Air charging and discharging device with redundancy function for train braking

Abstract

The invention discloses an air charging and discharging device with a redundancy function for train braking. The air charging and discharging device comprises a main air pipeline, a reversing valve, a pressure regulating valve set and a braking pipeline which are sequentially connected. The pressure regulating valve set comprises a main flow valve connected with the reversing valve, a first branch valve and a second branch valve, wherein the first branch valve and the second branch valve are connected between the main flow valve and the brake pipeline in parallel. Any one of the main flow valve, the first branch valve and the second branch valve is arranged to be an action valve, and the flow in the air charging or exhausting process of the brake pipeline is adjusted by adjusting the size of the circulation caliber of the action valve. The pressure regulating valve group has a redundancy function, and when the branch valves on the branch pipelines are damaged and cannot be normally opened or closed, other valves can be used as action valves at the moment, so that the air charging and discharging flow can be stably regulated, and the running and braking safety of a train is ensured.

Description

Technical Field

[0001] The invention relates to the technical field of train safety braking, and in particular to an air filling and exhausting device with redundant functions for train braking. Background Art

[0002] Railway trains are usually equipped with a brake system. Before the train starts, it is generally necessary to fill the train brake air duct with air and increase the pressure in the brake air duct to about 550KPa~600KPa. This process is called relief. During the braking process, the air pressure in the brake pipeline needs to be discharged to the atmosphere to release the air pressure in the brake air duct. In this process, the brake shoe can hold the train wheel tightly.

[0003] However, during the train start-up, operation and braking process, if the valve on the train brake air duct is damaged and cannot be opened and closed or the gas flow cannot be adjusted normally, the safe driving and braking safety of the train cannot be guaranteed. Summary of the invention

[0004] The present invention provides a charging and exhausting device with redundant function for train braking, which is used for charging and exhausting train brake air ducts, increasing the redundant function of train braking, and ensuring that after a certain regulating valve on a tributary is damaged, other spare valves can still be used as flow-adjustable action valves, thereby ensuring that the flow of gas can be smoothly adjusted and avoiding the problem of pipe pressure fluctuations during the charging and exhausting process.

[0005] The present invention provides a redundant air filling and exhausting device for train braking, the redundant air filling and exhausting device comprising a main air pipeline, a reversing valve, a pressure regulating valve group and a brake pipeline connected in sequence;

[0006] The pressure regulating valve group includes a main flow valve connected to the reversing valve, and a first branch flow valve and a second branch flow valve connected between the main flow valve and the brake pipeline;

[0007] Any one of the main flow valve, the first branch flow valve and the second branch flow valve is configured as an action valve, and the flow rate during the process of charging or exhausting air to the brake pipeline is adjusted by adjusting the flow aperture of the action valve.

[0008] As an implementation mode, the main flow valve, the first branch flow valve and the second branch flow valve are electrically connected to the control unit respectively;

[0009] The control unit is used to select one of the main flow valve, the first branch flow valve and the second branch flow valve as an action valve, and control the opening size of the action valve.

[0010] As an implementation mode, under normal working conditions, the control unit selects the first branch valve as the action valve, and controls the main flow valve to be normally open and the second branch valve to be normally closed;

[0011] When the first branch valve cannot be opened, the control unit selects the second branch valve as the operating valve and controls the main valve to be always open;

[0012] When the first branch valve cannot be closed, the control unit selects the main valve as the operating valve and controls the second branch valve to be always open.

[0013] As an implementation manner, a first pressure sensor is disposed on the pipeline where the main valve is connected to the reversing valve, and the first pressure sensor is electrically connected to the control unit.

[0014] As an implementation manner, the first branch valve and the second branch valve are connected in parallel and then connected to the brake pipeline through a connecting pipe;

[0015] A flow sensor is disposed on the connecting pipe, and the flow sensor is electrically connected to the control unit.

[0016] As an implementation manner, the first port, the second port, and the third port on the reversing valve are correspondingly connected to the main valve, the main air pipeline, and the atmosphere;

[0017] The reversing valve has a release position and a brake position. When the reversing valve is in the release position, the main valve is communicated with the main air pipeline through the reversing valve. At this time, the high-pressure gas in the main air pipeline can flow to the brake pipeline;

[0018] When the reversing valve is in the brake position, the main valve is communicated with the atmosphere through the reversing valve. At this time, the gas in the brake pipeline can flow to the atmosphere.

[0019] As an implementation manner, the reversing valve is in cooperation and linkage with the braking system. When the braking system brakes, the reversing valve switches to the brake position;

[0020] When the braking system is released, the reversing valve switches to the release position.

[0021] As an implementation manner, the main valve, the first branch valve, and the second branch valve are all flow regulating ball valves; the flow regulating ball valve includes a valve body having a flow channel and a ball core disposed in the valve body, and an air flow channel adapted to be communicated with or disconnected from the flow channel is formed on the ball core;

[0022] A valve rod is connected to the ball core, the valve rod is drivingly connected to the motor, and the valve rod rotates under the drive of the motor and drives the ball core to rotate, thereby adjusting the opening degree of the valve body;

[0023] An angle potentiometer is sleeved on the valve rod, and the angle potentiometer and the motor are both electrically connected to a control circuit board disposed on the valve body.

[0024] As an implementation manner, an end cover is detachably disposed on the valve body at one port of the flow channel;

[0025] The valve body and the end cover jointly define an installation cavity, the ball core is located in the installation cavity, and ball seals are respectively arranged between the valve body and the ball core and between the end cover and the ball core.

[0026] As an implementation manner, the valve stem penetrates through the valve body, and a rod seal is arranged between the valve stem and the valve body, and the rod seal is sleeved on the valve stem;

[0027] One end face of the rod seal abuts against the limiting surface of the valve body, and the other end face of the rod seal is axially pressed by a pressing cover installed on the valve body.

[0028] Compared with the prior art, the advantages of the present invention are as follows:

[0029] 1. In the embodiment of the present invention, the main flow valve, the first branch valve and the second branch valve jointly form a pressure regulating valve group, and the pressure regulating valve group has a redundant function. When the branch valve on the branch pipeline is damaged and cannot be normally opened or closed, one of the remaining valves can be used as a standby action valve at this time, which can always ensure that the air charging flow between the main air pipeline and the brake pipeline and the air exhaust flow between the brake pipeline and the atmosphere can be stably regulated, ensuring the operation and braking safety of the train.

[0030] 2. The reversing valve is cooperatively linked with the braking system. When the braking system is released, the reversing valve switches to the release position, so that the main air pipeline, the pressure regulating valve group and the brake pipeline are sequentially communicated, and the high-pressure gas in the main air pipeline can flow to the brake pipeline. This process is the air charging and releasing process, and the brake shoe can release the train wheel.

[0031] When the braking system brakes, the reversing valve switches to the braking position; the brake pipeline, the pressure regulating valve group and the atmosphere are sequentially communicated to discharge the gas in the brake pipeline to the atmosphere. This process is the air exhaust and braking process, and the brake shoe can hold the train wheel tightly for braking.

[0032] 3. When the motor runs, it drives the valve stem to rotate and then drives the ball core to rotate to realize the adjustment of the opening degree of the valve body. At the same time, the angle potentiometer rotates together with the valve stem. During the rotation of the angle potentiometer, the resistance value changes correspondingly, that is, the potential at both ends of itself changes. By means of the control circuit board to identify different potential values to judge the opening degree of the valve body, precise control is realized to save energy.

[0033] 4. A stop surface facing the end cover is formed in the valve body, and ball seals are respectively arranged between the stop surface and the ball core and between the ball core and the end cover. External threads are provided on the outer peripheral wall of the end cover, and internal threads are formed on the inner wall of the port of the valve body. The end cover is threadedly installed on the valve body and axially presses the above two ball seals. The ball seals are deformed by force and closely fit on the ball core, thereby ensuring the airtightness of the valve. In addition, the detachable installation of the end cover and the valve body can facilitate the installation of the ball core in the valve body and is convenient for installation and disassembly. Description of the Drawings

[0034] The present invention will be described in more detail below based on embodiments with reference to the drawings.

[0035] Figure 1 It is a connection schematic diagram when the change - over valve in the charging and exhausting device is in the release position for charging and releasing.

[0036] Figure 2 It is a connection schematic diagram when the change - over valve in the charging and exhausting device is in the braking position for exhausting and braking.

[0037] Figure 3 It is a structural schematic diagram of a pressure regulating valve group with redundant functions.

[0038] Figure 4 It is a structural schematic diagram of a single flow - regulating ball valve in the pressure regulating valve group.

[0039] Reference Signs:

[0040] 1. Main air pipeline

[0041] 2. Change - over valve

[0042] 3. Pressure regulating valve group; 301. Main flow valve; 302. First branch valve; 303. Second branch valve

[0043] 31. Valve body; 311. Stop surface; 312. Limit surface

[0044] 32. Ball core; 33. Valve stem; 341. Motor; 342. Frame

[0045] 35. Angle potentiometer; 36. Control circuit board

[0046] 37. End cover; 381. Ball seal; 382. Stem seal; 39. Compression cover

[0047] 4. Braking pipeline

[0048] 5. Control unit

[0049] 61. First pressure sensor; 62. Second pressure sensor; 63. Flow sensor

[0050] 7. Host computer Detailed Description of the Embodiments

[0051] The present invention will be further described below with reference to the drawings.

[0052] An embodiment of the present invention provides a charging and exhausting device with redundant functions for train braking. The charging and exhausting device includes a main air pipeline 1, a reversing valve 2, a pressure regulating valve group 3, and a braking pipeline 4 that are connected in sequence; the pressure regulating valve group 3 includes a main flow valve 301 connected to the reversing valve 2, and a first branch valve 302 and a second branch valve 303 that are connected in parallel between the main flow valve 301 and the braking pipeline 4; any one of the main flow valve 301, the first branch valve 302, and the second branch valve 303 is set as an action valve, and by adjusting the flow diameter of the action valve, the flow rate during the process of charging or exhausting the braking pipeline 4 is adjusted.

[0053] The first port on the reversing valve 2 is connected to the main flow valve 301, the second port on the reversing valve 2 is connected to the main air pipeline 1, and the third port on the reversing valve 2 is connected to the atmosphere. The reversing valve 2 has a release position and a braking position. When the reversing valve 2 is in the release position, the first port and the second port on the reversing valve 2 are communicated, so that the main flow valve 301 and the main air pipeline 1 are communicated through the reversing valve 2. At this time, the high-pressure gas in the main air pipeline 1 can flow to the braking pipeline 4, and this process is the charging and releasing process. It should be noted that when the reversing valve 2 is in the release position, the first port and the third port on the reversing valve 2 are not communicated, so that the main flow valve 301 cannot be communicated with the atmosphere. That is to say, during the charging and releasing process, the gas in the braking pipeline 4 cannot flow to the atmosphere through the reversing valve 2.

[0054] When the reversing valve 2 is in the braking position, the first port and the third port on the reversing valve 2 are communicated, so that the main flow valve 301 and the atmosphere are communicated through the reversing valve 2. At this time, the gas in the braking pipeline 4 can flow to the atmosphere, and this process is the exhausting and braking process. It should be noted that when the reversing valve 2 is in the braking position, the first port and the second port on the reversing valve 2 are not communicated, so that the main flow valve 301 cannot be communicated with the main air pipeline 1. That is to say, during the exhausting and braking process, the high-pressure gas in the main air pipeline 1 cannot flow to the braking pipeline 4.

[0055] The reversing valve 2 cooperates with the braking system in a linkage manner. When the braking system brakes, the reversing valve 2 switches to the braking position; when the braking system is released, the reversing valve 2 switches to the release position.

[0056] Under normal operation, the main flow valve 301 is set to be normally open, the second branch valve 303 is set to be normally closed, and the first branch valve 302 is used as the action valve. The charging flow rate or the exhausting flow rate is adjusted by adjusting the opening degree of the first branch valve 302. When the first branch valve 302 cannot be opened, the main flow valve 301 is set to be normally open, and the second branch valve 303 is used as the action valve. The charging flow rate or the exhausting flow rate is adjusted by adjusting the opening degree of the second branch valve 303. When the first branch valve 302 cannot be closed, the second branch valve 303 is set to be normally open, and the main flow valve 301 is used as the action valve. The charging flow rate or the exhausting flow rate is adjusted by adjusting the opening degree of the main flow valve 301.

[0057] With such a setting, the main valve 301, the first branch valve 302, and the second branch valve 303 together form a pressure regulating valve group 3, which has a redundancy function. When a branch valve on the branch pipeline is damaged and cannot be normally opened or closed, one of the remaining valves can be used as a standby operating valve at this time, which can always ensure that the air charging and discharging volume between the main air pipeline 1 and the brake pipeline 4, as well as between the brake pipeline 4 and the atmosphere, can be stably adjusted, ensuring the operation and braking safety of the train.

[0058] In the embodiment of the present invention, the main valve 301, the first branch valve 302, and the second branch are respectively electrically connected to the control unit 5; the control unit 5 is used to select one of the main valve 301, the first branch valve 302, and the second branch valve 303 as the operating valve and control the opening degree of the operating valve.

[0059] Specifically, under normal operation, the control unit 5 selects the first branch valve 302 as the operating valve and controls the main valve 301 to be normally open and the second branch valve 303 to be normally closed; when the first branch valve 302 cannot be opened, the control unit 5 selects the second branch valve 303 as the operating valve and controls the main valve 301 to be normally open; when the first branch valve 302 cannot be closed, the control unit 5 selects the main valve 301 as the operating valve and controls the second branch valve 303 to be normally open.

[0060] A first pressure sensor 61 is provided on the pipeline where the main valve 301 is connected to the reversing valve 2, and the first pressure sensor 61 is electrically connected to the control unit 5.

[0061] The first branch valve 302 and the second branch valve 303 are connected in parallel and then connected to the brake pipeline 4 through a connecting pipe; a flow sensor 63 is provided on the connecting pipe, and the flow sensor 63 is electrically connected to the control unit 5. A second pressure sensor 62 is provided on the connecting pipe, and the second pressure sensor 62 is electrically connected to the control unit 5.

[0062] The control unit 5 can control the opening degree of the operating valve according to the pipe pressure values measured by the first pressure sensor 61 and the second pressure sensor 62, as well as the flow value measured by the flow sensor 63, so as to adjust the air charging flow or the air discharging flow.

[0063] In the embodiment of the present invention, the main valve 301, the first branch valve 302, and the second branch valve 303 are all flow regulating ball valves.

[0064] The flow regulating ball valve mainly includes a valve body 31, a ball core 32, a valve stem 33, a motor 341, an angle potentiometer 35, and an end cover 37.

[0065] The valve body 31 is generally in a three-way body structure and has a flow channel extending in the horizontal direction. The ball core 32 is arranged inside the valve body 31, and an air flow channel adapted to communicate or disconnect from the flow channel is formed on the ball core 32. The valve stem 33 is inserted through the valve body 31, and one end of the valve stem 33 is fixedly installed with the ball core 32. The other end of the valve stem 33 is coaxially and fixedly connected with the output shaft of the motor 341 through an internal spline structure. The valve stem 33 rotates under the drive of the motor 341, and the valve stem 33 drives the ball core 32 to rotate to adjust the opening degree of the valve body 31. An angle potentiometer 35 is sleeved on the valve stem 33, and both the angle potentiometer 35 and the motor 341 are electrically connected to the control circuit board 36 arranged on the valve body 31.

[0066] When the motor operates, it drives the valve stem 33 to rotate, and then drives the ball core 32 to rotate, realizing the adjustment of the opening degree of the valve body 31. At the same time, the angle potentiometer 35 rotates together with the valve stem 33. During the rotation process of the angle potentiometer 35, the resistance value changes accordingly, that is, the potential at both ends of itself changes. By means of the control circuit board 36 to identify different potential values to judge the opening degree of the valve body 31, precise control is realized to save energy.

[0067] As an implementation manner, a frame 342 is fixed on the outer shell of the motor 341, and the frame 342 is fixedly installed on the valve body 31. The frame 342 fixedly installs the motor 341 on the valve body 31, increasing the installation stability of the motor 341.

[0068] As an implementation manner, the ball core 32 is spherical, and the air flow channel extends along the radial direction of the ball core 32. A end cover 37 is detachably arranged at one port of the flow channel on the valve body 31. The valve body 31 and the end cover 37 jointly define an installation cavity, the ball core 32 is located in the installation cavity, and ball seals 381 are respectively arranged between the valve body 31 and the ball core 32, and between the end cover 37 and the ball core 32.

[0069] The ball seal 381 is an O-ring, made of wear-resistant sealing flexible material. The two O-rings are respectively arranged on the left and right sides of the ball core 32, so that during the rotation process of the ball core 32 and during normal operation, gas cannot leak through the gaps between the valve body 31 and the ball core 32, and between the end cover 37 and the ball core 32, ensuring the airtightness of the valve.

[0070] A stop surface 311 facing the end cover 37 is formed inside the valve body 31. One of the ball seals 381 is located between the stop surface 311 and the ball core 32, and the other ball seal 381 is arranged between the ball core 32 and the end cover 37. External threads are provided on the outer peripheral wall of the end cover 37, and internal threads are formed on the inner wall of the port of the valve body 31. The end cover 37 is threadedly installed on the valve body 31 and axially compresses the two ball seals 381. The ball seals 381 are deformed by the force and closely fit on the ball core 32, thereby ensuring the gas tightness of the valve. In addition, the detachable installation of the end cover 37 and the valve body 31 facilitates the installation of the ball core 32 into the valve body 31 and is convenient for installation and disassembly.

[0071] One side of the ball seal 381 facing the ball core 32 is adapted to the outer wall surface of the ball core 32 to ensure that the two fit together.

[0072] As an implementation manner, an installation groove is formed on the top surface of the ball core 32 deviating from the air flow channel. One end of the valve stem 33 is inserted into the installation groove on the ball core 32, and the inner peripheral wall of the installation groove is in interference fit with the valve stem 33. In order to increase the installation strength between the valve stem 33 and the ball core 32, the valve stem 33 and the ball core 32 are welded along the intersection line.

[0073] The valve stem 33 passes through the installation hole of the valve body 31, and a rod seal 382 is arranged between the valve stem 33 and the valve body 31. The rod seal 382 is sleeved on the valve stem 33; one end face of the rod seal 382 abuts against the limit surface 312 of the valve body 31, and the other end face of the rod seal 382 is axially compressed by a pressing cover 39 installed on the valve body 31. The limit surface 312 on the valve body 31 is conical, the rod seal 382 is a sealing ring, and one end face of the sealing ring facing the limit surface 312 is conical and fits with the limit surface 312.

[0074] When the rod seal 382 is axially compressed by the pressing cover 39, the rod seal 382 deforms radially so that it closely fits between the valve stem 33 and the installation hole of the valve body 31. Specifically, after the rod seal 382 is radially deformed, the inner hole wall of the rod seal 382 closely fits with the valve stem 33; and the outer wall of the rod seal 382 closely fits with the inner wall of the installation hole of the valve body 31 to ensure that the gas medium in the flow channel of the valve body 31 cannot leak out through the gap between the valve stem 33 and the valve body 31, thereby ensuring the air tightness of the valve.

[0075] The pressing cover 39 is arranged on the side of the rod seal 382 away from the limit surface 312. The pressing cover 39 is sleeved on the valve stem 33, and the pressing cover 39 is threadedly connected with the inner wall of the installation hole of the valve body 31. By screwing the pressing cover 39, the axial pressing force on the rod seal 382 can be adjusted.

[0076] The basic principle of the charging and exhausting device with redundant function for train braking in the present invention is as follows:

[0077] Air filling and relief: When the train starts, the reversing valve 2 is switched to the relief position, so that the main air duct 1, the pressure regulating valve group 3 and the brake duct 4 are connected in sequence, and the high-pressure gas (750KPa-900KPa) in the main air duct 1 can flow to the brake duct 4, so that the gas in the brake duct 4 reaches about 600KPa. This process is the air filling and relief process, and the brake shoe can release the train wheel.

[0078] After the air filling and relief is completed, the pressure regulating valve group 3 is slowly closed to maintain the pressure of the brake line 4.

[0079] Exhaust braking: When the brake system brakes, the reversing valve 2 automatically switches to the braking position, and the pressure regulating valve group 3 is adjusted to slowly open the pressure regulating valve group 3, so that the brake line 4, the pressure regulating valve group 3 and the atmosphere are connected in sequence to discharge the gas in the brake line 4 to the atmosphere. This process is the exhaust braking process, and the brake shoe can hold the train wheel tightly for braking.

[0080] Since the action valve in the pressure regulating valve group 3 can be opened or closed slowly, it can ensure that the gas flow rate can be adjusted smoothly, avoiding the problem of pipe pressure fluctuation during the filling and exhausting process.

[0081] During the above braking or release process, the control unit 5 determines whether each valve in the pressure regulating valve group 3 is abnormal through the potential values of the angle potentiometers 35 on the main flow valve 301, the first branch valve 302 and the second branch valve 303, and the measured value of the flow sensor 63. Under normal operation, the control unit 5 selects the first branch valve 302 as the action valve, and controls the main flow valve 301 to be normally open and the second branch valve 303 to be normally closed; when the first branch valve 302 cannot be opened, the control unit 5 selects the second branch valve 303 as the action valve, and controls the main flow valve 301 to be normally open; when the first branch valve 302 cannot be closed, the control unit 5 selects the main flow valve 301 as the action valve, and controls the second branch valve 303 to be normally open.

[0082] When the pressure regulating valve group 3 is damaged, the control unit 5 records the damage and sends the damage information to the external host computer 7, and triggers an alarm at the same time so as to timely repair or replace it.

[0083] Although the present invention has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced by equivalents without departing from the scope of the present invention. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. An air charging and discharging device with redundant function for train braking, characterized in that, It includes a main air pipeline, a directional valve, a pressure regulating valve group, and a brake pipeline connected in sequence; The pressure regulating valve group includes a main flow valve connected to the directional valve, and a first branch valve and a second branch valve connected in parallel between the main flow valve and the brake pipeline; Any one of the main flow valve, the first branch valve, and the second branch valve is set as an action valve, and by adjusting the flow diameter of the action valve, the flow rate during the process of charging or exhausting air to the brake pipeline is adjusted.

2. The air charging and exhausting device with redundant function for train braking according to claim 1, characterized in that The main flow valve, the first branch valve, and the second branch valve are respectively electrically connected to a control unit; The control unit is used to select one of the main flow valve, the first branch valve, and the second branch valve as the action valve, and control the opening degree of the action valve.

3. The air charging and exhausting device with redundant function for train braking according to claim 2, characterized in that Under normal operation, the control unit selects the first branch valve as the action valve, and controls the main flow valve to be normally open and the second branch valve to be normally closed; When the first branch valve cannot be opened, the control unit selects the second branch valve as the action valve, and controls the main flow valve to be normally open; When the first branch valve cannot be closed, the control unit selects the main flow valve as the action valve, and controls the second branch valve to be normally open.

4. The air charging and exhausting device with redundant function for train braking according to claim 2, characterized in that A first pressure sensor is provided on the pipeline where the main flow valve is connected to the directional valve, and the first pressure sensor is electrically connected to the control unit.

5. The air charging and exhausting device with redundant function for train braking according to claim 2, characterized in that The first branch valve and the second branch valve are connected in parallel and then connected to the brake pipeline through a connecting pipe; A flow sensor is provided on the connecting pipe, and the flow sensor is electrically connected to the control unit.

6. The air charging and exhausting device with redundant function for train braking according to any one of claims 1-5, characterized in that The first port, the second port, and the third port on the directional valve are respectively connected to the main flow valve, the main air pipeline, and the atmosphere in one-to-one correspondence; The directional valve has a release position and a brake position. When the directional valve is in the release position, the main flow valve is communicated with the main air pipeline through the directional valve. At this time, the high-pressure gas in the main air pipeline can flow to the brake pipeline; When the directional valve is in the brake position, the main flow valve is communicated with the atmosphere through the directional valve. At this time, the gas in the brake pipeline can flow to the atmosphere.

7. The air charging and exhausting device with redundant function for train braking according to claim 6, characterized in that The directional valve is coordinated and linked with the braking system. When the braking system brakes, the directional valve switches to the brake position; When the braking system is released, the directional valve switches to the release position.

8. The air charging and exhausting device with redundant function for train braking according to any one of claims 2-5, characterized in that The main flow valve, the first branch valve, and the second branch valve are all flow regulating ball valves; the flow regulating ball valve includes a valve body having a flow channel, and a ball core provided in the valve body, and an air flow channel adapted to communicate with or disconnect from the flow channel is formed on the ball core; A valve stem is connected to the ball core, and the valve stem is drivingly connected to a motor. The valve stem rotates under the drive of the motor and drives the ball core to rotate, thereby adjusting the opening degree of the valve body. An angle potentiometer is sleeved on the valve stem, and both the angle potentiometer and the motor are electrically connected to a control circuit board provided on the valve body.

9. The air charging and discharging device with redundant function for train braking according to claim 8, characterized in that A end cover is detachably provided on the valve body at one port of the flow channel. The valve body and the end cover jointly define an installation cavity, the ball core is located in the installation cavity, and ball seals are respectively provided between the valve body and the ball core and between the end cover and the ball core.

10. The air charging and discharging device with redundant function for train braking according to claim 8, characterized in that The valve stem penetrates through the valve body, and a rod seal is provided between the valve stem and the valve body, and the rod seal is sleeved on the valve stem. One end face of the rod seal abuts against the limit face of the valve body, and the other end face of the rod seal is axially pressed by a pressing cover installed on the valve body.

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