Rail transit vehicle relay valve

Abstract

This utility model discloses a relay valve for rail transit vehicles, belonging to the field of rail transit vehicle braking control technology. The utility model includes a valve body, a piston installed in the valve body cavity and dividing the cavity into a first and second compartment, and a stop block with a constriction orifice fitted onto the upper part of the piston to divide the cavity into a third compartment. It also includes a one-way piston assembly installed on the upper part of the valve body and capable of abutting against the top of the piston body of the piston. After the piston body and the one-way piston assembly abut against the stop block, a fourth and fifth compartment are formed. The valve body has working interfaces corresponding to the first, second, fourth, and fifth compartments, and the fourth and third compartments are connected through the constriction orifice. This utility model has the advantages of simple structure, high integration, and stable pressure control.

Description

Technical Field

[0001] This utility model relates to the field of braking control technology for rail transit vehicles, and in particular to a relay valve for rail transit vehicles. Background Technology

[0002] Traditional relay valves employ two air inputs and a single diaphragm control mode, such as the relay valve disclosed in Chinese Utility Model Patent CN202481072U. This relay valve has a diaphragm and a strut that move directionally within a preset range in the valve cavity. At least two mutually isolated pressure chambers are provided on both sides of the diaphragm and strut, and all pressure chambers are connected to at least one pressure channel. The relay valve also includes a relief mechanism connected to the strut. This relay valve achieves low longitudinal impact force during braking, shortens braking distance, rapid response, precise control, and safety and reliability.

[0003] However, with the development of rail vehicles, the demand for multi-input relay valves is increasing, and the space utilization requirements for relay valves themselves are also increasing. They not only need high integration, but also need to simplify parts to achieve weight reduction.

[0004] Therefore, in view of the above problems, it is necessary for this utility model to provide a relay valve for rail transit vehicles with high integration and capable of multiple air inputs. Utility Model Content

[0005] The purpose of this invention is to overcome the defects of the existing technology and provide a relay valve for rail transit vehicles that has a high degree of integration, can make multiple air inputs, and realize multiple braking functions.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] This utility model discloses a relay valve for rail transit vehicles, comprising:

[0008] A valve body, a piston installed in the valve body cavity and dividing the cavity into a first compartment and a second compartment; and

[0009] A constricting block with a constriction hole, fitted onto the upper part of the piston to divide the chamber into a third compartment; also includes...

[0010] A one-way piston assembly is installed on the upper part of the valve body and can abut against the top of the piston body of the piston, and after the piston body and the one-way piston assembly abut against the stop block, a fourth compartment and a fifth compartment are formed.

[0011] The valve body is connected to the working interface of the first compartment, the second compartment, the fourth compartment and the fifth compartment, and the fourth compartment and the third compartment are connected through the constriction hole.

[0012] Furthermore, after the fourth compartment is inflated, the third compartment can be inflated through the shrinkage orifice.

[0013] Furthermore, the piston body's top sidewall and the valve body's inner cavity sidewall form a valve port for communicating with the fourth and third compartments.

[0014] Furthermore, the second compartment is inflated, the top end face of the piston body abuts against the one-way piston assembly, the valve port is opened, and the third compartment is inflated through the constriction hole to generate a pressure balance force.

[0015] Furthermore, the first compartment is inflated, the top end face of the piston body abuts against the one-way piston assembly, the valve port is opened, and the third compartment is inflated through the constriction orifice to generate a pressure balance force.

[0016] Furthermore, the piston body has a central through hole, with an air inlet valve at the top and an air outlet valve at the bottom that communicates with the atmosphere.

[0017] Furthermore, the piston is a double-diaphragm piston, and the second compartment is formed between the two diaphragms of the double-diaphragm piston.

[0018] Furthermore, the piston body includes an upper piston body and a lower piston body sleeved on the upper piston body;

[0019] Both the upper piston body and the lower piston body are fixedly connected to a diaphragm. The outer edge of the diaphragm is fixedly connected to the inner cavity of the valve body through a pressure cap. The inner ring side wall of the pressure cap of the upper piston body forms a limiting groove with the inner cavity of the valve body. The stop block is engaged in the inner cavity of the valve body through the limiting groove.

[0020] Furthermore, the one-way piston assembly includes an upper cover and a one-way piston slidably connected to a protruding post of the upper cover, and a spring for driving the one-way piston to reset is fitted outside the protruding post of the upper cover.

[0021] Furthermore, four pressure sensors are installed on the upper part of the valve body to collect the pressure of the first, second, fourth, and fifth compartments, respectively.

[0022] In the above technical solution, the relay valve for rail transit vehicles provided by this utility model has the following advantages:

[0023] The relay valve designed in this utility model uses a double-diaphragm piston to divide the valve body chamber into a first and second compartment, and a stop block to divide it into a third compartment. After the piston body and the one-way piston assembly abut against each other, a fourth and fifth compartment are formed between them and the stop block. The valve body has working interfaces corresponding to the first, second, fourth, and fifth compartments. The fourth and third compartments are connected through the shrinkage hole on the stop block. This makes the relay valve simple, compact, and rationally laid out. It not only effectively simplifies the components and reduces costs, but also realizes multiple braking functions and ensures braking safety. At the same time, it has high integration, stable pressure control, and amplifies the compressed air flow to realize the braking application and release functions of the braking system. It is an important innovation in the braking system of rail vehicles. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0025] Figure 1 This is a schematic diagram of the internal structure of a relay valve for rail transit vehicles disclosed in this utility model;

[0026] Figure 2 This is a front view of a relay valve for rail transit vehicles disclosed in this utility model;

[0027] Figure 3 This is a left view of a relay valve for rail transit vehicles disclosed in this utility model;

[0028] Figure 4 This is a bottom view of a relay valve for rail transit vehicles disclosed in this utility model;

[0029] Figure 5 This utility model discloses an isometric view of the assembly state of the upper and lower piston bodies of a relay valve for rail transit vehicles.

[0030] Explanation of reference numerals in the attached figures:

[0031] 1. Valve body; 2. Top cover; 3. Spring; 4. One-way piston; 5. Upper piston body; 6. Upper pressure cap; 7. Upper mold plate; 8. Upper pressure plate; 9. Lower piston body; 10. Lower diaphragm; 11. Lower pressure plate; 12. Retaining ring; 13. Lower pressure cap; 14. Stop block; 141. Shrinkage orifice; 16. Pressure sensor; 17. 18. 19. 20. O-ring; 21. Valve port;

[0032] 100, First compartment; 200, Second compartment; 300, Third compartment; 400, Fourth compartment; 500, Fifth compartment; 600, Piston; 700, One-way piston assembly. Detailed Implementation

[0033] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0034] See Figure 1 As shown;

[0035] A relay valve for rail transit vehicles, comprising: a valve body 1, wherein the valve body 1 is equipped with a piston 600 for dividing the chamber of the valve body 1 into a first chamber 100 and a second chamber 200; and

[0036] A stop 14, fitted onto the upper part of the piston 600 to divide the chamber into a third compartment 300, is a stop 14 with a constriction orifice 141; it also includes...

[0037] One-way piston assembly 700 is installed on the upper part of valve body 1. One-way piston assembly 700 can abut against the top of piston body of piston 600, and after piston body and one-way piston assembly 700 abut against each other, a fourth compartment 400 and a fifth compartment 500 are formed between piston body and stop block 14.

[0038] The valve body is connected to the working interface of the first compartment 100, the second compartment 200, the fourth compartment 400 and the fifth compartment 500. The fourth compartment 400 and the third compartment 300 are connected through the shrinkage hole 141.

[0039] Specifically, the first compartment 100 is connected to the working interface Ev through an airway, the second compartment 200 is connected to the working interface Cv through an airway, the fourth compartment 400 is connected to the working interface C through an airway, and the fifth compartment 500 is connected to the working interface R through an airway.

[0040] In the working state, the working interface connecting the first compartment 100, the second compartment 200, and the fifth compartment 500 is the air inlet, and the working interface connecting the fourth compartment 400 is the air outlet. When the fourth compartment 400 is filled with air, the third compartment can be filled with air through the shrinkage hole 141 of the baffle 14, thereby generating a pressure balance force.

[0041] The relay valve has four air passage working interfaces on the valve body 1 that are connected to the internal cavity of the valve body. Among them, three are air inlet interfaces, namely working interface R, which is connected to the brake cylinder interface; working interface Cv is the normal pre-control pressure interface; Ev is the emergency pre-control pressure interface; and working interface C is the air outlet interface, which is connected to the brake cylinder. The piston body of piston 600 is provided with a central through hole that is connected to the outside atmosphere. The outer wall of piston body is provided with a double diaphragm structure to form a pressure control component, which is used to control the emergency braking pressure or the normal braking pressure, so that the output pressure is the greater of the two pressures, and also serves as a redundancy setting for the braking function.

[0042] See Figure 2 As shown, four pressure sensors 16 are installed on the upper part of the valve body 1, which are used to collect the pressure of the first compartment 100, the second compartment 200, the fourth compartment 400 and the fifth compartment 500 respectively, so as to monitor the brake cylinder pressure, the normal pre-control pressure, the emergency pre-control pressure and the brake cylinder pressure respectively.

[0043] See Figure 1 As shown:

[0044] After the fourth chamber 400 is inflated, the third chamber 300 can be inflated through the shrinkage hole 141.

[0045] A valve port 21 is formed between the top sidewall of the piston body and the inner sidewall of the valve body 1. The fourth chamber 400 and the third chamber 300 are connected through the valve port 21. When the second chamber 200 is filled with air, the top end face of the piston body abuts against the one-way piston assembly 700, the valve port 21 is opened, and the third chamber 300 is filled with air through the shrinkage orifice 141 to generate a pressure balance force. When the first chamber 100 is filled with air, the top end face of the piston body abuts against the one-way piston assembly 700, the valve port is opened, and the third chamber 300 is filled with air through the shrinkage orifice 141 to generate a pressure balance force.

[0046] Preferably, the piston body has a central through hole, with an air inlet valve at the top and an air outlet valve at the bottom that communicates with the atmosphere. When valve 21 is closed, the air inlet valve at the top of the central through hole opens and communicates with the atmosphere through the air outlet valve at the bottom.

[0047] See Figure 1 , 5 As shown:

[0048] Preferably, the piston 600 is a double-diaphragm piston, and a second chamber 200 is formed between the two diaphragms of the double-diaphragm piston.

[0049] The piston body includes an upper piston body 5 and a lower piston body 9 sleeved on the upper piston body 5;

[0050] Both the upper piston body 5 and the lower piston body 9 are fixedly connected to diaphragms. The outer edges of the diaphragms are fixedly connected to the inner cavity of the valve body 1 through pressure caps. The inner ring side wall of the pressure cap of the upper piston body 5 forms a limiting groove with the inner cavity of the valve body 1. The stop block 14 is engaged in the inner cavity of the valve body 1 through the limiting groove.

[0051] Specifically, the piston body of the piston 600 is a split structure, which includes an upper piston body 5 and a lower piston body 9. The lower piston body 9 is fitted at the bottom of the upper piston body 6. The inner wall of the lower piston body 9 is in sealed contact with the outer wall of the upper piston body 5 through an O-ring 19, and the outer wall of the lower piston body 9 is in sealed contact with the valve body 1 through an O-ring 20.

[0052] The upper piston body 5 is fitted with an upper diaphragm 7. The upper diaphragm 5 is fixed to the upper piston body 5 in sequence by the upper pressure plate 8 and the retaining ring 12. The outer edge of the upper diaphragm 5 is snapped into the upper pressure cover 6. The upper pressure cover 6 is fixedly connected to the inner cavity of the valve body 1, and the overlapping position of the upper pressure cover 6 and the inner cavity of the valve body 1 is sealed by the O-ring 18. The inner ring side wall of the upper pressure cover 6 forms a limiting groove with the inner cavity of the valve body 1, and the stop block 14 is snapped into the inner cavity of the valve body 1 through the limiting groove.

[0053] Each piston body 9 is fitted with a lower diaphragm 10. The lower diaphragm 10 is fixed to the lower piston body 9 in sequence by the lower pressure plate 11 and the retaining ring 12. The outer edge of the lower diaphragm 10 is snapped into the lower pressure cover 13. The lower pressure cover 13 is fixedly connected to the inner cavity of the valve body 1, and the overlapping position of the lower pressure cover 13 and the inner cavity of the valve body 1 is sealed by the O-ring 18.

[0054] See Figure 1 As shown:

[0055] Preferably, the one-way piston assembly 700 includes an upper cover 2 and a one-way piston 4 slidably connected to a protrusion of the upper cover 2, wherein a spring 3 for driving the one-way piston 4 to reset is fitted outside the protrusion of the upper cover 2.

[0056] Specifically, the upper cover 2 is fixedly connected to the valve body 1, and the overlapping position of the upper cover 2 and the valve body is sealed by an O-ring 17. A spring 3 is fitted on the outside of the protruding post of the upper cover 2. The spring 3 is a compression spring. One end of the spring 3 abuts against the upper cover 2, and the other end abuts against the one-way piston 4. The spring 3 extends and drives the one-way piston 4 to move, blocking the valve port 21 that connects the fourth compartment 400 and the third compartment 300, or abutting against the top of the upper piston body, blocking the air inlet valve port formed at the top of the piston body.

[0057] In the above technical solution, this utility model provides a relay valve for rail transit vehicles;

[0058] Working principle:

[0059] ① When Ev interface ( Figure 1After the pre-control pressure for emergency braking is charged, the upper pressure plate 8, upper diaphragm 7, and upper piston body 5 push the upper one-way piston 4 upward, opening the passage between R and C and cutting off the passage between C and O. The C pressure enters the third chamber 300 above the upper diaphragm 7 through the constriction hole 141 of the stop block 14, and generates a force that balances the Ev pressure through the upper pressure plate 8. At this time, the C pressure is the emergency braking pressure.

[0060] ② When the Cv interface is filled with the pre-control pressure of the service brake, the upper piston body 5 is pushed by the lower pressure plate 11, the lower diaphragm 10, and the lower piston body 9. The upper piston body 5 pushes the one-way piston 4 upward, the passage between R and C is opened, and the passage between C and O is cut off. The C pressure enters the third chamber 300 above the upper diaphragm 7 through the constriction hole 141 of the stop block 14. The upper pressure plate 8 generates a force that balances the Cv pressure. At this time, the C pressure is the service brake pressure.

[0061] ③ When both Cv and Ev are pressurized, the pressure of Ev will generate pressure on the lower diaphragm 10 and the lower pressure plate 11, which will counteract the pressure of the lower Cv. The greater of the two pressures will generate the actual transmission force.

[0062] ④ When there is no pressure in Cv and Ev, the upper piston body 5 and the related connecting parts in the lower part move downward due to their own weight. A gap is formed between the upper end of the upper piston body 5 and the one-way piston 4, the C and O pressures are connected, the C pressure is discharged to the atmosphere, and the braking is relieved.

[0063] ⑤ The R pressure, C pressure, Cv pressure and Ev pressure are all collected by four pressure sensors on the upper part of the valve body 1 for monitoring and control of the braking pressure.

[0064] This relay valve has a high degree of integration and can accept multiple air inputs to achieve various braking functions.

[0065] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A relay valve for rail transit vehicles, characterized in that, include: Valve body (1), piston (600) installed in the chamber of valve body (1) and dividing the chamber into a first compartment (100) and a second compartment (200); and A stop (14) with a constriction hole (141) is fitted onto the upper part of the piston (600) to divide the chamber into a third compartment (300); it also includes... A one-way piston assembly (700) is installed on the upper part of the valve body (1) and can abut against the top of the piston body of the piston (600). After the piston body and the one-way piston assembly (700) abut against each other, a fourth compartment (400) and a fifth compartment (500) are formed between the stop block (14). The valve body (1) is connected to the working interface of the first compartment (100), the second compartment (200), the fourth compartment (400) and the fifth compartment (500), and the fourth compartment (400) and the third compartment (300) are connected through the shrinkage hole (141).

2. A relay valve for rail transit vehicles according to claim 1, Its characteristics are: After the fourth compartment (400) is inflated, the third compartment (300) can be inflated through the shrinkage hole (141).

3. A relay valve for rail transit vehicles according to claim 2, characterized in that... ； The piston body top sidewall and the valve body (1) inner cavity sidewall form a valve port (21) for communicating with the fourth compartment (400) and the third compartment (300).

4. A relay valve for rail transit vehicles according to claim 3, characterized in that... ； The second chamber (200) is inflated, the top end face of the piston body abuts against the one-way piston assembly (700), the valve port (21) is opened, and the third chamber (300) is inflated through the constriction orifice (141) to generate a pressure balance force.

5. A relay valve for rail transit vehicles according to claim 3, characterized in that... ； The first chamber (100) is inflated, the top end face of the piston body abuts against the one-way piston assembly (700), the valve port (21) is opened, and the third chamber (300) is inflated through the constriction orifice (141) to generate a pressure balance force.

6. A relay valve for rail transit vehicles according to claim 1, characterized in that... ； The piston body has a central through hole, with an air inlet valve at the top and an air outlet valve at the bottom that communicates with the atmosphere.

7. A relay valve for rail transit vehicles according to claim 1 or 6, characterized in that... ； The piston (600) is a double-diaphragm piston, and the second compartment (200) is formed between the two diaphragms of the double-diaphragm piston.

8. A relay valve for rail transit vehicles according to claim 7, characterized in that... ； The piston body includes an upper piston body (5) and a lower piston body (9) sleeved on the upper piston body (5). Both the upper piston body (5) and the lower piston body (9) are fixedly connected to diaphragms. The outer edges of the diaphragms are fixedly connected to the inner cavity of the valve body (1) through pressure caps. The inner ring side wall of the pressure cap of the upper piston body (5) forms a limiting groove with the inner cavity of the valve body (1). The stop block (14) is engaged in the inner cavity of the valve body (1) through the limiting groove.

9. A relay valve for rail transit vehicles according to claim 1, characterized in that... ； The one-way piston assembly (700) includes a top cover (2) and a one-way piston (4) slidably connected to a protrusion of the top cover (2). A spring (3) for driving the one-way piston (4) to reset is fitted outside the protrusion of the top cover (2).

10. A relay valve for rail transit vehicles according to claim 1, characterized in that... ； Four pressure sensors (16) are installed on the upper part of the valve body (1) to collect the pressure of the first compartment (100), the second compartment (200), the fourth compartment (400), and the fifth compartment (500), respectively.

Images