Train control valve

Abstract

The application provides a train control valve, comprising: a control valve body having a control valve cavity, an air inlet channel and an air outlet channel, the control valve cavity being communicated with a subsidiary air cylinder, the air inlet channel being communicated with a train pipe and the control valve cavity, and the air outlet channel being communicated with the control valve cavity and a local reduction chamber; a first valve core having an air outlet position and a braking position, when the first valve core is located at the air outlet position, a communication channel is communicated with the air inlet channel and the air outlet channel, and when the first valve core is located at the braking position, a braking channel is communicated with the control valve cavity and a brake cylinder; a brake valve comprising a brake valve body and a brake valve core, the brake valve core separating the brake valve body into a first cavity and a second cavity, the first cavity being communicated with the train pipe, and the second cavity being communicated with an emergency chamber, the brake valve body having a train channel and a local reduction channel, the train channel being communicated with the train pipe, and the local reduction channel being communicated with the local reduction chamber, and the brake valve core having a communication position and a cut-off position. Through the scheme, the problem of slow train pipe air exhaust can be solved.

Description

Technical Field

[0001] This invention relates to the field of train technology, and more specifically, to a train control valve. Background Technology

[0002] The train control valve is a core component of the railway train braking system, controlling the train's braking and release functions. It, along with the auxiliary air cylinder, acceleration / release air cylinder, and brake cylinder, forms the braking system of a railway freight car. During normal train operation, the train control valve controls acceleration, deceleration, and braking. In the event of an emergency, the train control valve is used to control the train's emergency braking to a stop. Currently, railway freight cars have large numbers of trains and long train lengths, placing particularly high demands on the performance of the train control valve. This is primarily reflected in the requirement for the control valve to rapidly transmit braking or release actions, and for high synchronization of the braking or release actions of all related control valves within the train.

[0003] In related technologies, train control valves mainly consist of a main valve and an emergency valve. The train pipe achieves its release function by inflating the main valve and venting the brake cylinder, while the main valve achieves its normal braking function by distributing air in the train pipe and inflating the brake cylinder. By selectively distributing pressurized air in the train pipe through the main valve, the train control valve can enter the braking position more quickly.

[0004] However, in the relevant technology, after the train control valve enters the braking position, the train pipe cannot continue to exhaust air, resulting in slow exhaust speed. Summary of the Invention

[0005] This invention provides a train control valve to solve the problem of slow exhaust from the train pipe in related technologies.

[0006] This invention provides a train control valve, comprising: a control valve body having a control valve cavity, an air inlet channel, and an exhaust channel; the control valve cavity being connected to a secondary air cylinder; the air inlet of the air inlet channel being connected to a train pipe; the air outlet of the air inlet channel being connected to the control valve cavity; the air inlet of the exhaust channel being connected to the control valve cavity; and the air outlet of the exhaust channel being connected to a partial reduction chamber; and a first valve core movably disposed within the control valve cavity, one side of the first valve core being in contact with the cavity wall of the control valve cavity; the first valve core having a through-channel and a braking channel; and the first valve core having an exhaust position and a braking position; when the first valve core is in the exhaust position, the air inlet of the through-channel can communicate with the air outlet of the air inlet channel, and the air outlet of the through-channel can communicate with the air inlet of the exhaust channel. When the first valve core is in the braking position, the air inlet of the braking channel is connected to the control valve chamber, and the air outlet of the braking channel is connected to the brake cylinder. The brake valve includes a brake valve body and a brake valve core. The brake valve core is movably disposed in the brake valve body. The brake valve core divides the brake valve body into a first chamber and a second chamber that are not connected to each other. The first chamber is connected to the train pipe, and the second chamber is connected to the emergency chamber. The brake valve body has a train channel and a local reduction channel. The train channel is connected to the train pipe, and the local reduction channel is connected to the local reduction chamber. The brake valve core has a connected position that connects the local reduction channel and the train channel, and a disconnected position that disconnects the local reduction channel and the train channel. When the first valve core is in the braking position, the brake valve core is in the connected position. When the first valve core is in the exhaust position, the brake valve core is in the disconnected position.

[0007] Furthermore, the brake valve also includes a return spring disposed within the brake valve body. The two ends of the return spring abut against the brake valve core and the inner wall of the brake valve body, respectively. The return spring enables the brake valve core to return from the connected position to the disconnected position.

[0008] Furthermore, the brake valve body also has a first channel and a second channel. The train pipe is connected to the first chamber through the first channel, and the emergency chamber is connected to the second chamber through the second channel. The first channel, the train channel, the local reduction channel, and the second channel are arranged sequentially along the axial direction of the brake valve body.

[0009] Furthermore, the first chamber and the second chamber are located at the two ends of the brake valve core, respectively. The outer wall of the brake valve core has an annular groove extending circumferentially along the brake valve core. When the brake valve core is in the connected position, the local reduction channel and the train channel are connected through the annular groove.

[0010] Furthermore, at least two sealing rings are fitted on the outer wall of the brake valve core, with the at least two sealing rings located on both sides of the annular groove, and both sealing rings fitting against the inner wall of the brake valve body.

[0011] Furthermore, the brake valve body includes a valve body main body and a valve cover covering the valve body main body, and the brake valve core is movably disposed inside the valve body main body. The two ends of the return spring abut against the valve cover and the brake valve core, respectively.

[0012] Furthermore, the brake valve body and the control valve body are integrally molded.

[0013] Furthermore, the train control valve also includes a second valve core movably disposed within the control valve body. The second valve core divides the control valve chamber into an upper main valve chamber and a lower main valve chamber that are not interconnected. The upper main valve chamber is connected to the train pipe, and the air intake passage and the air exhaust passage are both connected to the lower main valve chamber. The second valve core can drive the first valve core to move.

[0014] Furthermore, the train control valve also includes a third valve core, which is disposed between the second valve core and the first valve core. The third valve core is embedded in the second valve core and fits against the side wall of the first valve core. The communication channel includes an air intake section and an exhaust section that are spaced apart. The third valve core is provided with a communication groove. When the first valve core is in the exhaust position, the air intake section and the exhaust section are connected through the communication groove.

[0015] Furthermore, the train control valve also includes an emergency valve, which includes an emergency valve body and an emergency valve core disposed within the emergency valve body. The emergency valve core divides the emergency valve body into an emergency upper chamber and an emergency lower chamber. The emergency chamber is connected to the emergency upper chamber, and the emergency lower chamber is connected to the train pipe.

[0016] Applying the technical solution of this invention, the train control valve includes a control valve body, a first valve core, and a brake valve. When the train control valve switches from a partial reduction position to a braking position, the first valve core moves from the exhaust position to the braking position. The pressurized air in the auxiliary air cylinder enters the braking passage of the slide valve through the main valve chamber and then enters the brake cylinder. Furthermore, due to the partial reduction, the pressurized air in the train pipe has been reduced to a certain level, and the air pressure in the emergency compartment is greater than the air pressure in the train pipe. Driven by the pressure difference, the brake valve core moves from the cut-off position to the connected position, connecting the partial reduction passage and the train passage. The pressurized air in the train pipe is discharged to the atmosphere sequentially through the train passage, the brake valve core, the partial reduction passage, and the partial reduction chamber. This allows for continued exhaust when switching to the braking position, thereby accelerating the exhaust speed of the train pipe and enabling the train to quickly enter the braking state. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram of a train control valve in a partially depressurized state according to an embodiment of the present invention is shown;

[0019] Figure 2 A schematic diagram of a train control valve in a braking state according to an embodiment of the present invention is shown;

[0020] Figure 3 A schematic diagram of a train control valve in a partial pressure-holding state according to an embodiment of the present invention is shown.

[0021] The above figures include the following reference numerals:

[0022] 1. Auxiliary air cylinder; 2. Train pipe; 3. Local control room; 4. Emergency room;

[0023] 10. Control valve body; 11. Intake passage; 12. Exhaust passage; 13. Upper chamber of main valve; 14. Lower chamber of main valve;

[0024] 20. First valve core; 21. Connecting channel; 22. Braking channel;

[0025] 30. Brake valve; 31. Brake valve body; 311. First chamber; 312. Second chamber; 313. Train passage; 314. Local reduction passage; 315. First passage; 316. Second passage; 317. Valve body; 318. Valve cover; 32. Brake valve core; 33. Return spring; 34. Sealing ring;

[0026] 40. Second valve core;

[0027] 50. Third valve core. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] like Figures 1 to 3As shown, this embodiment of the invention provides a train control valve, which includes a control valve body 10, a first valve core 20, and a brake valve 30. The control valve body 10 has a control valve cavity, an air inlet channel 11, and an exhaust channel 12. The control valve cavity is connected to the auxiliary air cylinder 1. The air inlet of the air inlet channel 11 is connected to the train pipe 2, and the air outlet of the air inlet channel 11 is connected to the control valve cavity. The air inlet of the exhaust channel 12 is connected to the control valve cavity, and the air outlet of the exhaust channel 12 is connected to the partial reduction chamber 3. The first valve core 20 is movably disposed in the control valve cavity, with one side of the first valve core 20 abutting against the cavity wall of the control valve cavity. The first valve core 20 has a connecting channel 21 and a brake channel 22 that pass through it. The first valve core 20 has an exhaust position and a brake position. When the first valve core 20 is in the exhaust position, the air inlet of the connecting channel 21 can communicate with the air outlet of the air inlet channel 11, and the air outlet of the connecting channel 21 can communicate with the air inlet of the exhaust channel 12. When the first valve core 20 is in the braking position, the air inlet of the braking channel 22 is connected to the control valve chamber, and the air outlet of the braking channel 22 is connected to the brake cylinder. The brake valve 30 includes a brake valve body 31 and a brake valve core 32. The brake valve core 32 is movably disposed in the brake valve body 31. The brake valve core 32 divides the brake valve body 31 into a first chamber 311 and a second chamber 312 that are not connected to each other. The first chamber 311 is connected to the train pipe 2, and the second chamber 312 is connected to the emergency chamber 4. The brake valve body 31 has a train channel 313 and a partial reduction channel 314. The train channel 313 is connected to the train pipe 2, and the partial reduction channel 314 is connected to the partial reduction chamber 3. The brake valve core 32 has a connected position that connects the partial reduction channel 314 and the train channel 313, and a disconnected position that disconnects the partial reduction channel 314 and the train channel 313. When the first valve core 20 is in the braking position, the brake valve core 32 is in the connected position. When the first valve core 20 is in the exhaust position, the brake valve core 32 is in the disconnected position.

[0030] Applying the technical solution of this invention, the train control valve includes a control valve body 10, a first valve core 20, and a brake valve 30. When the train control valve switches from a partial reduction position to a braking position, the first valve core 20 moves from the exhaust position to the braking position. The pressurized air in the auxiliary air cylinder 1 enters the brake passage 22 of the slide valve through the main valve chamber and then enters the brake cylinder. Furthermore, due to the partial reduction, the pressurized air in the train pipe 2 has been reduced to a certain level, and the air pressure in the emergency chamber 4 is greater than the air pressure in the train pipe 2. Driven by the pressure difference, the brake valve core moves from the cut-off position to the connected position, connecting the partial reduction passage 314 and the train passage 313. The pressurized air in the train pipe 2 is discharged to the atmosphere sequentially through the train passage 313, the brake valve core, the partial reduction passage 314, and the partial reduction chamber 3. This allows for continued exhaust when switching to the braking position, thereby accelerating the exhaust speed of the train pipe 2 and enabling the train to quickly enter the braking state.

[0031] Furthermore, by accelerating the exhaust speed of train pipe 2, the speed of brake action transmission can be increased, the synchronicity of train braking can be improved, and the longitudinal impact force between vehicles in the train can be reduced, thereby reducing the braking distance.

[0032] In this embodiment, when the first valve core is in the exhaust position, the air in the train pipe 2 is discharged sequentially through the intake channel 11, the connecting channel 21, the exhaust channel 12, and the partial reduction chamber 3, thereby venting the air from the train pipe 2 in preparation for train braking. At this time, since the pressure in the train pipe 2 is equal to the pressure in the emergency chamber 4, and in the initial stage of exhaust, the brake valve core 32 is in the cut-off position due to the elastic force of the return spring 33.

[0033] like Figure 1 and Figure 2 As shown, the brake valve 30 also includes a return spring 33 disposed within the brake valve body 31. The two ends of the return spring 33 abut against the brake valve core 32 and the inner wall of the brake valve body 31, respectively. The return spring 33 enables the brake valve core 32 to return from the connected position to the disconnected position. Using the return spring 33 allows the brake valve core 32 to automatically return to the disconnected position, offering advantages such as simple structure and ease of installation.

[0034] In this embodiment, as air is gradually discharged from train pipe 2, the pressure in train pipe 2 decreases. The pressure in emergency chamber 4 is greater than the sum of the pressure in train pipe 2 and the elastic force of return spring 33. Under the action of the pressure difference, brake valve core 32 moves from the cut-off position to the connected position, so that air in train pipe 2 can continue to be discharged. At the same time, air in auxiliary air cylinder 1 is delivered to brake cylinder through control valve chamber and brake passage, and the train begins to brake.

[0035] As the pressure in train pipe 2 continues to decrease and reaches the specified pressure reduction amount, the pressure in emergency chamber 4 decreases along with the pressure in train pipe 2. Under the elastic force of return spring 33, brake valve core 32 moves to the cut-off position. At this time, the pressure in auxiliary air cylinder 1 gradually decreases to the same level as the pressure in train pipe 2. As the first valve core 20 moves, auxiliary air cylinder 1 stops charging the brake cylinder, and the train enters the brake pressure holding state.

[0036] like Figure 1 As shown, the brake valve body 31 also has a first channel 315 and a second channel 316. The train pipe 2 is connected to the first chamber 311 through the first channel 315, and the emergency chamber 4 is connected to the second chamber 312 through the second channel 316. The first channel 315, the train channel 313, the partial reduction channel 314, and the second channel 316 are arranged sequentially along the axial direction of the brake valve body 31. The brake valve body 31 described above has the advantage of being easy to install.

[0037] like Figure 1As shown, the first chamber 311 and the second chamber 312 are located at opposite ends of the brake valve core 32. The outer wall of the brake valve core 32 has an annular groove extending circumferentially along the brake valve core 32. When the brake valve core 32 is in the connected position, the local reduction channel 314 and the train channel 313 are connected through the annular groove. This structure, connecting the local reduction channel 314 and the train channel 313 through the annular groove on the brake valve core 32, offers the advantage of easy manufacturing.

[0038] Of course, the first channel 315, train channel 313, local reduction channel 314 and second channel 316 of the brake valve body are not limited to the above arrangement. At the same time, the brake valve core 32 is not limited to the way of setting an annular groove for connection.

[0039] like Figure 2 As shown, at least two sealing rings 34 are fitted on the outer wall of the brake valve core 32. The at least two sealing rings 34 are located on both sides of the annular groove, and both sealing rings 34 are in contact with the inner wall of the brake valve body 31. The sealing rings 34 can achieve a seal between the brake valve core 32 and the brake valve body 31, so that the first chamber 311 and the second chamber 312 cannot communicate.

[0040] like Figure 1 As shown, the brake valve body 31 includes a valve body 317 and a valve cover 318 covering the valve body 317. The brake valve core 32 is movably disposed within the valve body 317. The two ends of the return spring 33 abut against the valve cover 318 and the brake valve core 32, respectively. The brake valve body 31 with the above structure has the advantages of simple structure and easy processing.

[0041] The brake valve body 31 and the control valve body 10 are integrally formed. This integrally formed structure offers advantages such as compactness and space saving.

[0042] like Figure 1 As shown, the train control valve also includes a second valve core 40 movably disposed within the control valve body 10. The second valve core 40 divides the control valve chamber into a main valve upper chamber 13 and a main valve lower chamber 14, which are not interconnected. The main valve upper chamber 13 is connected to the train pipe 2, and the air intake passage 11 and the exhaust passage 12 are both connected to the main valve lower chamber 14. The second valve core 40 can drive the first valve core 20 to move. By setting the second valve core 40, the control valve chamber can be divided on the one hand, and the first valve core 20 can be driven to move on the other hand, thereby allowing the train control valve to be in different working states.

[0043] like Figure 1As shown, the train control valve also includes a third valve core 50, which is disposed between the second valve core 40 and the first valve core 20. The third valve core 50 is embedded in the second valve core 40 and fits against the side wall of the first valve core 20. The connecting channel 21 includes an air intake section and an exhaust section spaced apart. The third valve core 50 is provided with a connecting groove. When the first valve core 20 is in the exhaust position, the air intake section and the exhaust section are connected through the connecting groove. The third valve core 50 can be used to connect and disconnect the air intake channel 11 and the exhaust channel 12, so that the train control valve is in different working states.

[0044] In this embodiment, a constriction block is provided on the air intake channel 11. When the train is in the inflation release state, the locomotive inflates the train control valve through the train pipe 2. The train pipe 2 inflates the upper chamber 13 of the main valve, thereby making the air pressure in the upper chamber 13 of the main valve greater than the air pressure in the lower chamber 14 of the main valve. This causes the second valve core 40 to move downward under the action of the driving pressure difference. The second valve core 40 also drives the first valve core 20 and the third valve core 50 to move downward together, so that the first valve core 20 and the third valve core 50 are both at the lowest position. The first valve core 20 connects to the air inlet passage of the train pipe 2 to the lower chamber 14 of the main valve. At the same time, the lower chamber 14 of the main valve inflates the auxiliary air cylinder 1 to a constant pressure, i.e., a specified pressure of 500 kPa. The brake cylinder exhaust passage is connected, and the pressurized air in the brake cylinder is discharged to the atmosphere. A compression spring is provided below the second valve core 40. At this time, the compression spring is in a compressed state.

[0045] like Figure 1 As shown, when the train is about to brake, the train pipe 2 begins to depressurize. Because a blockage is installed in the passage of the train pipe 2 to the lower chamber 14 of the main valve, the air pressure in the lower chamber 14 of the main valve is greater than the air pressure in the upper chamber 13 of the main valve. The second valve core 40 moves upward under the force of the compression spring below it, and drives the third valve core 50 to move upward. At this time, the air passage between the train pipe 2 and the auxiliary air cylinder 1 is cut off. The pressurized air in the train pipe 2 is discharged from the control valve body 10 through the intake passage 11, intake section, connecting groove, exhaust section, exhaust passage 12, and local depressurization chamber 3 in sequence. The train is in a state of local depressurization, accelerating the exhaust speed of the entire train pipe 2, allowing the train control valve of each car to enter the braking position more quickly, improving the synchronicity of the braking state of each car in the train, and reducing the longitudinal impact force of each car in the train during braking.

[0046] like Figure 2As shown, train pipe 2 continues to depressurize. The air pressure in the upper chamber 13 of the main valve is still greater than the air pressure in the lower chamber 14 of the main valve. As the second valve core 40 moves upward, it drives the first valve core 20 to move upward. At this time, both the first valve core 20 and the third valve core 50 are at their uppermost positions. The first valve core 20 moves from the exhaust position to the braking position. The pressurized air in the auxiliary air cylinder 1 enters the brake passage 22 of the slide valve through the main valve chamber and enters the brake cylinder, putting the train in a braking state. Driven by the pressure difference, the brake valve core moves from the cut-off position to the connected position. The brake valve core connects the local reduction passage 314 and the train passage 313. The pressurized air in train pipe 2 is discharged to the atmosphere in sequence through the train passage 313, the brake valve core, the local reduction passage 314, and the local reduction chamber 3.

[0047] like Figure 3 As shown, when the train pipe 2 depressurizes to the specified pressure and stops depressurizing, the pressure in the auxiliary air cylinder 1 continues to decrease because it continues to charge the brake cylinder. This continues until the pressure in the upper chamber 13 of the main valve is slightly higher than the pressure in the lower chamber 14 of the main valve. At this point, the second valve core 40 moves the control valve downwards, cutting off the charging passage between the auxiliary air cylinder 1 and the brake cylinder. The train control valve is then in a brake pressure-holding state. Under the elastic force of the return spring 33, the brake valve core 32 moves to the cut-off position.

[0048] The train control valve also includes an emergency valve, which comprises an emergency valve body and an emergency valve core housed within the body. The emergency valve core divides the emergency valve body into an upper emergency chamber and a lower emergency chamber. The emergency chamber 4 is connected to the upper emergency chamber, and the lower emergency chamber is connected to the train pipe 2. Pressure is supplied to the emergency chamber 4 through the upper emergency chamber of the emergency valve to drive the brake valve core 32 to move.

[0049] In this embodiment, a constriction block is also provided on the connecting pipe between the emergency lower chamber and the train pipe 2. The emergency upper chamber is connected to the train pipe 2. During the inflation and deflation process of the train pipe 2, the pressure change of the emergency upper chamber is slower than that of the emergency lower chamber.

[0050] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0051] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0052] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0053] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0054] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A train control valve, characterized in that, The train control valve includes: The control valve body (10) has a control valve chamber, an air intake passage (11) and an exhaust passage (12). The control valve chamber is connected to the auxiliary air cylinder (1). The air intake port of the air intake passage (11) is connected to the train pipe (2). The air outlet of the air intake passage (11) is connected to the control valve chamber. The air intake port of the exhaust passage (12) is connected to the control valve chamber. The air outlet of the exhaust passage (12) is connected to the local reduction chamber (3). A first valve core (20) is movably disposed within the control valve chamber. One side of the first valve core (20) is in contact with the cavity wall of the control valve chamber. The first valve core (20) is provided with a connecting channel (21) and a braking channel (22). The first valve core (20) has an exhaust position and a braking position. When the first valve core (20) is in the exhaust position, the air inlet of the connecting channel (21) can communicate with the air outlet of the air inlet channel (11), and the air outlet of the connecting channel (21) can communicate with the air inlet of the exhaust channel (12). When the first valve core (20) is in the braking position, the air inlet of the braking channel (22) is connected to the control valve chamber, and the air outlet of the braking channel (22) is connected to the brake cylinder. A brake valve (30) includes a brake valve body (31) and a brake valve core (32). The brake valve core (32) is movably disposed within the brake valve body (31). The brake valve core (32) divides the brake valve body (31) into a first chamber (311) and a second chamber (312) that are not interconnected. The first chamber (311) is connected to the train pipe (2), and the second chamber (312) is connected to the emergency chamber (4). The brake valve body (31) has a train passage (313) and a partial reduction passage (314). The train passage (313)... 3) The local reduction channel (314) is connected to the train pipe (2), and the local reduction channel (314) is connected to the local reduction chamber (3). The brake valve core (32) has a connecting position that connects the local reduction channel (314) and the train channel (313) and a disconnecting position that disconnects the local reduction channel (314) and the train channel (313). When the first valve core (20) is in the braking position, the brake valve core (32) is in the connecting position. When the first valve core (20) is in the exhaust position, the brake valve core (32) is in the disconnecting position.

2. The train control valve according to claim 1, characterized in that, The brake valve (30) also includes a return spring (33) disposed in the brake valve body (31). The two ends of the return spring (33) abut against the brake valve core (32) and the inner wall of the brake valve body (31), respectively. The return spring (33) can reset the brake valve core (32) from the connected position to the cut-off position.

3. The train control valve according to claim 1, characterized in that, The brake valve body (31) also has a first channel (315) and a second channel (316). The train pipe (2) is connected to the first chamber (311) through the first channel (315), and the emergency chamber (4) is connected to the second chamber (312) through the second channel (316). The first channel (315), the train channel (313), the local reduction channel (314), and the second channel (316) are arranged sequentially along the axial direction of the brake valve body (31).

4. The train control valve according to claim 1, characterized in that, The first chamber (311) and the second chamber (312) are located at both ends of the brake valve core (32). The outer wall of the brake valve core (32) has an annular groove extending circumferentially along the brake valve core (32). When the brake valve core (32) is in the communicating position, the local reduction channel (314) and the train channel (313) are connected through the annular groove.

5. The train control valve according to claim 4, characterized in that, At least two sealing rings (34) are fitted on the outer wall of the brake valve core (32), and the at least two sealing rings (34) are respectively located on both sides of the annular groove. The at least two sealing rings (34) are in contact with the inner wall of the brake valve body (31).

6. The train control valve according to claim 2, characterized in that, The brake valve body (31) includes a valve body body (317) and a valve cover (318) covering the valve body body (317). The brake valve core (32) is movably disposed inside the valve body body (317). The two ends of the return spring (33) abut against the valve cover (318) and the brake valve core (32) respectively.

7. The train control valve according to claim 1, characterized in that, The brake valve body (31) and the control valve body (10) are integrally formed.

8. The train control valve according to claim 1, characterized in that, The train control valve also includes a second valve core (40) movably disposed within the control valve body (10). The second valve core (40) divides the control valve chamber into a main valve upper chamber (13) and a main valve lower chamber (14) that are not interconnected. The main valve upper chamber (13) is connected to the train pipe (2). The air intake passage (11) and the exhaust passage (12) are both connected to the main valve lower chamber (14). The second valve core (40) can drive the first valve core (20) to move.

9. The train control valve according to claim 8, characterized in that, The train control valve also includes a third valve core (50), which is disposed between the second valve core (40) and the first valve core (20). The third valve core (50) is embedded in the second valve core (40) and fits against the side wall of the first valve core (20). The connecting channel (21) includes an air intake section and an exhaust section that are spaced apart. The third valve core (50) is provided with a connecting groove. When the first valve core (20) is in the exhaust position, the air intake section and the exhaust section are connected through the connecting groove.

10. The train control valve according to claim 1, characterized in that, The train control valve also includes an emergency valve, which includes an emergency valve body and an emergency valve core disposed within the emergency valve body. The emergency valve core divides the emergency valve body into an emergency upper chamber and an emergency lower chamber. The emergency chamber (4) is connected to the emergency upper chamber, and the emergency lower chamber is connected to the train pipe (2).

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