinder, that is, after the stop cut-off valve, which are the upper stop brake cylinder and the lower stop brake cylinder.

[0006] The upper stop tube and the lower stop tube are respectively connected to the upper parking brake cylinder and the lower parking brake cylinder.

[0007] Preferably, the valve body is provided with a spring and a limit switch inside, the piston rod is connected to the spring, one end of the valve body is provided with a partition plate, the partition plate is provided with three slots, and the upper part of the partition plate at one end of the valve body is also provided with a cover plate, on which a motor vehicle key knob is installed.

[0008] Preferably, the WR30 changeover switch has a cam on its rotating shaft and three protrusions on its top, the three protrusions respectively engaging into three slots, and the cam has a U-shaped slot.

[0009] Preferably, an L-shaped connecting rod is provided below the cam of the WR30 changeover switch, and the L-shaped connecting rod is in contact with the input end of the limit switch.

[0010] Preferably, the spring is in a compressed state, and one end of the piston rod is in sliding contact with the outer wall of the cam.

[0011] Preferably, the train pipe is equipped with a check valve and a stop valve, the train pipe has a branch line, the branch line has a pressure reducing valve, the lower stop pipe has a branch pipe, and the branch pipe has a pressure sensor.

[0012] This utility model provides a switching structure for the release and braking states of a spring-stopping device, which has the following beneficial effects:

[0013] In this design, the pressure of the train pipe is introduced during the locomotive return process, so that the braking and relief of the spring stop are controlled by the pressure of the spring stop air cylinder and the position of the WR30 changeover switch.

[0014] An air supply line for the train pipe was added, and a check valve was added to prevent backflow in the train pipe. To prevent excessive flow in the train pipe from causing train venting and regenerative braking, a compression device was added. At the same time, a pressure reducing valve was added to the train pipe branch to prevent excessive pipe pressure from causing the spring in the stop device to fail.

[0015] To reduce operator errors during the return operation, such as forgetting to open the travel averaging pipe valve, which increases the operator's workload, the averaging pipe operation is integrated into the return operation, making it a one-step process.

[0016] To ensure a correct and orderly transition between fireless return and normal operation of the locomotive, the locomotive's electric key is required to turn the WR30 selector switch in the normal position during return. The WR30 selector switch can only be removed in the normal position when the return is complete.

[0017] During the return process, WR30 is placed in the no-fire return position, at which point the upper and lower parking pipes are disconnected; the train pipe → stop cylinder → lower parking pipe, with the lower parking pipe not open to the atmosphere; at this time, the train pipe charges the stop cylinder with air, and the stop cylinder charges the stop device with air through the pressure reducing valve, thus releasing the stop device. The averaging pipe → atmosphere, discharging the air from the averaging pipe to the atmosphere to prevent pressure in the averaging pipe from causing locomotive braking.

[0018] Air is supplied via the train pipe. During return, the spring stop device is in the released state. When braking is required, WR30 can be placed in the locomotive anti-slip position. At this time, the lower spring stop pipe is connected to the atmosphere; the air of the spring stop device is discharged to the atmosphere, and the spring stop device brakes automatically; the upper spring stop pipe cuts off the lower spring stop pipe; the train pipe cuts off the spring stop air cylinder pipe; and the averaging pipe cuts off the atmospheric passage. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of this utility model.

[0020] Figure 2 This is a schematic diagram showing the installation position of the limit switch of this utility model.

[0021] Figure 3 This is a schematic diagram of the WR30 changeover switch of this utility model.

[0022] Figure 4 This is a schematic diagram of the U-shaped groove of this utility model.

[0023] Figure 5 This is a schematic diagram of the piston rod of this utility model.

[0024] Figure 6 This is a schematic diagram of the structure of the locomotive electric key knob of this utility model.

[0025] In the diagram: 1. Valve body; 2. WR30 changeover switch; 3. Piston rod; 4. Atmospheric port; 5. Upper stop pipe; 6. Lower stop pipe; 7. Stop air cylinder pipe; 8. Average pipe; 9. Train pipe; 10. Upper parking brake cylinder; 11. Lower parking brake cylinder; 12. Spring; 13. Limit switch; 14. Groove; 15. Protrusion; 16. L-shaped connecting rod; 17. U-shaped groove; 18. Cover plate; 19. Locomotive electric key knob. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] Please see Figure 1-6This utility model provides a technical solution: a switching structure for the return state relief and braking of a spring-stop device, including a valve body 1, a WR30 changeover switch 2 on the control end of the valve body 1, a valve cavity inside the valve body 1, a piston rod 3 movably inserted in the valve cavity, a plurality of piston plates on the piston rod 3, and an upper spring-stop pipe 5, a lower spring-stop pipe 6, a spring-stop air cylinder pipe 7, an averaging pipe 8, a train pipe 9, and two atmospheric ports 4 on the valve body 1 and connected to the valve cavity;

[0028] In order to achieve the conversion between relief and braking during the return process of the valve body 1, the pipeline is divided into two sections in the passage from the locomotive to the stop brake cylinder, that is, after the stop cut-off valve, which are the upper stop brake cylinder 10 and the lower stop brake cylinder 11.

[0029] The upper stop tube 5 and the lower stop tube 6 are respectively connected to the upper stop brake cylinder 10 and the lower stop brake cylinder 11;

[0030] To achieve the switching between relief and braking during the return process of the spring-stopping device, a piston rod 3 device is adopted. The rotation of the cam drives the movement of the piston rod 3 to realize the opening and closing of the pipeline.

[0031] The rotation of the cam on the shaft of the WR30 changeover switch drives the piston rod 3 to move, connecting the opening and closing of each air passage to achieve different functions;

[0032] The WR30 changeover switch has three positions: normal, no-fire return, and locomotive anti-runaway.

[0033] Furthermore, the valve body 1 is provided with a spring 12 and a limit switch 13 inside. The piston rod 3 is connected to the spring 12. One end of the valve body 1 is provided with a partition plate with three slots 14. The upper part of the partition plate at one end of the valve body 1 is also provided with a cover plate 18, and a motor vehicle key knob 19 is installed on the cover plate 18.

[0034] Furthermore, the WR30 selector switch shaft has a cam with three protrusions 15 on top, which respectively engage with three slots 14. The cam has a U-shaped slot 17; the opening of the U-shaped slot 17 faces downward, and it is used to open and close with the knob support of the locomotive electric key, controlling the orderly switching of the WR30 selector switch between the normal state and the no-ignition state.

[0035] The partition has three slots 14 for limiting the protrusions 15 on the knob.

[0036] Above the partition is a cover plate, on which is installed a locomotive electric key. One end of the electric key has a knob support.

[0037] To ensure the correct and orderly operation of the fireless return and normal operation, a U-shaped groove is provided on the cam to ensure that the key on the cover can only be inserted or removed in the normal state.

[0038] Furthermore, an L-shaped connecting rod 16 is provided below the WR30 changeover switch cam, and the L-shaped connecting rod 16 is in contact with the input end of the limit switch 13;

[0039] The WR30 selector switch has a cam on its shaft with a flat surface. Three protrusions on this surface mate with three recessed slots on the valve body to fix the knob's position. Below the cam is a rod that contacts the limit switch 13 on the base plate during rotation, transmitting an electrical signal indicating the switch position.

[0040] There are three limit switches 13. When the WR30 changeover switch is rotated, they come into contact with the limit switches 13 to transmit the position of the switch, making it easy for the operator to grasp the position of the changeover device.

[0041] Furthermore, the spring 12 is in a compressed state, and one end of the piston rod 3 is in sliding contact with the outer wall of the cam.

[0042] Furthermore, the train pipe 9 is equipped with a check valve and a plug, the train pipe 9 is equipped with a branch, the branch is equipped with a pressure reducing valve, the lower spring stop pipe 6 is equipped with a branch pipe, and the branch pipe is equipped with a pressure sensor.

[0043] The pressure sensor is used to monitor the release status of the spring-stopping device. The pressure sensor uses existing mature technology, which is widely used and its use is a conventional technical means. This design uses its monitoring function, so there is no need to describe the structure and usage of the pressure sensor in detail.

[0044] Those skilled in the art can connect the components in this case sequentially. The specific connection and operation sequence should refer to the working principle described below. The detailed connection methods are well-known technologies in the field. The working principle and process are mainly described below. Example

[0045] When a return operation is required, the locomotive's electric key must be inserted into the keyhole on the cover plate. At this time, the WR30 selector switch is in the normal state. The WR30 selector switch can only be turned after the key is rotated. When the return operation is finished, the WR30 selector switch must be returned to the normal state before the locomotive's electric key can be removed and the locomotive can operate normally.

[0046] During the return process, the WR30 changeover switch 2 is set to the fireless return position. At this time, the upper parking brake cylinder 10 and the lower parking brake cylinder 11 are disconnected; the train pipe 9 → the stop air cylinder pipe 7 → the lower parking brake cylinder 11, and the lower parking brake cylinder 11 is not vented to the atmosphere; at this time, the train pipe 9 charges air into the stop air cylinder pipe 7 to the stop air cylinder (existing device), and the stop air cylinder charges air into the stop device through the pressure reducing valve, and the stop device is released. The averaging pipe 8 → the atmosphere, and the air in the averaging pipe 8 is discharged to the atmosphere to prevent the pressure in the averaging pipe 8 from causing locomotive braking.

[0047] Air is supplied by train pipe 9. During return, the spring stop device is in the released state. When braking is required, WR30 changeover switch 2 can be set to the locomotive anti-slip position. At this time, the lower spring stop pipe 6 is connected to the atmosphere; the air of the spring stop device is discharged to the atmosphere, and the spring stop device brakes automatically; the upper spring stop pipe 5 cuts off the lower spring stop pipe 6; train pipe 9 cuts off the spring stop air cylinder pipe 7; and the average pipe 8 cuts off the atmospheric passage.

[0048] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, the phrase "comprising an element defined as..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0049] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A kind of pop-stop device return state relief and brake conversion structure, comprising valve body (1), WR30 conversion switch (2) is equipped on the control end of the valve body (1), the valve body (1) is equipped with valve cavity inside, piston rod (3) is movably inserted in the valve cavity, characterized by: A plurality of piston plates are opened on the piston rod (3), the valve body (1) is equipped with upper pop-stop pipe (5), lower pop-stop pipe (6), pop-stop air cylinder pipe (7), average pipe (8) and train pipe (9) and two atmospheric pipe orifices (4) and is connected with valve cavity; To achieve the conversion of relief and brake during the valve body (1) return process, the passage of locomotive leading to pop-stop brake cylinder, i.e. after pop-stop cutoff plug, the pipeline is divided into two sections, for upper parking brake cylinder (10) and lower parking brake cylinder (11); The upper pop-stop pipe (5) and the lower pop-stop pipe (6) are connected with the upper parking brake cylinder (10) and the lower parking brake cylinder (11) respectively.

2. A conversion structure of a relief and brake of a return state of a bounce stop device according to claim 1, wherein The valve body (1) is equipped with spring (12) and travel switch (13) inside, the piston rod (3) is connected with spring (12), one end of the valve body (1) is equipped with baffle, the baffle is equipped with three notches (14), the upper part of the baffle of one end of the valve body (1) is further equipped with cover plate (18), the cover plate (18) is installed with locomotive electric key knob (19).

3. A conversion structure of a relief and brake of a return state of a bounce stop device according to claim 2, wherein The rotation shaft of WR30 conversion switch has cam and is equipped with three protrusions (15) on the upper side, three protrusions (15) are respectively clamped into three notches (14), the cam is equipped with a U-shaped notch (17).

4. The conversion structure of the relief and brake of the return state of the bounce stop device according to claim 2, wherein, The lower side of the cam of WR30 conversion switch is equipped with L-shaped connecting rod (16), the input end of travel switch (13) is contacted with L-shaped connecting rod (16).

5. The conversion structure of the relief and brake of the return state of the bounce stop device according to claim 3, wherein, The spring (12) is in compression state, one end of the piston rod (3) is in sliding contact with the outer wall of cam.

6. The conversion structure of the relief and brake of the return state of the bounce stop device according to claim 1, wherein, The train pipe (9) is equipped with check valve and shrink plug, the train pipe (9) is equipped with branch, the branch is equipped with pressure reducing valve, the lower pop-stop pipe (6) is equipped with branch pipe, the branch pipe is equipped with pressure sensor.

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