CN105383473B - air brake valve for locomotive - Google Patents
air brake valve for locomotive Download PDFInfo
- Publication number
- CN105383473B CN105383473B CN201510922919.0A CN201510922919A CN105383473B CN 105383473 B CN105383473 B CN 105383473B CN 201510922919 A CN201510922919 A CN 201510922919A CN 105383473 B CN105383473 B CN 105383473B
- Authority
- CN
- China
- Prior art keywords
- valve
- port
- valve port
- way
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000003137 locomotive effect Effects 0.000 title claims abstract description 30
- 238000006243 chemical reaction Methods 0.000 claims description 13
- 230000009466 transformation Effects 0.000 claims 2
- 230000036651 mood Effects 0.000 claims 1
- 230000009471 action Effects 0.000 abstract description 14
- 230000001105 regulatory effect Effects 0.000 abstract description 13
- 238000012423 maintenance Methods 0.000 abstract description 3
- 230000008439 repair process Effects 0.000 abstract description 2
- 230000010354 integration Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 239000002699 waste material Substances 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
- B60T15/048—Controlling pressure brakes of railway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
- B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Braking Systems And Boosters (AREA)
Abstract
本发明为一种机车用空气制动阀，包括一作用阀，作用阀与列车管气路、辅助风缸气路连接，作用阀还与一双向阀的第一端口连接，双向阀上还设置有第二端口和双向阀出口，第二端口通过一二位三通换向阀连接有一紧急调压阀，紧急调压阀与总风气路连通，二位三通换向阀的一端设置有与列车管气路连通的第一控制阀口；双向阀出口连接有能与制动缸气路连通的模式转换回路。该机车用空气制动阀具有输出压力调整及选择功能，解决了现有空气制动阀功能简单分散、维护维修成本高的问题，集成满足了缓解以及常用制动、紧急制动、无火回送模式制动状态下机车制动缸不同控制压力的需求。
The present invention is an air brake valve for a locomotive, which includes an action valve, which is connected with the train pipe air path and the auxiliary air cylinder air path, and the action valve is also connected with the first port of a two-way valve, and the two-way valve is also provided with a There is a second port and a two-way valve outlet. The second port is connected to an emergency pressure regulating valve through a two-position three-way reversing valve. The emergency pressure regulating valve is connected to the main air path. The first control valve port connected with the gas path of the train pipe; the outlet of the two-way valve is connected with a mode switching circuit capable of communicating with the brake cylinder gas path. The locomotive air brake valve has the function of output pressure adjustment and selection, which solves the problems of simple and scattered functions of the existing air brake valve and high maintenance and repair costs. Requirements for different control pressures of locomotive brake cylinders under modal braking conditions.
Description
技术领域technical field
本发明涉及轨道交通机车车辆制动技术领域，尤其涉及一种具有输出压力调整及选择功能的机车用空气制动阀。The invention relates to the technical field of braking of rail transit locomotives, in particular to an air brake valve for locomotives with output pressure adjustment and selection functions.
背景技术Background technique
目前，铁路机车制动系统在运用时要求有不同的制动缸压力(或制动缸控制压力)输出，使得在列车常用制动、紧急制动以及无火回送(即机车无动力回送)状态下所需要的制动压力均不相同，因此作为制动系统中的空气制动阀，必须保证能满足上述制动缸压力(或制动缸控制压力)的基本输出要求。At present, the braking system of railway locomotives requires different brake cylinder pressure (or brake cylinder control pressure) outputs when in use, so that it can The required brake pressure is different, so as an air brake valve in the brake system, it must be guaranteed to meet the basic output requirements of the above-mentioned brake cylinder pressure (or brake cylinder control pressure).
当前机车制动系统运用数量较多的有CCBⅡ制动机、EUROTROL制动机、JZ-7空气制动机、DK-1电控制动机和DK-2制动机，分别配有DB空气制动阀、SW4分配阀、F7空气制动阀、109分配阀和109改分配阀，上述制动阀均不具备集成提供常用制动、紧急制动和无火回送等多种输出压力及压力输出选择功能。DB空气制动阀的紧急制动在其它模块中实现、无火回送压力限制是根据将总风缸压力排至200kPa以下，然后在其它模块上用列车管向总风气路限压充风的方式实现；SW4分配阀只能实现常用制动，紧急制动和无火回送是通过布置在制动系统中的其它阀类和塞门选择实现；F7分配阀是通过限压实现常用制动和紧急制动压力，而在无火回送时需要进行多次操作制动缓解来调整常用制动缸压力以及排总风压力等多步骤，无火回送时紧急制动压力不能满足要求；109分配阀和109改分配阀可实现常用和紧急制动压力输出，紧急制动压力输出是通过安全阀限制，即将高出控制压力的压缩空气不停地排向大气，导致浪费风源，无火回送时同样是通过多次制动缓解操作来调整安全阀动作的开启压力来实现，最终将高于控制压力的压缩空气不停地排向大气。At present, the most widely used locomotive braking systems are CCBⅡ brakes, EUROTROL brakes, JZ-7 air brakes, DK-1 electric control motors and DK-2 brakes, which are equipped with DB air brakes respectively. Valve, SW4 distribution valve, F7 air brake valve, 109 distribution valve and 109 modified distribution valve, the above brake valves are not equipped with integration to provide a variety of output pressure and pressure output options such as common braking, emergency braking and no-fire return Function. The emergency braking of the DB air brake valve is realized in other modules, and the no-fire return pressure limitation is based on discharging the total air cylinder pressure below 200kPa, and then using the train pipe to limit the pressure and charge the main air circuit on other modules Realization; SW4 distribution valve can only realize normal braking, emergency braking and no-fire return are realized through the selection of other valves and plugs arranged in the braking system; F7 distribution valve realizes normal braking and emergency braking through pressure limiting. Braking pressure, but in the case of non-fire return, it is necessary to perform multiple operations of brake relief to adjust the pressure of the common brake cylinder and the total exhaust air pressure. The emergency braking pressure cannot meet the requirements when there is no fire return; 109 distribution valve and 109 modified distribution valve can realize normal and emergency brake pressure output, the emergency brake pressure output is limited by the safety valve, the compressed air that is higher than the control pressure will be continuously discharged to the atmosphere, resulting in waste of air source, and the same when there is no fire return It is realized by adjusting the opening pressure of the safety valve action through multiple brake relief operations, and finally the compressed air higher than the control pressure is continuously discharged to the atmosphere.
以上现有技术均不符合集成化、模块化趋势，同时运用、维护成本高，无火回送状态时排空总风压力，造成了资源的浪费。None of the above existing technologies conform to the trend of integration and modularization. At the same time, the cost of operation and maintenance is high, and the total air pressure is evacuated when there is no fire return state, resulting in a waste of resources.
由此，本发明人凭借多年从事相关行业的经验与实践，提出一种机车用空气制动阀，以克服现有技术的缺陷。Therefore, the inventor proposes an air brake valve for locomotives to overcome the defects of the prior art by virtue of years of experience and practice in related industries.
发明内容Contents of the invention
本发明的目的在于提供一种机车用空气制动阀，解决了现有空气制动阀功能简单分散、维护维修成本高的问题，集成满足了缓解以及常用制动、紧急制动、无火回送模式制动状态下机车制动缸不同控制压力的需求。The purpose of the present invention is to provide an air brake valve for locomotives, which solves the problems of simple and scattered functions of existing air brake valves and high maintenance and repair costs. Requirements for different control pressures of locomotive brake cylinders under modal braking conditions.
本发明的目的是这样实现的，一种机车用空气制动阀，包括一作用阀，所述作用阀与列车管气路、辅助风缸气路连接，所述作用阀还与一双向阀的第一端口连接，所述双向阀上还设置有第二端口和双向阀出口，所述第二端口通过一二位三通换向阀连接有一紧急调压阀，所述紧急调压阀与总风气路连通，所述二位三通换向阀的一端设置有与所述列车管气路连通的第一控制阀口；所述双向阀出口连接有能与制动缸气路连通的模式转换回路；The object of the present invention is achieved in that an air brake valve for a locomotive includes an action valve, the action valve is connected with the train pipe air circuit and the auxiliary air cylinder air circuit, and the action valve is also connected with a two-way valve The first port is connected, and the two-way valve is also provided with a second port and a two-way valve outlet. The second port is connected to an emergency pressure regulating valve through a two-position three-way reversing valve, and the emergency pressure regulating valve is connected to the main One end of the two-position three-way reversing valve is provided with a first control valve port that communicates with the train pipe air circuit; the outlet of the two-way valve is connected with a mode switch that can communicate with the brake cylinder air circuit. circuit;
所述作用阀至少包括一三位四通控制阀，所述三位四通控制阀一端设置有与所述列车管气路连接的、控制所述三位四通控制阀第一控制位进入工作状态的第二控制阀口，所述三位四通控制阀的另一端设置有与所述辅助风缸气路连接的、控制所述三位四通控制阀第二控制位进入工作状态的第三控制阀口，所述三位四通控制阀上还设置有第一排空阀口、与所述列车管气路连接的第一阀口、与所述辅助风缸气路连接的第二阀口和与所述第一端口连接的第三阀口；The action valve at least includes a three-position four-way control valve, and one end of the three-position four-way control valve is provided with a valve connected to the train pipeline to control the first control position of the three-position four-way control valve to enter the working position. state, the other end of the three-position four-way control valve is provided with a first valve connected to the auxiliary air cylinder air circuit to control the second control position of the three-position four-way control valve to enter the working state. Three control valve ports, the three-position four-way control valve is also provided with a first emptying valve port, a first valve port connected with the train pipe air circuit, and a second valve port connected with the auxiliary air cylinder air circuit. a valve port and a third valve port connected to the first port;
所述三位四通控制阀第一控制位进入工作状态时，所述列车管气路通过所述第一阀口、所述第二阀口与所述辅助风缸气路连通，所述第一端口通过所述第三阀口与所述第一排空阀口连通；所述三位四通控制阀第二控制位进入工作状态时，所述辅助风缸气路通过所述第二阀口、所述第三阀口与所述第一端口连通，所述第一阀口、所述第一排空阀口呈断开状态；所述三位四通控制阀处于常态位时，所述第一阀口、所述第二阀口、所述第三阀口和所述第一排空阀口呈相互断开状态。When the first control position of the three-position four-way control valve enters the working state, the air passage of the train pipe communicates with the air passage of the auxiliary air cylinder through the first valve port and the second valve port. One port communicates with the first exhaust valve port through the third valve port; when the second control position of the three-position four-way control valve enters the working state, the auxiliary air cylinder air circuit passes through the second valve port, the third valve port is connected with the first port, and the first valve port and the first exhaust valve port are disconnected; when the three-position four-way control valve is in the normal position, the The first valve port, the second valve port, the third valve port and the first exhaust valve port are mutually disconnected.
在本发明的一较佳实施方式中，所述模式转换回路包括并联设置的直通管道和限压管道，所述直通管道和所述限压管道的入口均与所述双向阀出口连接，所述直通管道和所述限压管道的出口连接有一转换塞门，所述直通管道通过所述转换塞门与所述制动缸气路连通形成正常模式通道，所述限压管道通过所述转换塞门与所述制动缸气路连通形成无火回送模式通道。In a preferred embodiment of the present invention, the mode switching circuit includes a straight-through pipeline and a pressure-limiting pipeline arranged in parallel, the inlets of the straight-through pipeline and the pressure-limiting pipeline are both connected to the outlet of the two-way valve, and the The outlet of the straight-through pipeline and the pressure-limiting pipeline is connected with a switching plug, and the straight-through pipeline communicates with the brake cylinder gas circuit through the switching plug to form a normal mode channel, and the pressure-limiting pipeline passes through the switching plug The door communicates with the air circuit of the brake cylinder to form a non-fire return mode channel.
在本发明的一较佳实施方式中，所述转换塞门上设有选择所述正常模式通道或所述无火回送模式通道的控制结构。In a preferred embodiment of the present invention, the switch valve is provided with a control structure for selecting the normal mode channel or the no-fire loopback mode channel.
在本发明的一较佳实施方式中，所述转换塞门上设置有第六阀口、第七阀口和与所述制动缸气路连通的第八阀口。In a preferred embodiment of the present invention, the switching plug is provided with a sixth valve port, a seventh valve port and an eighth valve port communicating with the brake cylinder air circuit.
在本发明的一较佳实施方式中，所述限压管道上串接有一限压阀，所述限压阀的入口与所述双向阀出口连接，所述限压阀的出口与所述第六阀口连接，所述限压管道通过所述限压阀、所述第六阀口、所述第八阀口与所述制动缸气路连通形成所述无火回送模式通道。In a preferred embodiment of the present invention, a pressure limiting valve is connected in series with the pressure limiting pipeline, the inlet of the pressure limiting valve is connected to the outlet of the two-way valve, and the outlet of the pressure limiting valve is connected to the first The six valve ports are connected, and the pressure-limiting pipeline communicates with the brake cylinder air circuit through the pressure-limiting valve, the sixth valve port, and the eighth valve port to form the no-fire loopback mode channel.
在本发明的一较佳实施方式中，所述直通管道的出口与所述第七阀口连接，所述直通管道通过所述第七阀口、所述第八阀口与所述制动缸气路连通形成所述正常模式通道。In a preferred embodiment of the present invention, the outlet of the straight-through pipeline is connected to the seventh valve port, and the straight-through pipeline passes through the seventh valve port, the eighth valve port and the brake cylinder. The gas path is connected to form the normal mode channel.
在本发明的一较佳实施方式中，所述二位三通换向阀上设置有与所述第二端口连接的第四阀口，所述二位三通换向阀上还设置有与所述紧急调压阀的一端连接的第五阀口，所述二位三通换向阀上还设置有第二排空阀口。In a preferred embodiment of the present invention, the two-position three-way reversing valve is provided with a fourth valve port connected to the second port, and the two-position three-way reversing valve is also provided with a fourth valve port connected to the second port. One end of the emergency pressure regulating valve is connected to the fifth valve port, and the two-position three-way reversing valve is also provided with a second exhaust valve port.
在本发明的一较佳实施方式中，所述二位三通换向阀进入控制状态时，所述第二端口通过所述第四阀口与所述第二排空阀口连通，所述第五阀口呈断开状态；所述二位三通换向阀处于常态位时，所述第二端口通过所述第四阀口、所述第五阀口与所述紧急调压阀连通，所述第二排空阀口呈断开状态。In a preferred embodiment of the present invention, when the two-position three-way reversing valve enters the control state, the second port communicates with the second exhaust valve port through the fourth valve port, and the The fifth valve port is disconnected; when the two-position three-way reversing valve is in the normal position, the second port communicates with the emergency pressure regulating valve through the fourth valve port and the fifth valve port , the second exhaust valve port is disconnected.
由上所述，本发明提供的机车用空气制动阀具有输出压力调整及选择功能，结构简单，将缓解、常用制动、紧急制动和无火回送模式制动集成于一体，集成满足了缓解以及常用制动、紧急制动、无火回送模式制动状态下机车制动缸或制动缸控制压力的不同压力的需求，实现了模块化、集成化；本发明的机车用空气制动阀简化了无火回送模式设置的操作流程，只需调整转换塞门到“无火回送模式通道”，便可实现无火回送模式下的制动，方法简单，降低了劳动强度，提高了工作效率，同时，无火回送模式制动时不需排出总风压力，节约压缩空气、保护了环境。From the above, the locomotive air brake valve provided by the present invention has the functions of output pressure adjustment and selection, and has a simple structure. Relief and different pressure requirements of locomotive brake cylinders or brake cylinder control pressures under normal braking, emergency braking, and no-fire return mode braking states, and realize modularization and integration; the air brake for locomotives of the present invention The valve simplifies the operation process of the non-fire loopback mode setting, and only needs to adjust the conversion plug to the "firefree loopback mode channel" to realize braking in the non-fire loopback mode. The method is simple, reduces labor intensity, and improves work efficiency. At the same time, the total air pressure does not need to be discharged during braking in the non-fire return mode, which saves compressed air and protects the environment.
附图说明Description of drawings
以下附图仅旨在于对本发明做示意性说明和解释，并不限定本发明的范围。其中：The following drawings are only intended to illustrate and explain the present invention schematically, and do not limit the scope of the present invention. in:
图1：为本发明的机车用空气制动阀的结构示意图。Fig. 1: is the structural representation of the locomotive air brake valve of the present invention.
图中：100、机车用空气制动阀；1、三位四通控制阀；11、第二控制阀口；12、第三控制阀口；13、第一阀口；14、第二阀口；15、第三阀口；16、第一排空阀口；2、双向阀；21、第一端口；22、第二端口；23、双向阀出口；3、二位三通换向阀；31、第一控制阀口；32、第四阀口；33、第五阀口；34、第二排空阀口；35、复位弹簧；4、紧急调压阀；5、模式转换回路；501、正常模式通道；502、无火回送模式通道；51、直通管道；52、限压管道；521、限压阀；53、转换塞门；531、第六阀口；532、第七阀口；533、第八阀口；9、列车管气路；8、辅助风缸气路；7、总风气路；6、制动缸气路。In the figure: 100, air brake valve for locomotive; 1, three-position four-way control valve; 11, second control valve port; 12, third control valve port; 13, first valve port; 14, second valve port ;15, the third valve port; 16, the first emptying valve port; 2, two-way valve; 21, the first port; 22, the second port; 23, two-way valve outlet; 31. The first control valve port; 32. The fourth valve port; 33. The fifth valve port; 34. The second exhaust valve port; 35. Return spring; 4. Emergency pressure regulating valve; 5. Mode conversion circuit; 501 , normal mode channel; 502, non-fire loopback mode channel; 51, straight-through pipeline; 52, pressure-limiting pipeline; 521, pressure-limiting valve; 53, conversion plug; 531, sixth valve port; 533, the eighth valve port; 9, the train pipe air circuit; 8, the auxiliary air cylinder air circuit; 7, the total wind air circuit; 6, the brake cylinder air circuit.
具体实施方式Detailed ways
为了对本发明的技术特征、目的和效果有更加清楚的理解，现对照附图说明本发明的具体实施方式。In order to have a clearer understanding of the technical features, purposes and effects of the present invention, the specific implementation manners of the present invention will now be described with reference to the accompanying drawings.
如图1所示，本发明提供的机车用空气制动阀100，包括一作用阀(其作用在于根据列车管压力变化产生制动缸控制压力)，作用阀与列车管气路9、辅助风缸气路8连接，作用阀还与一双向阀2的第一端口21连接，双向阀2上还设置有第二端口22和双向阀出口23，第二端口22通过一二位三通换向阀3连接有一紧急调压阀4(能够在紧急制动时调整总风气路7传导出的气体压力)，紧急调压阀4与总风气路7连通，二位三通换向阀3的一端设置有与列车管气路9连通的第一控制阀口31；双向阀出口23连接有能与制动缸气路6连通的模式转换回路5。双向阀2对比第一端口21连接的作用阀输出的压缩空气压力和第二端口22连接的二位三通换向阀3输出的压缩空气压力，选择压力大的一端与双向阀出口23连通。如图1所示，作用阀至少包括一三位四通控制阀1，三位四通控制阀1一端设置有与列车管气路9连接的、控制三位四通控制阀第一控制位进入工作状态的第二控制阀口11，三位四通控制阀1的另一端设置有与辅助风缸气路8连接的、控制三位四通控制阀第二控制位进入工作状态的第三控制阀口12，三位四通控制阀1上还设置有第一排空阀口16、与列车管气路9连接的第一阀口13、与辅助风缸气路8连接的第二阀口14和与第一端口21连接的第三阀口15。三位四通控制阀第一控制位进入工作状态时，列车管气路9通过第一阀口13、第二阀口14与辅助风缸气路8连通，第一端口21通过第三阀口15与第一排空阀口16连通；三位四通控制阀第二控制位进入工作状态时，辅助风缸气路8通过第二阀口14、第三阀口15与第一端口21连通，第一阀口13、第一排空阀口16呈断开状态；三位四通控制阀1处于常态位时，第一阀口13、第二阀口14、第三阀口15和第一排空阀口16呈相互断开状态。As shown in Figure 1, the locomotive air brake valve 100 provided by the present invention includes an action valve (its function is to generate the brake cylinder control pressure according to the train pipe pressure change), the action valve is connected with the train pipe air circuit 9, the auxiliary air The cylinder air circuit 8 is connected, and the action valve is also connected with the first port 21 of a two-way valve 2. The two-way valve 2 is also provided with a second port 22 and a two-way valve outlet 23. The second port 22 is reversing through a two-position three-way The valve 3 is connected with an emergency pressure regulating valve 4 (which can adjust the gas pressure transmitted by the main air passage 7 during emergency braking). The emergency pressure regulating valve 4 is connected with the main air passage 7. A first control valve port 31 communicating with the train pipe air circuit 9 is provided; the two-way valve outlet 23 is connected with a mode switching circuit 5 capable of communicating with the brake cylinder air circuit 6 . The two-way valve 2 compares the compressed air pressure output by the action valve connected to the first port 21 with the compressed air pressure output by the two-position three-way reversing valve 3 connected to the second port 22, and selects the end with a higher pressure to communicate with the two-way valve outlet 23. As shown in Figure 1, the action valve at least includes a three-position four-way control valve 1, and one end of the three-position four-way control valve 1 is provided with a control valve connected to the train pipe air circuit 9 to control the first control position of the three-position four-way control valve. The second control valve port 11 in the working state, the other end of the three-position four-way control valve 1 is provided with a third control valve connected to the auxiliary air cylinder air circuit 8 to control the second control position of the three-position four-way control valve to enter the working state. Valve port 12, the three-position four-way control valve 1 is also provided with a first emptying valve port 16, a first valve port 13 connected with the train pipe air circuit 9, and a second valve port connected with the auxiliary air cylinder air circuit 8 14 and a third valve port 15 connected to the first port 21. When the first control position of the three-position four-way control valve enters the working state, the train pipe air circuit 9 communicates with the auxiliary air cylinder air circuit 8 through the first valve port 13 and the second valve port 14, and the first port 21 passes through the third valve port 15 communicates with the first exhaust valve port 16; when the second control position of the three-position four-way control valve enters the working state, the auxiliary air cylinder air circuit 8 communicates with the first port 21 through the second valve port 14 and the third valve port 15 , the first valve port 13 and the first exhaust valve port 16 are disconnected; when the three-position four-way control valve 1 is in the normal position, the first valve port 13, the second valve port 14, the third valve port 15 and the third valve port A discharge valve port 16 is mutually disconnected.
进一步，如图1所示，模式转换回路5包括并列设置的直通管道51和限压管道52，直通管道51和限压管道52的入口均与双向阀出口23连接，直通管道51和限压管道52的出口均连接于一转换塞门53，直通管道51通过转换塞门53与制动缸气路6连通形成正常模式通道501，限压管道52通过转换塞门53与制动缸气路6连通形成无火回送模式通道502。Further, as shown in Figure 1, the mode conversion circuit 5 includes a straight-through pipeline 51 and a pressure-limiting pipeline 52 arranged side by side. The outlets of 52 are all connected to a conversion plug 53, the straight-through pipeline 51 communicates with the brake cylinder air circuit 6 through the conversion plug 53 to form a normal mode channel 501, and the pressure-limiting pipeline 52 connects to the brake cylinder air circuit 6 through the conversion plug 53 The communication forms the fireless loopback mode channel 502 .
进一步，如图1所示，转换塞门53上设有选择正常模式通道501或无火回送模式通道502的控制结构(图中未示出)。该控制结构根据机车模式需求(正常模式与无火回送模式)，选择两个模式通道中的一个与制动缸气路6连通。Further, as shown in FIG. 1 , the switching plug 53 is provided with a control structure (not shown in the figure) for selecting the normal mode channel 501 or the no-fire loopback mode channel 502 . The control structure selects one of the two mode channels to communicate with the brake cylinder air circuit 6 according to the mode requirements of the locomotive (normal mode and no-fire return mode).
在本实施方式中，如图1所示，转换塞门53上设置有第六阀口531、第七阀口532和与制动缸气路6连通的第八阀口533。In this embodiment, as shown in FIG. 1 , the switching plug 53 is provided with a sixth valve port 531 , a seventh valve port 532 and an eighth valve port 533 communicating with the brake cylinder air passage 6 .
进一步，如图1所示，限压管道52上串接有一限压阀521，限压阀521的入口与双向阀出口23连接，限压阀521的出口与第六阀口531连接，限压阀521通过第六阀口531、第八阀口533与制动缸气路6连通形成无火回送模式通道502。限压阀521能够将输出的压力控制到无火回送模式需求的制动缸压力(本发明的一具体实施例中，该压力值为250KPa)。Further, as shown in Figure 1, a pressure limiting valve 521 is connected in series on the pressure limiting pipeline 52, the inlet of the pressure limiting valve 521 is connected to the outlet 23 of the two-way valve, the outlet of the pressure limiting valve 521 is connected to the sixth valve port 531, and the pressure limiting The valve 521 communicates with the brake cylinder air passage 6 through the sixth valve port 531 and the eighth valve port 533 to form a no-fire loopback mode channel 502 . The pressure limiting valve 521 can control the output pressure to the brake cylinder pressure required by the no fire return mode (in a specific embodiment of the present invention, the pressure value is 250KPa).
进一步，如图1所示，直通管道51的出口与第七阀口532连接，直通管道51通过第七阀口532、第八阀口533与制动缸气路6连通形成正常模式通道501。Further, as shown in FIG. 1 , the outlet of the straight pipe 51 is connected to the seventh valve port 532 , and the straight pipe 51 communicates with the brake cylinder air circuit 6 through the seventh valve port 532 and the eighth valve port 533 to form a normal mode channel 501 .
进一步，如图1所示，二位三通换向阀3上设置有与第二端口22连接的第四阀口32，二位三通换向阀3上还设置有与紧急调压阀4的一端连接的第五阀口33，二位三通换向阀3上还设置有第二排空阀口34，二位三通换向阀3的另一端设置有复位弹簧35。Further, as shown in Figure 1, the two-position three-way reversing valve 3 is provided with a fourth valve port 32 connected to the second port 22, and the two-position three-way reversing valve 3 is also provided with an emergency pressure regulating valve 4 One end connected to the fifth valve port 33, the two-position three-way reversing valve 3 is also provided with a second exhaust valve port 34, and the other end of the two-position three-way reversing valve 3 is provided with a return spring 35.
在本实施方式中，二位三通换向阀3在第一控制阀口31的控制下进入控制状态时，第二端口22通过第四阀口32与第二排空阀口34连通，第五阀口33呈断开状态；二位三通换向阀3处于常态位时，第二端口22通过第四阀口32、第五阀口33与紧急调压阀4连通，第二排空阀口34呈断开状态。In this embodiment, when the two-position three-way reversing valve 3 enters the control state under the control of the first control valve port 31, the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32, and the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32. The five-valve port 33 is disconnected; when the two-position three-way reversing valve 3 is in the normal position, the second port 22 communicates with the emergency pressure regulating valve 4 through the fourth valve port 32 and the fifth valve port 33, and the second exhaust The valve port 34 is in an open state.
本发明提供的机车用空气制动阀100能实现四种状态时制动缸控制压力的功能，即常用制动、紧急制动、无火回送模式制动状态及各状态下的制动缓解。The locomotive air brake valve 100 provided by the present invention can realize the function of brake cylinder pressure control in four states, that is, normal braking, emergency braking, non-fire loopback mode braking state and braking relief in each state.
常用制动状态时，模式转换回路5选择正常模式通道501，即双向阀出口23通过直通管道51、第七阀口532、第八阀口533与制动缸气路6连通；列车管气路9排风减压，辅助风缸气路8压力大于列车管气路9压力，三位四通控制阀1另一端设置的第三控制阀口12控制三位四通控制阀第二控制位进入工作状态，辅助风缸气路8通过第二阀口14、第三阀口15与第一端口21连通，第一阀口13、第一排空阀口16呈断开状态；同时，二位三通换向阀3的一端设置的与列车管气路9连通的第一控制阀口31的压力仍大于二位三通换向阀3的复位弹簧35的恢复力，二位三通换向阀3处于控制状态，第二端口22通过第四阀口32与第二排空阀口34连通，压差作用下第二端口22封闭，第五阀口33呈断开状态；双向阀2的第一端口21的进气压力大于第二端口，压缩空气自辅助风缸气路8经第二阀口14、第三阀口15、第一端口21、双向阀出口23、直通管道51、第七阀口532、第八阀口533进入制动缸气路6，控制制动缸(现有技术)充风(一具体实施例中常用制动状态下制动缸充风压力达420kPa)，实现制动。In the normal braking state, the mode conversion circuit 5 selects the normal mode channel 501, that is, the two-way valve outlet 23 communicates with the brake cylinder air circuit 6 through the straight-through pipe 51, the seventh valve port 532, and the eighth valve port 533; 9 Exhaust and reduce pressure, the pressure of the auxiliary air cylinder air circuit 8 is greater than the pressure of the train pipe air circuit 9, the third control valve port 12 set at the other end of the three-position four-way control valve 1 controls the second control position of the three-position four-way control valve to enter In the working state, the auxiliary air cylinder air circuit 8 communicates with the first port 21 through the second valve port 14 and the third valve port 15, and the first valve port 13 and the first emptying valve port 16 are disconnected; at the same time, the two The pressure of the first control valve port 31 connected to the train pipe gas circuit 9 provided at one end of the three-way reversing valve 3 is still greater than the restoring force of the return spring 35 of the two-position three-way reversing valve 3, and the two-position three-way reversing The valve 3 is in the control state, the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32, the second port 22 is closed under the pressure difference, and the fifth valve port 33 is disconnected; the two-way valve 2 The intake pressure of the first port 21 is greater than that of the second port, and the compressed air passes through the second valve port 14, the third valve port 15, the first port 21, the two-way valve outlet 23, the straight pipe 51, the The seven valve port 532 and the eighth valve port 533 enter the brake cylinder air circuit 6 to control the brake cylinder (prior art) to fill with air (in a specific embodiment, the pressure of the brake cylinder to fill the air under the usual braking state reaches 420kPa), Implement braking.
当缓解常用制动时，模式转换回路5选择正常模式通道501，即双向阀出口23通过直通管道51、第七阀口532、第八阀口533与制动缸气路6连通；列车管气路9充风，三位四通控制阀1一端设置的第二控制阀口11控制三位四通控制阀第一控制位进入工作状态，列车管气路9通过第一阀口13、第二阀口14与辅助风缸气路8连通，第三阀口15与第一排空阀口16连通，此时二位三通换向阀3在第一控制阀口31的控制下进入控制状态，第二端口22通过第四阀口32与第二排空阀口34连通，压差作用下第二端口22封闭，制动缸气路6中的压缩空气经正常模式通道501、双向阀出口23、第一端口21、第三阀口15、第一排空阀口16排空，实现制动缸气路的缓解。When normal braking is relieved, the mode conversion circuit 5 selects the normal mode channel 501, that is, the two-way valve outlet 23 communicates with the brake cylinder air circuit 6 through the straight-through pipeline 51, the seventh valve port 532, and the eighth valve port 533; Road 9 is filled with air, the second control valve port 11 set at one end of the three-position four-way control valve 1 controls the first control position of the three-position four-way control valve to enter the working state, and the train pipe air circuit 9 passes through the first valve port 13, the second The valve port 14 communicates with the auxiliary air cylinder air circuit 8, and the third valve port 15 communicates with the first exhaust valve port 16. At this time, the two-position three-way reversing valve 3 enters the control state under the control of the first control valve port 31 , the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32, the second port 22 is closed under the pressure difference, and the compressed air in the brake cylinder air circuit 6 passes through the normal mode channel 501 and the outlet of the two-way valve. 23. The first port 21, the third valve port 15, and the first emptying valve port 16 are emptied to realize the relief of the air circuit of the brake cylinder.
紧急制动状态时，模式转换回路5选择正常模式通道501，即双向阀出口23通过直通管道51、第七阀口532、第八阀口533与制动缸气路6连通；列车管气路9迅速排空，辅助风缸气路8压力大于列车管气路9压力，三位四通控制阀1另一端设置的第三控制阀口12控制三位四通控制阀第二控制位进入工作状态，辅助风缸气路8通过第二阀口14、第三阀口15与第一端口21连通，第一阀口13、第一排空阀口16呈断开状态，压缩空气自辅助风缸气路8经第二阀口14、第三阀口15到达第一端口21处；同时，由于列车管气路9迅速排空，二位三通换向阀3的第一控制阀口31处无气体信号输入，在复位弹簧35的作用下(一具体实施例中复位弹簧35在第一控制阀口31处的压力小于等于140kPa时起到复位作用)，二位三通换向阀3进入常态位，第二端口22通过第四阀口32、第五阀口33、紧急调压阀4与总风气路7连通，压缩空气自总风气路7到达第二端口22处，紧急制动时总风气路7的压力大于第三阀口15输出的压力，第二端口22与双向阀出口23连通，压缩空气自总风气路7经紧急调压阀4、第五阀口33、第四阀口32、第二端口22、双向阀出口23、直通管道51、第七阀口532、第八阀口533进入制动缸气路6，控制制动缸(现有技术)充风(一具体实施例中紧急制动状态下制动缸充风压力达450kPa)，实现紧急制动。In the emergency braking state, the mode conversion circuit 5 selects the normal mode channel 501, that is, the two-way valve outlet 23 communicates with the brake cylinder air circuit 6 through the straight-through pipe 51, the seventh valve port 532, and the eighth valve port 533; 9 is quickly emptied, the pressure of the auxiliary air cylinder air circuit 8 is greater than the pressure of the train pipe air circuit 9, and the third control valve port 12 set at the other end of the three-position four-way control valve 1 controls the second control position of the three-position four-way control valve to enter work state, the auxiliary air cylinder air circuit 8 communicates with the first port 21 through the second valve port 14 and the third valve port 15, the first valve port 13 and the first emptying valve port 16 are disconnected, and the compressed air comes from the auxiliary air cylinder The cylinder gas circuit 8 reaches the first port 21 through the second valve port 14 and the third valve port 15; at the same time, due to the rapid emptying of the train pipe gas circuit 9, the first control valve port 31 of the two-position three-way reversing valve 3 There is no gas signal input, and under the action of the return spring 35 (in a specific embodiment, the return spring 35 plays a reset role when the pressure at the first control valve port 31 is less than or equal to 140kPa), the two-position three-way reversing valve 3 Entering the normal position, the second port 22 communicates with the main air passage 7 through the fourth valve port 32, the fifth valve port 33, and the emergency pressure regulating valve 4, and the compressed air reaches the second port 22 from the main air passage 7, and emergency braking When the pressure of the total air path 7 is greater than the pressure output by the third valve port 15, the second port 22 communicates with the two-way valve outlet 23, and the compressed air passes through the emergency pressure regulating valve 4, the fifth valve port 33, and the fourth port from the total air path 7. Valve port 32, second port 22, two-way valve outlet 23, straight-through pipeline 51, the seventh valve port 532, and the eighth valve port 533 enter the brake cylinder air circuit 6, and control the brake cylinder (prior art) to charge air (a In the specific embodiment, under the state of emergency braking, the air filling pressure of the brake cylinder reaches 450kPa), so as to realize emergency braking.
当缓解紧急制动时，模式转换回路5选择正常模式通道501，即双向阀出口23通过直通管道51、第七阀口532、第八阀口533与制动缸气路6连通；列车管气路9充风，三位四通控制阀1一端设置的第二控制阀口11控制三位四通控制阀第一控制位进入工作状态，列车管气路9通过第一阀口13、第二阀口14与辅助风缸气路8连通，第三阀口15与第一排空阀口16连通，此时二位三通换向阀3在第一控制阀口31充风到能够克服复位弹簧35压力时进入控制状态，第二端口22通过第四阀口32与第二排空阀口34连通，排空第二端口22压力，压差作用下第二端口22封闭，制动缸气路6中的压缩空气经正常模式通道501、双向阀出口23、第一端口21、第三阀口15、第一排空阀口16排空，实现制动缸气路的缓解；When emergency braking is relieved, the mode conversion circuit 5 selects the normal mode channel 501, that is, the two-way valve outlet 23 communicates with the brake cylinder air circuit 6 through the straight-through pipeline 51, the seventh valve port 532, and the eighth valve port 533; Road 9 is filled with air, the second control valve port 11 set at one end of the three-position four-way control valve 1 controls the first control position of the three-position four-way control valve to enter the working state, and the train pipe air circuit 9 passes through the first valve port 13, the second The valve port 14 communicates with the auxiliary air cylinder air circuit 8, and the third valve port 15 communicates with the first exhaust valve port 16. At this time, the two-position three-way reversing valve 3 is filled with air at the first control valve port 31 to overcome the reset When the pressure of the spring 35 enters the control state, the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32, and the pressure of the second port 22 is exhausted. The second port 22 is closed under the action of the pressure difference, and the brake cylinder gas The compressed air in the road 6 is evacuated through the normal mode channel 501, the two-way valve outlet 23, the first port 21, the third valve port 15, and the first exhaust valve port 16, so as to realize the relief of the brake cylinder air circuit;
无火回送模式制动状态时，模式转换回路5选择无火回送模式通道502，即双向阀出口23通过限压阀521、第六阀口531、第八阀口533与制动缸气路6连通；列车管气路9排风减压，辅助风缸气路8压力大于列车管气路9压力，三位四通控制阀1另一端设置的第三控制阀口12控制三位四通控制阀第二控制位进入工作状态，辅助风缸气路8通过第二阀口14、第三阀口15与第一端口21连通，第一阀口13、第一排空阀口16呈断开状态；同时，二位三通换向阀3的一端设置的与列车管气路9连通的第一控制阀口31的压力仍大于二位三通换向阀3的复位弹簧35的恢复力，二位三通换向阀3处于控制状态，第二端口22通过第四阀口32与第二排空阀口34连通，压差作用下第二端口22封闭，第五阀口33呈断开状态；双向阀2的第一端口21的进气压力大于第二端口，压缩空气自辅助风缸气路8经第二阀口14、第三阀口15、第一端口21、双向阀出口23到达限压阀521，压缩空气经限压阀521调压(一具体实施例中调压至250kPa)后，经第六阀口531、第八阀口533进入制动缸气路6，控制制动缸(现有技术)充风(一具体实施例中紧急制动状态下制动缸充风压力达250kPa)，实现无火回送模式制动。In the no-fire loopback mode braking state, the mode conversion circuit 5 selects the no-fire loopback mode channel 502, that is, the two-way valve outlet 23 passes through the pressure limiting valve 521, the sixth valve port 531, the eighth valve port 533 and the brake cylinder air circuit 6 Connected; the train pipe air circuit 9 is exhausted and decompressed, the pressure of the auxiliary air cylinder air circuit 8 is greater than the pressure of the train pipe air circuit 9, and the third control valve port 12 provided at the other end of the three-position four-way control valve 1 controls the three-position four-way control The second control position of the valve enters the working state, the auxiliary air cylinder air circuit 8 communicates with the first port 21 through the second valve port 14 and the third valve port 15, and the first valve port 13 and the first exhaust valve port 16 are disconnected State; Simultaneously, the pressure of the first control valve port 31 that one end of the two-position three-way reversing valve 3 is provided with and communicated with the train pipe air circuit 9 is still greater than the restoring force of the return spring 35 of the two-position three-way reversing valve 3, The two-position three-way reversing valve 3 is in the control state, the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32, the second port 22 is closed under the pressure difference, and the fifth valve port 33 is disconnected State: the intake pressure of the first port 21 of the two-way valve 2 is greater than that of the second port, and the compressed air passes through the second valve port 14, the third valve port 15, the first port 21, and the two-way valve outlet 23 from the auxiliary air cylinder air circuit 8 After reaching the pressure limiting valve 521, the compressed air enters the brake cylinder air circuit 6 through the sixth valve port 531 and the eighth valve port 533 after the pressure is adjusted by the pressure limiting valve 521 (in a specific embodiment, the pressure is adjusted to 250kPa). The moving cylinder (prior art) is filled with air (in a specific embodiment, the pressure of the air filled in the brake cylinder reaches 250kPa under the state of emergency braking), so as to realize braking in the no-fire loopback mode.
当无火回送模式状态的制动缓解时，模式转换回路5选择无火回送模式通道502，即双向阀出口23通过限压阀521、第六阀口531、第八阀口533与制动缸气路6连通；列车管气路9充风，三位四通控制阀1一端设置的第二控制阀口11控制三位四通控制阀第一控制位进入工作状态，列车管气路9通过第一阀口13、第二阀口14与辅助风缸气路8连通，第三阀口15与第一排空阀口16连通，此时二位三通换向阀3在第一控制阀口31的控制下进入控制状态，第二端口22通过第四阀口32与第二排空阀口34连通，压差作用下第二端口22封闭，制动缸气路6中的压缩空气经无火回送模式通道502、双向阀出口23、第一端口21、第三阀口15、第一排空阀口16排空，实现制动缸气路的缓解。When the brake in the no-fire loopback mode state is relieved, the mode switching circuit 5 selects the no-fire loopback mode channel 502, that is, the two-way valve outlet 23 passes through the pressure limiting valve 521, the sixth valve port 531, the eighth valve port 533 and the brake cylinder. The air circuit 6 is connected; the train pipe air circuit 9 is filled with air, the second control valve port 11 provided at one end of the three-position four-way control valve 1 controls the first control position of the three-position four-way control valve to enter the working state, and the train pipe air circuit 9 passes through The first valve port 13 and the second valve port 14 communicate with the auxiliary air cylinder air circuit 8, and the third valve port 15 communicates with the first emptying valve port 16. Under the control of port 31, the second port 22 communicates with the second exhaust valve port 34 through the fourth valve port 32, and the second port 22 is closed under the pressure difference, and the compressed air in the brake cylinder air circuit 6 passes through The no-fire loopback mode channel 502 , the two-way valve outlet 23 , the first port 21 , the third valve port 15 , and the first emptying valve port 16 are emptied to realize relief of the brake cylinder air circuit.
由上所述，本发明提供的机车用空气制动阀，结构简单，将缓解、常用制动、紧急制动和无火回送模式制动集成于一体，集成满足了缓解以及常用制动、紧急制动、无火回送模式制动状态下机车制动缸不同控制压力的需求，实现了模块化、集成化；本发明的机车用空气制动阀简化了无火回送模式设置的操作流程，只需调整转换塞门到“无火回送模式通道”，便可实现无火回送模式下的制动，方法简单，降低了劳动强度，提高了工作效率，同时，无火回送模式制动时不再排空总风压力，节约压缩空气、保护了环境。From the above, the locomotive air brake valve provided by the present invention has a simple structure, integrates relief, normal braking, emergency braking and no-fire return mode braking, and the integration meets the requirements of relief, normal braking, emergency The requirements for different control pressures of the locomotive brake cylinder under braking and non-fire return mode braking state have realized modularization and integration; It is necessary to adjust the switching plug to the "no-fire loopback mode channel" to realize braking in the no-fire loopback mode. The method is simple, reduces labor intensity, and improves work efficiency. Evacuate the total wind pressure, save compressed air and protect the environment.
以上所述仅为本发明示意性的具体实施方式，并非用以限定本发明的范围。任何本领域的技术人员，在不脱离本发明的构思和原则的前提下所作出的等同变化与修改，均应属于本发明保护的范围。The above descriptions are only illustrative specific implementations of the present invention, and are not intended to limit the scope of the present invention. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principle of the present invention shall fall within the protection scope of the present invention.
Claims (8)
- A kind of 1. air brake valve for locomotive, it is characterised in that：It is the application valve and train pipe gas circuit, auxiliary including an application valve Reservoir gas circuit is helped to connect, first port of the application valve also with a two-way valve is connected, and second is additionally provided with the two-way valve Port and two-way valve outlet, the second port is connected with a urgent pressure regulator valve by a two position three way directional control valve, described urgent Pressure regulator valve connects with total general mood road, and one end of the two position three way directional control valve is provided with connected with the train pipe gas circuit first Control valve port；The two-way valve outlet is connected with the patten transformation loop that can be connected with checking cylinder gas circuit；The application valve comprises at least a 3-position 4-way control valve, and described 3-position 4-way control valve one end is provided with and the train Pipe gas circuit connects, the control control bit of 3-position 4-way control valve first enters the second control valve port of working condition, described The other end of 3-position 4-way control valve is provided be connected with the supplementary reservoir gas circuit, the control 3-position 4-way control valve the Two control bits enter the 3rd control valve port of working condition, be additionally provided with the 3-position 4-way control valve first emptying valve mouth, The first valve port for being connected with the train pipe gas circuit, the second valve port being connected with the supplementary reservoir gas circuit and with the first end 3rd valve port of mouth connection；When the control bit of 3-position 4-way control valve first enters working condition, the train pipe gas circuit passes through first valve Mouth, second valve port connect with the supplementary reservoir gas circuit, and the first port passes through the 3rd valve port and described first Empty valve port connection；When the control bit of 3-position 4-way control valve second enters working condition, the supplementary reservoir gas circuit passes through Second valve port, the 3rd valve port connect with the first port, and first valve port, the first emptying valve mouth are in disconnected Open state；When the 3-position 4-way control valve is in the normal state, first valve port, second valve port, the 3rd valve port It is in mutual off-state with the first emptying valve mouth.
- 2. air brake valve for locomotive as claimed in claim 1, it is characterised in that：The patten transformation loop is set including parallel connection The entrance of the direct piping and pressure limiting pipeline put, the direct piping and the pressure limiting pipeline connects with the two-way valve outlet Connect, the outlet of the direct piping and the pressure limiting pipeline is connected with one and cut out cock, and the direct piping passes through the conversion Cock is connected to form normal mode passage with the checking cylinder gas circuit, and the pressure limiting pipeline is cut out cock and the system by described Dynamic cylinder gas circuit connects to be formed without fiery loop back mode passage.
- 3. air brake valve for locomotive as claimed in claim 2, it is characterised in that：It is described to cut out cock provided with described in selection Normal mode passage or the control structure without fiery loop back mode passage.
- 4. air brake valve for locomotive as claimed in claim 3, it is characterised in that：It is described cut out cock on be provided with the 6th valve Mouth, the 7th valve port and the 8th valve port connected with the checking cylinder gas circuit.
- 5. air brake valve for locomotive as claimed in claim 4, it is characterised in that：A pressure limiting is serially connected with the pressure limiting pipeline Valve, the entrance of the pressure limiting valve are connected with the two-way valve outlet, and the outlet of the pressure limiting valve is connected with the 6th valve port, institute Pressure limiting pipeline is stated to connect to form institute with the checking cylinder gas circuit by the pressure limiting valve, the 6th valve port, the 8th valve port State without fiery loop back mode passage.
- 6. air brake valve for locomotive as claimed in claim 4, it is characterised in that：The outlet of the direct piping and described the Seven valve ports are connected, and the direct piping is connected with the checking cylinder gas circuit and formed by the 7th valve port, the 8th valve port The normal mode passage.
- 7. air brake valve for locomotive as claimed in claim 1, it is characterised in that：It is provided with the two position three way directional control valve The 4th valve port being connected with the second port, one with the urgent pressure regulator valve is additionally provided with the two position three way directional control valve The 5th valve port of connection is held, second emptying valve mouth is additionally provided with the two position three way directional control valve.
- 8. air brake valve for locomotive as claimed in claim 7, it is characterised in that：The two position three way directional control valve enters control During state, the second port is connected by the 4th valve port with the second emptying valve mouth, and the 5th valve port is in disconnection State；When the two position three way directional control valve is in the normal state, the second port passes through the 4th valve port, the 5th valve port Connected with the urgent pressure regulator valve, the second emptying valve mouth is in off-state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510922919.0A CN105383473B (en) | 2015-12-14 | 2015-12-14 | air brake valve for locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510922919.0A CN105383473B (en) | 2015-12-14 | 2015-12-14 | air brake valve for locomotive |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105383473A CN105383473A (en) | 2016-03-09 |
| CN105383473B true CN105383473B (en) | 2018-03-23 |
Family
ID=55416431
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510922919.0A Active CN105383473B (en) | 2015-12-14 | 2015-12-14 | air brake valve for locomotive |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN105383473B (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105667537A (en) * | 2016-04-01 | 2016-06-15 | 青岛思锐科技有限公司 | Fireless returning device of locomotive |
| CN107776605B (en) * | 2016-08-31 | 2020-11-24 | 克诺尔车辆设备(苏州)有限公司 | Fireless return control system for locomotives |
| CN106394531A (en) * | 2016-11-28 | 2017-02-15 | 中车洛阳机车有限公司 | Air control device used for vehicle emergency braking |
| CN106428102B (en) * | 2016-12-06 | 2020-06-02 | 中车长春轨道客车股份有限公司 | Compressed air control and distribution device for back sending rescue of motor train unit |
| CN107472291B (en) * | 2017-08-25 | 2019-05-10 | 中车青岛四方车辆研究所有限公司 | Without fiery loopback module, locomotive air brake control and control system |
| CN108162938B (en) * | 2018-01-09 | 2020-06-23 | 中车株洲电力机车有限公司 | Locomotive and braking state conversion control system thereof |
| CN108454649B (en) * | 2018-04-04 | 2023-08-15 | 湖南高速铁路职业技术学院 | Remote relieving system for parking brake of locomotive and motor train unit |
| CN109532930A (en) * | 2019-01-08 | 2019-03-29 | 中车株洲电力机车有限公司 | Braking system and rail vehicle |
| CN109703596B (en) * | 2019-01-29 | 2020-12-22 | 中车青岛四方机车车辆股份有限公司 | A rail vehicle dual-mode rescue conversion device, method and vehicle |
| CN109703595B (en) * | 2019-01-29 | 2020-12-22 | 中车青岛四方机车车辆股份有限公司 | Double-mode rescue conversion device and method for railway vehicle and vehicle |
| CN113060177B (en) * | 2021-03-31 | 2022-12-16 | 中车青岛四方车辆研究所有限公司 | Locomotive brake cylinder control system and control method |
| CN113619639B (en) * | 2021-09-23 | 2022-07-19 | 中车株洲电力机车有限公司 | Air backup brake conversion system and method and rail transit vehicle |
| CN117208030A (en) * | 2023-10-30 | 2023-12-12 | 中车大连机车车辆有限公司 | Unpowered loopback braking device of GOST standard locomotive and GOST standard locomotive |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102225693A (en) * | 2011-04-25 | 2011-10-26 | 浙江金字机械电器有限公司 | Train gas circuit controller |
| RU2444454C1 (en) * | 2010-11-16 | 2012-03-10 | Открытое акционерное общество МТЗ ТРАНСМАШ | Railway vehicle driver's brake valve |
| CN102963344A (en) * | 2012-12-04 | 2013-03-13 | 北京二七轨道交通装备有限责任公司 | Control device of air braking system of rail vehicles |
| CN103395431A (en) * | 2013-07-31 | 2013-11-20 | 瑞立集团瑞安汽车零部件有限公司 | Multifunctional integrated control valve system |
| CN205149845U (en) * | 2015-12-14 | 2016-04-13 | 中国铁道科学研究院 | Machine vehicle air brake valve |
-
2015
- 2015-12-14 CN CN201510922919.0A patent/CN105383473B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2444454C1 (en) * | 2010-11-16 | 2012-03-10 | Открытое акционерное общество МТЗ ТРАНСМАШ | Railway vehicle driver's brake valve |
| CN102225693A (en) * | 2011-04-25 | 2011-10-26 | 浙江金字机械电器有限公司 | Train gas circuit controller |
| CN102963344A (en) * | 2012-12-04 | 2013-03-13 | 北京二七轨道交通装备有限责任公司 | Control device of air braking system of rail vehicles |
| CN103395431A (en) * | 2013-07-31 | 2013-11-20 | 瑞立集团瑞安汽车零部件有限公司 | Multifunctional integrated control valve system |
| CN205149845U (en) * | 2015-12-14 | 2016-04-13 | 中国铁道科学研究院 | Machine vehicle air brake valve |
Non-Patent Citations (1)
| Title |
|---|
| 快捷货运列车制动系统研究;林晖等;《中国铁道学会车辆委员会快捷货车制动技术交流会论文集》;20151031;27-33 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN105383473A (en) | 2016-03-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN105383473B (en) | air brake valve for locomotive | |
| CN102963344B (en) | Guideway vehicle Pneumatic brake systems control setup | |
| CN105564402B (en) | Locomotive brake train pipe intelligent control module | |
| CN110461672A (en) | Integrated Trailer Control Module (TCV) with external electropneumatic hand brake unit (EPH) | |
| CN101913351B (en) | Pneumatic braking system, crane with pneumatic braking system and pneumatic braking method | |
| CN205149845U (en) | Machine vehicle air brake valve | |
| CN106740785A (en) | A kind of locomotive, brake-cylinder pressure control system and method | |
| CN109476296A (en) | Parking brake-valve arrangement for actuating the spring charged-parking brake | |
| CN105667537A (en) | Fireless returning device of locomotive | |
| CN203713465U (en) | Inflation and deflation control system for air springs | |
| CN101992763A (en) | Pneumatic braking system and method, and crane having pneumatic braking system | |
| WO2019096111A1 (en) | Locomotive and backup brake device thereof | |
| CN106428103B (en) | Locomotive brake independent control device | |
| EP4497652B1 (en) | Locomotive brake control system and control method | |
| CA2631010A1 (en) | Single car test interface device | |
| CN113060177A (en) | Locomotive brake cylinder control system and control method | |
| CN108657218A (en) | A kind of auxiliary braking control device and method for magnetic-levitation train | |
| CN202923629U (en) | Control device of railway vehicle air brake system | |
| CN217455946U (en) | Remote control brake integrated valve plate module for railway vehicle | |
| CN114954556B (en) | Unmanned integrated valve plate module of braking | |
| CN103192816B (en) | Multichannel control pressure relay valve | |
| CN207470513U (en) | A kind of Bidirectional balanced valve and bidirectional hydraulic lock composite device | |
| CN201826840U (en) | Double-heightening system of coal-winning machine | |
| CN202531552U (en) | Hydraulic device for automatically switching double insurance of main/ subsidiary continuous pressure feeding oil way | |
| CN106476775B (en) | Locomotive air brake system and locomotive |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB03 | Change of inventor or designer information |
Inventor after: Lin Hui Inventor after: Chi Hai Inventor after: Yan Zhiqiang Inventor after: Li Fei Inventor after: Wu Renen Inventor after: Zhang Peifeng Inventor before: Lin Hui Inventor before: Chi Hai |
|
| COR | Change of bibliographic data | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 100081 Beijing city Haidian District Daliushu Road No. 2 Co-patentee after: BEIJING ZONGHENG ELECTRO-MECHANICAL TECHNOLOGY Co.,Ltd. Patentee after: CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Co-patentee after: LOCOMOTIVE & CAR RESEARCH INSTITUTE OF CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Address before: 100081 Beijing city Haidian District Daliushu Road No. 2 Co-patentee before: BEIJING ZONGHENG ELECTROMECHANICAL TECHNOLOGY DEVELOPMENT Co.,Ltd. Patentee before: China Academy of Railway Sciences Co-patentee before: CHINA ACADEMY OF RAILWAY SCIENCES LOCOMOTIVE & CAR Research Institute |
|
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20191204 Address after: 100081 Beijing city Haidian District Daliushu Road No. 2 Co-patentee after: BEIJING ZONGHENG ELECTRO-MECHANICAL TECHNOLOGY Co.,Ltd. Patentee after: CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Co-patentee after: LOCOMOTIVE & CAR RESEARCH INSTITUTE OF CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Co-patentee after: TIEKE ASPECT (TIANJIN) TECHNOLOGY DEVELOPMENT Co.,Ltd. Address before: 100081 Beijing city Haidian District Daliushu Road No. 2 Co-patentee before: BEIJING ZONGHENG ELECTRO-MECHANICAL TECHNOLOGY Co.,Ltd. Patentee before: CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. Co-patentee before: LOCOMOTIVE & CAR RESEARCH INSTITUTE OF CHINA ACADEMY OF RAILWAY SCIENCES Corp.,Ltd. |