A high-speed train door closing trigger assembly based on a compression electromagnetic valve

Abstract

The utility model belongs to trigger frock technical field, concretely relates to a kind of bullet train door closing trigger subassembly based on compression solenoid valve, including U-shaped substrate and transverse locking piece, substrate includes the wing plate one, middle plate and wing plate two of fixed connection in turn, wing plate two is equipped with threaded hole, transverse locking piece is threadedly connected wing plate two, valve body is arranged between wing plate one and wing plate two, valve body one side abuts with transverse locking piece and other side abuts wing plate one, the beneficial effects of the utility model are that: in fault handling, mechanic utilizes substrate to hold valve body, simultaneously utilizes middle plate to push travel switch, to make electromagnetic valve gas circuit, then lock transverse locking piece, lock substrate on valve body, to limit travel switch reset, single-person operation this frock, can rapidly and conveniently trigger travel switch, complete door compression operation.

Description

Technical Field

[0001] This utility model relates to the field of triggering tooling technology, specifically to a high-speed train door closing triggering component based on a clamping solenoid valve. Background Technology

[0002] The side sliding doors of the high-speed train are pneumatically controlled. When the train speed exceeds 30 km / h or the door closing safety knob is operated, the door clamping solenoid valve is energized, opening its internal air circuit. This triggers the clamping cylinder, causing the side sliding door to fit tightly against the train body. The door clamping function ensures that the doors cannot be manually opened while the train is in motion, while also guaranteeing airtightness and sound insulation during high-speed operation. The clamping solenoid valve operates according to the design principle of "energized for clamping, de-energized for relaxation." When the solenoid valve is energized, the door is clamped. If any component in the circuit containing the solenoid valve fails, the clamping solenoid valve will not be energized, resulting in the door failing to close properly while the train is in motion.

[0003] The inability to close the train doors properly poses a safety hazard, such as the doors opening during operation. Furthermore, the loss of airtightness and sound insulation significantly impacts passenger travel quality. Therefore, to address this risk, the clamping solenoid valve is equipped with a manual limit switch. In the absence of power, pressing the limit switch manually activates the solenoid valve's air circuit, causing the clamping cylinder to actuate. The traditional operation of the limit switch requires a mechanic to carry multiple tools, including cable ties, needle-nose pliers, wire cutters, and a pen tube. The pen tube is used to press against the limit switch, and then cable ties are wrapped around the pen tube and the valve body to lock the limit switch in place. This method has drawbacks such as requiring numerous tools and materials, being time-consuming, and needing multiple people to work together. Utility Model Content

[0004] This utility model addresses the problems mentioned above by designing a train door closing triggering component based on a pressing solenoid valve. In troubleshooting, a single person can operate this tooling to quickly and easily trigger the limit switch and complete the door pressing operation.

[0005] To achieve the above objectives, this utility model provides a train door closing trigger assembly based on a pressure solenoid valve, comprising a U-shaped base plate and a transverse locking member. The base plate includes a first wing plate, a middle plate, and a second wing plate that are fixedly connected in sequence. The second wing plate has a threaded hole. The transverse locking member is threadedly connected to the second wing plate. A valve body is provided between the first wing plate and the second wing plate. One side of the valve body abuts against the transverse locking member, and the other side abuts against the first wing plate.

[0006] Furthermore, the lateral locking member includes a bolt and a limiting cover that is fixedly connected to the bolt shank.

[0007] Furthermore, the limiting cover is provided with anti-slip protrusions.

[0008] Furthermore, the first wing plate and the intermediate plate are fitted with anti-slip sleeves, and one side of the valve body abuts against the first wing plate through the anti-slip sleeves.

[0009] Furthermore, the intermediate plate has a through hole, and a vertical locking member is movably installed at one of the through holes, the vertical locking member abutting against the limit switch.

[0010] Furthermore, the vertical locking component includes a set of studs fixedly connected to the intermediate plate, as well as nuts, a support plate, and a stop rod. The multiple nuts are threaded into the studs respectively. The support plate has a second through hole adapted to the studs. The studs pass through the second through hole and are movably connected to the support plate. One end of the stop rod is fixedly connected to the support plate, and the other end passes through the first through hole and abuts against the limit switch.

[0011] Furthermore, an anti-slip pad is installed between the stop rod and the limit switch.

[0012] Furthermore, the nut is a wing nut.

[0013] In summary, this utility model has the following advantages and beneficial technical effects: 1. In the troubleshooting process of this utility model, the mechanic uses the base plate to clamp the valve body, and at the same time uses the intermediate plate to push the limit switch to conduct the solenoid valve air circuit. Then, the transverse locking member is locked to lock the base plate on the valve body to prevent the limit switch from returning to its original position. A single person can operate this fixture to quickly and conveniently trigger the limit switch and complete the door clamping operation.

[0014] 2. In the troubleshooting process of this utility model, the mechanic can first use the base plate to clamp the valve body and lock the horizontal locking component, and then use the push rod in the vertical locking component to push the limit switch to open the solenoid valve air circuit. After the mechanic releases the lever, the thread engagement between the nut and the stud restricts the limit switch from returning to its original position.

[0015] 3. In this utility model, the anti-slip sleeve increases the friction between the valve body and the base plate contact surface, and the anti-slip pad enhances the friction between the push rod and the limit switch contact surface. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a three-dimensional schematic diagram of Embodiment 1 of this utility model; Figure 2 This is a top view of Embodiment 1 of this utility model; Figure 3 This is a structural schematic diagram of Embodiment 1 of this utility model; Figure 4This is a three-dimensional schematic diagram of Embodiment 2 of this utility model; Figure 5 This is a top view of Embodiment 2 of this utility model.

[0017] The reference numerals in the attached figures are: 1. Base plate; 11. Wing plate one; 12. Middle plate; 13. Wing plate two; 14. Anti-slip sleeve; 2. Lateral locking component; 21. Bolt; 22. Limiting cover; 23. Protrusion; 3. Vertical locking component; 31. Stud; 32. Nut; 33. Support plate; 34. Abutment rod; 35. Anti-slip pad; 4. Valve body; 5. Limit switch. Detailed Implementation

[0018] The following is in conjunction with the appendix Figures 1-5 The present invention will be described in further detail as follows: Example 1 like Figures 1-3 As shown, this embodiment discloses a train door closing trigger assembly based on a pressure solenoid valve, including a U-shaped base plate 1 and a transverse locking member 2. The base plate 1 includes a first wing plate 11, a middle plate 12, and a second wing plate 13, which are formed by sequential bending. The second wing plate 13 has a threaded hole, and the transverse locking member 2 is threadedly connected to the second wing plate 13 through the threaded hole. A valve body 4 is provided between the first wing plate 11 and the second wing plate 13. When the triggering fixture is in use, one side of the valve body 4 abuts against the transverse locking member 2, while the other side abuts against the first wing plate 11. The transverse locking member 2 includes a bolt 21 and a limiting cover 22. The limiting cover 22 is welded and fixed to the shank side of the bolt 21, and the end face of the limiting cover 22 that abuts against the valve body 4 is provided with multiple sets of anti-slip protrusions 23 in a circumferential array. The first wing plate 11 and the middle plate 12 are fitted with rubber anti-slip sleeves 14, and one side of the valve body 4 abuts against the first wing plate 11 through the anti-slip sleeves 14.

[0019] In use, the mechanic places the valve body 4 between the two wing plates of the base plate 1, and uses the intermediate plate 12 to abut and push the limit switch 5. Then, the bolt 21 is tightened until one end of the valve body 4 presses against the anti-slip sleeve 14 on the side of the wing plate 11, and the other end presses against the protrusion 23 on the end face of the limiting cover 22, locking the positional relationship between the limit switch 5 and the intermediate plate 12, and between the valve body 4 and the wing plate. The air passage of the solenoid valve is manually opened, thereby completing the side door pressing action.

[0020] Example 2 like Figures 4-5As shown, the difference between this embodiment and Embodiment 1 is that: the intermediate plate 12 has a through hole 1, and a vertical locking member 3 is movably installed at one of the through holes. When the triggering fixture is used, the vertical locking member 3 abuts against the limit switch 5. The vertical locking member 3 includes a set of studs 31 welded to fix the intermediate plate 12, as well as nuts 32, support plates 33 and abutting rods 34. In this embodiment, the nuts 32 are existing wing nuts 32, and the two nuts 32 are threaded to the studs 31 on both sides respectively. The support plate 33 has a through hole 2 adapted to the studs 31. The studs 31 pass through the through hole 2 and are movably connected to the support plate 33. One end of the abutting rod 34 is welded to fix the support plate 33, and the other end passes through the through hole 1 and abuts against the limit switch 5. The abutting rod 34 is glued with an anti-slip pad 35 to enhance the friction between the abutting rod 34 and the limit switch 5.

[0021] The working principle of the high-speed train door closing triggering component based on a compression solenoid valve of this utility model is as follows: In use, the mechanic places the valve body 4 between the two wing plates of the base plate 1 and tightens the transverse locking member 2, so that the base plate 1 is mounted on the valve body 4. Then, the mechanic operates the nuts 32 on both sides simultaneously with both hands, using the butterfly wing plates on the nuts 32 to rotate the nuts 32. The nuts 32 are fed by the thread of the stud 31, which at the same time pushes the support plate 33 and the push rod 34 to move towards the middle plate 12 until the push rod 34 presses the limit switch 5, opening the air passage of the solenoid valve.

[0022] The above are all preferred embodiments of this utility model, and are not intended to limit the scope of protection of this utility model. Therefore, all equivalent changes made to the structure, shape and principle of this utility model should be included within the scope of protection of this utility model.

Claims

1. A train door closing triggering component based on a clamping solenoid valve, characterized in that: It includes a U-shaped base plate and a transverse locking member. The base plate includes a first wing plate, a middle plate and a second wing plate that are fixedly connected in sequence. The second wing plate has a threaded hole. The transverse locking member is threadedly connected to the second wing plate. A valve body is provided between the first wing plate and the second wing plate. The valve body abuts against the transverse locking member on one side and against the first wing plate on the other side.

2. The train door closing triggering assembly based on a pressure solenoid valve according to claim 1, characterized in that: The lateral locking component includes a bolt and a limiting cover that is fixedly connected to the bolt shank.

3. A train door closing triggering assembly based on a pressure solenoid valve according to claim 2, characterized in that: The limiting cover is provided with anti-slip protrusions.

4. A train door closing triggering assembly based on a pressure solenoid valve according to claim 1, characterized in that: The first wing plate and the middle plate are fitted with anti-slip sleeves, and one side of the valve body abuts against the first wing plate through the anti-slip sleeves.

5. A train door closing trigger assembly based on a pressure solenoid valve according to claim 1, characterized in that: The intermediate plate has a through hole, and a vertical locking member is movably installed at one of the through holes, which abuts against the limit switch.

6. A train door closing triggering assembly based on a compression solenoid valve according to claim 5, characterized in that: The vertical locking component includes a set of studs fixedly connected to the intermediate plate, as well as nuts, a support plate, and a stop rod. The nuts are threaded into the studs respectively. The support plate has a second through hole adapted to the studs. The studs pass through the second through hole and are movably connected to the support plate. One end of the stop rod is fixedly connected to the support plate, and the other end passes through the first through hole and abuts against the limit switch.

7. A train door closing trigger assembly based on a pressure solenoid valve according to claim 6, characterized in that: An anti-slip pad is installed between the stop rod and the limit switch.

8. A train door closing trigger assembly based on a compression solenoid valve according to claim 6, characterized in that: The nut is a wing nut.

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