CN108622061B - Relief assurance valve and pneumatic compression system - Google Patents
Relief assurance valve and pneumatic compression system Download PDFInfo
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- CN108622061B CN108622061B CN201810688448.5A CN201810688448A CN108622061B CN 108622061 B CN108622061 B CN 108622061B CN 201810688448 A CN201810688448 A CN 201810688448A CN 108622061 B CN108622061 B CN 108622061B
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- 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
- B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
- B60T15/184—Railway control or brake valves
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Safety Valves (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention provides a relief assurance valve and a pneumatic braking system, and relates to the technical field of pneumatic braking. The relief assurance valve includes a first control valve and a second control valve. The first cavity is communicated with the train pipe, and the second cavity is connected with an acceleration and relief air cylinder and an auxiliary air cylinder. The third cavity is communicated with the atmosphere, and the fourth cavity is communicated with the brake cylinder; and the fourth chamber is selectively vented to atmosphere. The second cavity is connected with the fourth cavity, the first valve core moves to enable gas in the auxiliary air cylinder to selectively reach the second cavity, and the second valve core moves to enable gas in the fourth cavity to selectively communicate with the atmosphere. The relief assurance valve can ensure that the pressure in the brake cylinder is relieved when the control main valve fails, so that the pneumatic braking system works normally, and the safety and stability of the pneumatic braking system are improved.
Description
Technical Field
The invention relates to the technical field of pneumatic braking, in particular to a relief assurance valve and a pneumatic braking system.
Background
In the train pneumatic braking system, if the control main valve fails, when the braking cylinder needs to be relieved, the pressure difference between the train pipe and the auxiliary air cylinder is too small due to the failure of the control main valve, and the action mechanism is not sufficiently placed in a relieving position. Therefore, the brake cylinder cannot be communicated with the atmosphere, and the brake cylinder is not relieved, so that the vehicle band-type brake is caused.
In view of this, the design of this application has made a kind of relief assurance valve, can ensure that the pressure of brake cylinder is relieved, avoids the vehicle band-type brake, is the technical problem that needs the improvement in the present pneumatic braking technical field urgently.
Disclosure of Invention
An object of the present invention includes providing a relief assurance valve including a first control valve and a second control valve. When the control main valve fails, the pressure in the brake cylinder can be relieved, the normal operation of the vehicle is ensured, and the safety and stability of the whole brake system are improved.
The invention further provides a pneumatic braking system which comprises the control main valve and the relief ensuring valve, when the control main valve fails, the pneumatic braking system can smoothly relieve the braking cylinder after braking, so that the vehicle band-type brake is prevented, and the normal operation of the whole braking system is ensured, and the safety is high and the stability is good.
The invention improves the technical problems by adopting the following technical proposal.
The invention provides a relief and guarantee valve, which comprises a first control valve and a second control valve, wherein the first control valve comprises a first cavity, a second cavity and a first valve core arranged in the second cavity, and the second control valve comprises a third cavity, a fourth cavity and a second valve core arranged in the fourth cavity.
The first cavity is communicated with a train pipe, and the second cavity is connected with an acceleration and relief air cylinder and an auxiliary air cylinder; the third cavity is communicated with the atmosphere, and the fourth cavity is communicated with the brake cylinder; and the fourth chamber is selectively in communication with the atmosphere.
The second cavity is connected with the fourth cavity, the first valve core moves to enable gas in the auxiliary air cylinder to selectively reach the second cavity, and the second valve core moves to enable gas in the fourth cavity to selectively communicate with the atmosphere.
Further, a time delay air cylinder is arranged between the train pipe and the first cavity.
Further, a first one-way valve and a first throttling port are arranged between the delay air cylinder and the train pipe, and the first one-way valve enables gas in the delay air cylinder to enter the train pipe; the first check valve and the first throttling orifice are arranged in parallel.
Further, a second one-way valve and a second throttling port are arranged between the second cavity and the acceleration and deceleration cylinder, and the second one-way valve enables gas in the acceleration and deceleration cylinder to enter the second cavity; the second check valve and the second throttle are arranged in parallel.
Further, a third one-way valve and a third throttling port are arranged between the fourth cavity and the brake cylinder, and the third one-way valve enables gas in the fourth cavity to enter the brake cylinder; the third check valve and the third throttling port are arranged in parallel.
Further, the pressure of the acceleration and deceleration cylinder is greater than the pressure of the train pipe, and when the pressure difference between the acceleration and deceleration cylinder and the train pipe reaches a first preset value, the first valve core moves towards the first cavity, and the gas in the auxiliary cylinder is blocked by the first valve core and cannot reach the fourth cavity.
Further, the first preset value is 10kPa to 20kPa.
Further, the pressure of the brake cylinder reaches a second preset value, the second valve core moves to the third cavity, and the fourth cavity is communicated with the atmosphere; simultaneously, the second cavity is communicated with the fourth cavity, the pressure is reduced, the first valve core moves towards the second cavity, and gas in the auxiliary air cylinder enters the second cavity.
Further, the second preset value is 50kPa to 70kPa.
The invention provides a pneumatic braking system, which comprises a control main valve and the relief ensuring valve, wherein the relief ensuring valve is communicated with the control main valve; when the control main valve fails, the relief ensuring valve can enable the brake cylinder to be communicated with the atmosphere, so that pressure reduction is realized.
The relief assurance valve and pneumatic compression system provided by the present invention has the following aspects
The beneficial effects are that:
the invention provides a relief ensuring valve which comprises a first control valve and a second control valve, wherein the first control valve is respectively connected with a train pipe, an acceleration relieving air cylinder and an auxiliary air cylinder, the second control valve is respectively connected with a brake cylinder and the atmosphere, and the first control valve is connected with the second control valve. If the control main valve breaks down, the pressure in the brake cylinder cannot be relieved, at the moment, the relief guarantee valve can perform treatment action, a part of air in the auxiliary air cylinder is discharged, the pressure in the auxiliary air cylinder is reduced, the pressure difference between the train pipe and the auxiliary air cylinder is increased, the brake cylinder is relieved by establishing enough pressure difference, the vehicle brake is avoided, and the safety and stability of the vehicle are improved.
The pneumatic braking system provided by the invention comprises the control main valve and the relief ensuring valve, when the control main valve fails, the pneumatic braking system can smoothly relieve the braking cylinder after braking, prevent the vehicle brake, ensure the normal operation of the whole braking system, and has high safety and good stability.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of an application scenario of a relief assurance valve according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an application scenario for controlling a main valve;
FIG. 3 is a schematic view of an initial state of a relief assurance valve according to an embodiment of the present invention;
FIG. 4 is a schematic view of an exemplary embodiment of a structure of a relief assurance valve in an initial braking state;
FIG. 5 is a schematic view of the structure of a final braking state of a relief assurance valve according to an embodiment of the present invention;
FIG. 6 is a schematic view of a structure of a relief valve according to an embodiment of the present invention;
FIG. 7 is a schematic view of the structure of a relief end state of a relief assurance valve according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a relief valve according to an embodiment of the present invention in a primary relief state under abnormal conditions of a control main valve;
fig. 9 is a schematic structural diagram of a relief assurance valve according to an embodiment of the present invention for relieving an intermediate state in case of controlling an abnormality of a main valve.
Icon: 110-a first control valve; 111-a first cavity; 113-a second cavity; 115-a first spool; 117-a first membrane plate; 119-a first spring; 130-a second control valve; 131-a third cavity; 133-fourth cavity; 135-a second valve core; 137-a second membrane plate; 139-a second spring; 150-train pipes; 151-a first restriction; 153-a first one-way valve; 155-a time delay air cylinder; 160-accelerating and reducing air cylinders; 161-a second one-way valve; 163-second orifice; 170-an auxiliary air cylinder; 171-fourth orifice; 180-brake cylinder; 181-a third one-way valve; 183-third restriction; 101-controlling the main valve.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be understood that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship conventionally put in use of the product of the present invention, or the azimuth or positional relationship conventionally understood by those skilled in the art, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present invention.
The terms "first", "second", and the like, are used merely for distinguishing the description and have no special meaning.
In the description of the present invention, it should also be noted that, unless explicitly stated and limited otherwise, the terms "disposed" and "mounted" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Fig. 1 is a schematic structural diagram of an application scenario of a relief assurance valve according to an embodiment of the present invention, please refer to fig. 1.
The relief ensuring valve provided in this embodiment includes a first control valve 110 and a second control valve 130, where the first control valve 110 includes a first cavity 111, a second cavity 113, and a first valve core 115 disposed in the second cavity 113, and the second control valve 130 includes a third cavity 131, a fourth cavity 133, and a second valve core 135 disposed in the fourth cavity 133.
The first chamber 111 communicates with the train pipe 150, and the second chamber 113 is connected with an acceleration reducing reservoir 160 and a sub reservoir 170. The third chamber 131 communicates with the atmosphere, and the fourth chamber 133 communicates with the brake cylinder 180. And the fourth chamber 133 is selectively communicated with the atmosphere.
The second chamber 113 is connected to the fourth chamber 133, the first spool 115 moves to allow the gas in the sub-cylinder 170 to selectively reach the second chamber 113, and the second spool 135 moves to allow the gas in the fourth chamber 133 to selectively communicate with the atmosphere.
In this embodiment, the first cavity 111 and the second cavity 113 are separated by a first diaphragm 117, and a first spring 119 is further disposed in the first cavity 111, and the first spring 119 is fixedly mounted on the first diaphragm 117. The first diaphragm 117 is mounted at an end of the first spool 115, and movement of the first spool 115 moves the first diaphragm 117, stretching or compressing the first spring 119. Similarly, the third cavity 131 and the fourth cavity 133 are separated by a second diaphragm 137, and a second spring 139 is further disposed in the third cavity 131, and the second spring 139 is fixedly mounted on the second diaphragm 137. The second diaphragm 137 is mounted at an end of the second valve core 135, and the second valve core 135 moves to drive the second diaphragm 137 to move, stretching or compressing the second spring 139.
Specifically, a time delay reservoir 155 is provided between the train pipe 150 and the first cavity 111. The delay reservoir 155 is used to delay the opening of the first control valve 110. A first check valve 153 and a first throttle 151 are provided between the delay reservoir 155 and the train pipe 150, the first check valve 153 allowing gas in the delay reservoir 155 to enter the train pipe 150. The first check valve 153 is disposed in parallel with the first restriction 151.
When the pressure in the delay reservoir 155 is greater than the pressure in the train pipe 150, the gas in the delay reservoir 155 flows from the first check valve 153 into the train pipe 150. When the pressure in the delay reservoir 155 is less than the pressure in the train pipe 150, the gas in the train pipe 150 flows from the first orifice 151 into the delay reservoir 155.
A second one-way valve 161 and a second throttle orifice 163 are arranged between the second cavity 113 and the acceleration and deceleration cylinder 160, and the second one-way valve 161 enables gas in the acceleration and deceleration cylinder 160 to enter the second cavity 113; the second check valve 161 and the second choke 163 are disposed in parallel.
When the pressure in the second chamber 113 is greater than the pressure in the acceleration and deceleration cylinder 160, the gas in the second chamber 113 flows from the second orifice 163 into the acceleration and deceleration cylinder 160. When the pressure in the second chamber 113 is smaller than the pressure in the acceleration and deceleration cylinder 160, the gas in the acceleration and deceleration cylinder 160 flows from the second check valve 161 into the second chamber 113.
A third check valve 181 and a third throttle 183 are arranged between the fourth cavity 133 and the brake cylinder 180, and the third check valve 181 enables the gas in the fourth cavity 133 to enter the brake cylinder 180; the third check valve 181 and the third orifice 183 are arranged in parallel.
When the pressure in the fourth chamber 133 is greater than the pressure in the brake cylinder 180, the gas in the fourth chamber 133 enters the brake cylinder 180 through the third check valve 181. When the pressure in the fourth chamber 133 is less than the pressure in the brake cylinder 180, the gas in the brake cylinder 180 enters the fourth chamber 133 through the third orifice 183.
A fourth orifice 171 is provided between the sub-cylinder 170 and the first control valve 110, and the fourth orifice 171 is used to limit the air discharge amount of the sub-cylinder 170.
The second chamber 113 and the fourth chamber 133 communicate, forming an exhaust passage of the sub-cylinder 170. That is, the gas in the sub-cylinder 170 is communicated with the atmosphere through the first control valve 110 and the second control valve 130. Only after the first and second control valves 110 and 130 are opened, the gas in the sub-reservoir 170 can be discharged.
Fig. 2 is a schematic diagram of an application scenario of the control main valve 101, please refer to fig. 2.
The action mechanism in the control master valve 101 acts according to the pressure relationship between the train pipe 150 and the auxiliary reservoir 170:
when the vehicle brakes, the train pipe 150 is depressurized, the pressure of the auxiliary air cylinder 170 is larger than that of the train pipe 150, the acting mechanism is arranged at a braking position, and the brake cylinder 180 is charged with air to obtain braking pressure. When the vehicle is released, the train pipe 150 is boosted, the pressure of the train pipe 150 is larger than that of the auxiliary air cylinder 170, the action mechanism is placed in a release position, the brake cylinder 180 is communicated with the atmosphere, and the brake cylinder 180 is released.
If the control main valve 101 fails during relief, resulting in insufficient pressure differential between the train pipe 150 and the auxiliary reservoir 170 to place the action mechanism in the relief position, the brake cylinder 180 cannot be vented to atmosphere, and the brake cylinder 180 does not relieve, resulting in vehicle band-type brakes. Under this working condition, the relief and guarantee valve will take place to handle the action, and the air in a part of vice reservoir 170 is discharged, reduces the pressure of vice reservoir 170, makes train pipe 150 and vice reservoir 170 pressure differential increase, establishes sufficient pressure differential and guarantees the action mechanism of control main valve 101 and put the relief position, thereby makes brake cylinder 180 alleviate.
Specifically, the first control valve 110 is turned on and off according to the braking state of the vehicle:
when the pressure of the acceleration and deceleration cylinder 160 is greater than the pressure of the train pipe 150 and the pressure difference between the acceleration and deceleration cylinder 160 and the train pipe 150 reaches a first preset value, the first control valve 110 operates. The first spool 115 moves toward the first chamber 111, i.e., the first spool 115 moves upward. After the first spool 115 moves up, the first control valve 110 is closed. That is, the exhaust passage of the sub-cylinder 170 is blocked, and the gas in the sub-cylinder 170 cannot be exhausted.
Optionally, the first preset value is 10kPa to 20kPa. Preferably, in the present embodiment, the first control valve 110 operates when the first preset value is 15 kPa.
The second control valve 130 is opened and closed according to the pressure of the brake cylinder 180:
when the brake cylinder 180 pressure is greater than the second preset value, the second control valve 130 is actuated. The second valve core 135 moves toward the third chamber 131, i.e., the second valve core 135 moves upward, the second control valve 130 is opened, and the exhaust passage of the sub-cylinder 170 is opened at the second control valve 130. Meanwhile, since the second chamber 113 communicates with the fourth chamber 133, the pressure of the second chamber 113 is reduced, the first spool 115 moves toward the second chamber 113, the first spool 115 moves downward, the gas in the sub-reservoir 170 enters the second chamber 113, the first control valve 110 is opened, and the exhaust passage of the sub-reservoir 170 is opened at the first control valve 110. The gas in the sub-reservoir 170 may be exhausted and the sub-reservoir 170 pressure may be reduced.
Optionally, the second preset value is 50kPa to 70kPa. Preferably, in the present embodiment, the second control valve 130 operates when the first preset value is 50 kPa.
The invention provides a relief assurance valve, which has the following relief process and working principle:
first, in the initial state, as shown in fig. 3, the first control valve 110 and the second control valve 130 are pressurized air-free, and the first control valve 110 is opened by the first spring 119. The second control valve 130 is closed by the second spring 139.
Second, the train pipe 150 is pressurized to a constant pressure state, the pressure in the train pipe 150 corresponds to the pressure in the acceleration and deceleration cylinder 160, the first control valve 110 is opened, and the second control valve 130 is closed.
Third, in the initial braking state, as shown in fig. 4, the train pipe 150 is depressurized. The pressure air in the first cavity 111 in the first control valve 110 rapidly drops through the first check valve 153, the pressure in the second cavity 113 and the accelerated release reservoir pressure maintain a constant pressure, the pressure in the second cavity 113 is greater than the pressure in the first cavity 111, the first spool 115 moves upward, and the first control valve 110 closes.
In the initial braking state, the pressure in the brake cylinder 180 rises, the air in the brake cylinder 180 enters the fourth chamber 133 of the second control valve 130 through the third orifice 183, and the pressure in the fourth chamber 133 slowly rises, but does not reach the operating pressure, and the second control valve 130 is still closed. The purpose of the third orifice 183 is to control the sequence of operation of the first control valve 110 and the second control valve 130, and if the second control valve 130 is rapidly opened in the initial braking state, the first control valve 110 is still in the release position, i.e., the opened state, which will erroneously discharge the pressure air in the auxiliary reservoir 170, resulting in a braking pressure loss.
Fourth, at the end of braking, as shown in FIG. 5, the first control valve 110 is closed. The pressure of the fourth chamber 133 slowly rises until the operating pressure is reached, and the second control valve 130 is opened.
Fifth, in the initial released state, as shown in fig. 6, the train pipe 150 is inflated, the pressure of the train pipe 150 increases, the gas in the train pipe 150 is inflated to the first chamber 111 of the first control valve 110 through the first throttle 151, and the pressure of the first chamber 111 slowly increases due to the throttle effect.
When the main valve 101 is controlled to be placed in the relief position, the pressure in the accelerating relief air cylinder is reduced to the pressure value of the train pipe 150, and then the pressure is increased along with the pressure of the train pipe 150. In this process, the pressure of the second cavity 113 of the first control valve 110 slowly decreases along with the acceleration release reservoir pressure through the second orifice 163, after the acceleration release reservoir pressure increases to the pressure in the second cavity 113, the pressure of the second cavity 113 increases along with the acceleration release reservoir pressure through the second check valve 161, and in this process, the pressure of the first cavity 111 is always smaller than the pressure of the second cavity 113, and the first control valve 110 is closed.
In the second control valve 130, the pressure of the fourth chamber 133 is reduced to 50kPa following the pressure reduction in the brake cylinder 180, and the second control valve 130 is closed.
Sixth, in the end-of-relief state, as shown in fig. 7, in the first control valve 110, the pressure of the first chamber 111 increases with the pressure of the train pipe 150, and when the pressure of the train pipe 150 increases to less than 15kPa of the acceleration-relief reservoir pressure, the first control valve 110 is opened. Before the first control valve 110 is opened, the pressure in the brake cylinder 180 has dropped below 50kPa, i.e. the second control valve 130 has been closed, and the gas in the auxiliary reservoir 170 cannot be discharged.
It should be noted that the time delay air cylinder 155 is used to make the first control valve 110 open after a certain time delay, so that the second control valve 130 is closed during the relief. Alternatively, the delay time is 40 seconds to 100 seconds, which is not limited to this, and the delay time can be flexibly adjusted according to practical situations. If the delay time is insufficient, the second control valve 130 is still in the open position, and the first control valve 110 is opened, which will cause the pressurized air in the auxiliary reservoir 170 to be erroneously discharged.
Seventh, the initial relief state after the failure of the control main valve 101 is shown in fig. 8. The train pipe 150 is inflated, the pressure of the train pipe 150 is increased, the pressure air of the train pipe 150 is inflated to the first cavity 111 through the first throttle 151, the pressure of the first cavity 111 is slowly increased due to the throttle effect, the pressure in the second cavity 113 is maintained at a constant pressure, the first spool 115 is moved upward, and the first control valve 110 is closed. Because the control main valve 101 is abnormal, the operating mechanism cannot be set to a release position, the pressure of the brake cylinder 180 cannot be released, the second valve spool 135 moves upward, and the second control valve 130 opens.
Eighth, an intermediate-remission state after the failure of the control main valve 101 is shown in fig. 9. The pressure of the first chamber 111 slowly rises due to the throttling effect, and when the pressure of the first chamber 111 rises to be lower than the constant pressure of 15kPa, that is, the pressure in the train pipe 150 is lower than the pressure of the acceleration release reservoir by 15kPa, the first spool 115 moves down, and the first control valve 110 opens. At this time, both the first control valve 110 and the second control valve 130 are opened, the pressure air in the sub-reservoir 170 is discharged, and the pressure in the sub-reservoir 170 is reduced.
When the main control valve 101 is in a fault relief end state, after the auxiliary air cylinder 170 discharges certain pressure air, the pressure difference between the main control valve 101 and the auxiliary air cylinder 170 is increased, relief pressure difference is quickly established, an action mechanism is moved to a relief position, the pressure in the brake cylinder 180 is relieved, after the pressure in the brake cylinder 180 is less than 50kPa, the second control valve 130 is closed, and the auxiliary air cylinder 170 discharges air. In order to limit the exhaust amount of the sub-cylinder 170, a fourth orifice 171 is provided in the exhaust passage of the sub-cylinder 170.
The pneumatic braking system provided in this embodiment includes the control main valve 101 and the above-described relief ensuring valve, which communicates with the control main valve 101. When the control main valve 101 fails, the relief assurance valve enables the brake cylinder 180 to communicate with the atmosphere, achieving decompression.
In summary, the relief assurance valve and pneumatic compression system provided by the present invention have the following beneficial effects:
according to the relief ensuring valve and the pneumatic braking system provided by the invention, when the control main valve 101 fails and an action mechanism cannot be placed in a relief position in time, the first control valve 110 and the second control valve 130 are opened, the pressure in the auxiliary air cylinder 170 is reduced, the pressure difference between the train pipe 150 and the auxiliary air cylinder 170 is quickly established, the action mechanism of the control main valve 101 is provided with the relief position, the brake cylinder 180 is relieved, and the vehicle band-type brake is prevented. The relief valve is reliable in structure and high in safety, and is beneficial to improving the safety and stability of the pneumatic braking system. The pneumatic braking system not only can be used for vehicles, but also can be used in other pneumatic control fields such as ships, airplanes, armors and the like, and has wide application range.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications, combinations and variations of the present invention will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The relief ensuring valve is characterized by comprising a first control valve and a second control valve, wherein the first control valve comprises a first cavity, a second cavity and a first valve core arranged in the second cavity, and the second control valve comprises a third cavity, a fourth cavity and a second valve core arranged in the fourth cavity;
the first cavity is communicated with a train pipe, and the second cavity is connected with an acceleration and relief air cylinder and an auxiliary air cylinder; the third cavity is communicated with the atmosphere, and the fourth cavity is communicated with the brake cylinder; and the fourth chamber is selectively in communication with the atmosphere;
the second cavity is connected with the fourth cavity, the first valve core moves to enable gas in the auxiliary air cylinder to selectively reach the second cavity, and the second valve core moves to enable gas in the fourth cavity to selectively communicate with the atmosphere;
when the control main valve is in an initial relief state after failure, the train pipe is inflated, the pressure of the train pipe rises, the pressure air of the train pipe is inflated to the first cavity, the pressure of the first cavity slowly rises due to a throttling effect, the pressure in the second cavity maintains constant pressure, the first valve core moves upwards, and the first control valve is closed; because the control main valve is abnormal, the action mechanism cannot be set to a release position, the pressure of the brake cylinder cannot be released, the second valve core moves upwards, and the second control valve is opened;
when the control main valve is in a middle-stage relief state after failure, the pressure of the first cavity slowly rises due to a throttling effect, and when the pressure of the first cavity rises to be lower than a constant pressure of 15KPa, the first valve core moves downwards, and the first control valve is opened; at this time, the first control valve and the second control valve are both opened, the pressure air in the auxiliary air cylinder is discharged, the pressure in the auxiliary air cylinder is reduced, the pressure difference between the train pipe and the auxiliary air cylinder is increased, and a sufficient pressure difference is established to ensure that the action mechanism of the main control valve is released, so that the brake cylinder is released.
2. The mitigation assurance valve of claim 1, wherein a time delay reservoir is provided between the train pipe and the first cavity.
3. The relief and assurance valve of claim 2, wherein a first one-way valve and a first restriction are provided between the delay reservoir and the train pipe, the first one-way valve allowing gas in the delay reservoir to enter the train pipe; the first check valve and the first throttling orifice are arranged in parallel.
4. A relief and assurance valve according to claim 3, wherein a second one-way valve and a second orifice are provided between the second cavity and the acceleration and relief cylinder, the second one-way valve allowing gas in the acceleration and relief cylinder to enter the second cavity; the second check valve and the second throttle are arranged in parallel.
5. The relief and assurance valve of claim 4, wherein a third check valve and a third orifice are provided between the fourth chamber and the brake cylinder, the third check valve allowing gas in the fourth chamber to enter the brake cylinder; the third check valve and the third throttling port are arranged in parallel.
6. The relief and assurance valve of claim 1, wherein the pressure of the acceleration and relief cylinder is greater than the pressure of the train pipe and the first spool moves toward the first cavity when the pressure differential between the acceleration and relief cylinder and the train pipe reaches a first preset value, the gas in the secondary cylinder is blocked by the first spool from reaching the fourth cavity.
7. The mitigation assurance valve of claim 6, wherein the first preset value is from 10kPa to 20kPa.
8. The bump guarantee valve according to claim 1, wherein the brake cylinder pressure reaches a second preset value, the second spool moves toward the third chamber, and the fourth chamber is in communication with the atmosphere; simultaneously, the second cavity is communicated with the fourth cavity, the pressure is reduced, the first valve core moves towards the second cavity, and gas in the auxiliary air cylinder enters the second cavity.
9. The mitigation assurance valve of claim 8, wherein the second preset value is from 50kPa to 70kPa.
10. A pneumatic braking system comprising a control main valve and a relief assurance valve as claimed in any one of claims 1 to 9, the relief assurance valve being in communication with the control main valve; when the control main valve fails, the relief ensuring valve can enable the brake cylinder to be communicated with the atmosphere, so that pressure reduction is realized.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810688448.5A CN108622061B (en) | 2018-06-28 | 2018-06-28 | Relief assurance valve and pneumatic compression system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810688448.5A CN108622061B (en) | 2018-06-28 | 2018-06-28 | Relief assurance valve and pneumatic compression system |
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| CN108622061A CN108622061A (en) | 2018-10-09 |
| CN108622061B true CN108622061B (en) | 2023-07-25 |
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| CN201810688448.5A Active CN108622061B (en) | 2018-06-28 | 2018-06-28 | Relief assurance valve and pneumatic compression system |
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Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB379416A (en) * | 1930-06-10 | 1932-09-01 | Soc It Ernesto Breda | Improvements in or relating to automatic compressed air brakes for railway vehicles |
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|---|---|
| CN108622061A (en) | 2018-10-09 |
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