Railway wagon, air brake system and auxiliary exhaust valve thereof

Abstract

The application discloses a railway freight car, an air brake system thereof and an auxiliary exhaust valve. The auxiliary exhaust valve is connected with a train pipe and has a first space B, a volume chamber H, a first piston rod and an accelerated exhaust check valve. The accelerated exhaust check valve is used for controlling the connection and disconnection of the first space B and the volume chamber H, and the first piston rod is used for controlling the connection and disconnection of the accelerated exhaust check valve. During the exhaust process of the train pipe, the first piston rod is used for connecting the accelerated exhaust check valve, so that the first space B and the volume chamber H are connected, and thus the pressure air in the train pipe can quickly enter the volume chamber H, that is, the exhaust of the train pipe is realized quickly, so that the control valve of the air brake system can respond quickly and the brake can be started, thereby the problem that the front and rear brakes of the train are not synchronous is alleviated, and the impulsion of the rear train is alleviated. In addition, the response of the front and rear brakes of the train is improved, and the braking distance of the train is shortened.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle braking, and in particular to a railway freight car and its air braking system and auxiliary exhaust valve. Background Technology

[0002] Currently, railway freight cars have a large number of carriages, resulting in long train lengths.

[0003] If the pressurized air in the entire train tube is only discharged through the locomotive at the front of the train, and the pressure in the train tube decreases to a specified value at a certain rate, the pressure in the train tube at the front of the train, closer to the locomotive, will decrease rapidly, thus generating a quick braking effect. However, the pressure in the train tube at the rear of the train, farther from the locomotive, will decrease slowly. This will cause the rear carriages to take a long time to brake after the locomotive depressurizes and brakes, or even not brake at all. This will cause asynchronous braking between the front and rear of the train, resulting in problems such as sudden braking and prolonged braking distance. Summary of the Invention

[0004] In view of this, the present invention provides an auxiliary exhaust valve that helps the train pipe to quickly exhaust air, thereby enabling the carriage to brake quickly and alleviating the problem of asynchronous braking. Furthermore, the present invention also provides an air braking system and a railway freight car incorporating the aforementioned auxiliary exhaust valve.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] An auxiliary exhaust valve includes: a valve body, the valve body having a first space B, a second space C, a pressure-regulating chamber D, a third space F, a fourth space G, and a volume chamber H, wherein the first space B is used to communicate with a train pipe, the first space B and the second space C are arranged along a first direction, the first space B and the third space F are connected through a fourth connecting hole; the second space C is connected to the pressure-regulating chamber D, the pressure-regulating chamber D is a sealed space, the fourth space G is connected to the volume chamber H, and the volume chamber H is connected to the atmosphere through a seventh connecting hole, the diameter of the seventh connecting hole being smaller than the diameter of the fourth connecting hole;

[0007] A first piston rod, which seals and divides the first space B and the second space C, and is capable of moving along the first direction. The first piston rod has a first channel B1 inside, and the first channel B1 has a second connecting hole. The first channel B1 can connect the first space B and the second space C through the second connecting hole, and the diameter of the second connecting hole is smaller than that of the first channel B1.

[0008] An accelerated exhaust check valve is provided, which can connect the third space F and the fourth space G on and off. The third space F and the fourth space G are arranged along the first direction, and the fourth space G is close to the first piston rod. The accelerated exhaust check valve is arranged opposite to the first piston rod along the first direction, and the opening and closing of the accelerated exhaust check valve can be controlled during the movement of the first piston rod along the first direction.

[0009] The first direction is the axial direction of the first piston rod, the second space C is located at the end of the first piston rod away from the accelerated exhaust check valve, and the first space B is located between the first piston rod and the accelerated exhaust check valve.

[0010] Preferably, in the above-mentioned auxiliary exhaust valve, the second connecting hole is located on the side wall of the first piston rod near the second space C; the first channel B1 of the first piston rod is provided with a first connecting hole, and the diameter of the first connecting hole is smaller than the flow area of ​​the first channel B1; the side wall of the first piston rod at the end of the first space B has a third connecting hole, the third connecting hole connecting the first channel B1 and the first space B, and the diameter of the third connecting hole is smaller than the flow area of ​​the first channel B1.

[0011] Preferably, in the above-mentioned auxiliary exhaust valve, a first spring is sleeved on the portion of the first piston rod located in the first space B, one end of the first spring along the first direction abuts against the first piston rod, and the other end of the first spring along the first direction abuts against the cavity wall of the first space B.

[0012] Preferably, in the above-mentioned auxiliary exhaust valve, the accelerated exhaust check valve includes: a first check valve sleeve, which is sealed and fixedly connected to the inner wall of the valve body, the first check valve sleeve having a through hole that connects the third space F and the fourth space G; a first check valve core, which is installed inside the first check valve sleeve and can abut against the through hole of the first check valve sleeve, sealing the through hole; a first piston rod that can abut against the first check valve core and drive the first check valve core to move away from the through hole of the first check valve sleeve, connecting the third space F and the fourth space G; and a second spring, which is arranged along the first direction and located between the first check valve core and the cavity wall of the third space F.

[0013] Preferably, in the above-mentioned auxiliary exhaust valve, the valve body further includes: a fifth space J, a sixth space K, and a seventh space E; the fifth space J is connected to the volume chamber H, the sixth space K is connected to the atmosphere, and the seventh space E is connected to the first space B;

[0014] The auxiliary exhaust valve further includes: an emergency check valve, which can open and close the seventh space E to the outside atmosphere; a second piston assembly, which can open and close the first space B and the volume chamber H; and a third piston assembly, which seals and separates the fifth space J and the sixth space K, and the third piston assembly can move along a first direction to control the opening and closing of the emergency check valve.

[0015] Preferably, in the above-mentioned auxiliary exhaust valve, the emergency check valve includes: a second check valve seat, which is sealed and fixedly connected to the inner cavity of the valve body and sealably divides the seventh space E and the sixth space K; the side wall of the second check valve seat has an exhaust channel that communicates with the atmosphere; a second check valve core, which is disposed within the second check valve seat and can abut against the second check valve seat to seal the gap between the second check valve core and the second check valve seat; a third piston assembly that can abut against the second check valve core and drive the second check valve core to move along the first direction, thereby creating a gap between the second check valve core and the second check valve seat, the gap communicating with the exhaust channel and the seventh space E; and a fifth spring, which is disposed between the end of the second check valve core away from the third piston assembly and the second check valve seat.

[0016] Preferably, in the above-mentioned auxiliary exhaust valve, the third piston assembly includes: a third piston rod, which seals and divides the fifth space J and the sixth space K, and the third piston rod is movable along a first direction, and the third piston rod is capable of sealingly extending into the second check valve seat and abutting against the second check valve core; and a fourth spring, which extends along the first direction and is disposed between the third piston rod and the second check valve seat.

[0017] Preferably, in the above-mentioned auxiliary exhaust valve, the second piston assembly includes: a piston sleeve located in the fourth space G, the cavity wall between the fourth space G and the first space B having a through-hole; the piston sleeve can abut against the cavity wall of the fourth space G to seal and block the through-hole; a second piston rod penetrating the piston sleeve along the first direction and movable along the first direction; and the second piston rod is sealed to the piston sleeve, one end of the second piston rod along the first direction extending into the first space B through the through-hole and abutting against the first piston rod; the other end of the second piston rod along the first direction can abut against the first check valve core of the accelerated exhaust check valve.

[0018] Preferably, in the above-mentioned auxiliary exhaust valve, the accelerated exhaust check valve further includes: a third spring, the third spring being located between the accelerated exhaust check valve and the cavity wall of the third space F, and the third spring and the second spring of the accelerated exhaust check valve being arranged along the first direction; the elastic coefficient of the second spring is less than the elastic coefficient of the third spring.

[0019] Preferably, in the above-mentioned auxiliary exhaust valve, the seventh space E, the sixth space K, and the fifth space J are arranged sequentially along the first direction; the second space C, the first space B, the fourth space G, and the third space F are arranged sequentially along the first direction; and the direction from the seventh space E to the fifth space J is the same as the direction from the second space C to the third space F, and they are arranged side by side.

[0020] An air braking system includes: an auxiliary exhaust valve and a train pipe, wherein the auxiliary exhaust valve is any of the auxiliary exhaust valves described above, and the auxiliary exhaust valve is connected to the train pipe.

[0021] A railway freight car comprising the air braking system described above.

[0022] This invention discloses an auxiliary exhaust valve for use in the air braking system of railway freight cars. It can be connected to the train pipe and includes a first space B, a volume chamber H, a first piston rod, and an accelerated exhaust check valve. The accelerated exhaust check valve controls the opening and closing of the first space B and the volume chamber H, while the first piston rod controls the opening and closing of the accelerated exhaust check valve. During the exhaust process in the train pipe, the first piston rod can open the accelerated exhaust check valve, connecting the first space B and the volume chamber H. Therefore, the pressurized air in the train pipe can quickly enter the volume chamber H, achieving rapid exhaust from the train pipe. This allows the control valve of the air braking system to respond quickly and initiate braking, thus helping to alleviate the problem of asynchronous braking between the front and rear of the train, thereby reducing the impact of the following train. Furthermore, the improved braking response between the front and rear of the train helps to shorten the braking distance. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 A schematic diagram of the structure of a railway freight car air braking system disclosed in the prior art;

[0025] Figure 2 This is a schematic diagram of the structure of the air braking system for railway freight cars disclosed in an embodiment of the present invention;

[0026] Figure 3 This is a schematic diagram of the internal structure of the auxiliary exhaust valve during the inflation stage as disclosed in an embodiment of the present invention;

[0027] Figure 4 for Figure 3 A magnified view of a portion of P;

[0028] Figure 5 for Figure 3 A magnified view of a portion of Q;

[0029] Figure 6 This is a schematic diagram of the internal structure of the auxiliary exhaust valve during the normal braking stage as disclosed in an embodiment of the present invention;

[0030] Figure 7 for Figure 6 A magnified view of a portion of the image with the radius R;

[0031] Figure 8 This is a schematic diagram of the internal structure of the auxiliary exhaust valve during the emergency braking phase, as disclosed in the embodiments of the invention.

[0032] Figure 9 for Figure 8 A magnified view of a portion of the S-shape;

[0033] Figure 10 for Figure 8 A magnified view of a portion of the T-shaped area. Detailed Implementation

[0034] 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. 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.

[0035] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0036] like Figure 1 As shown, a typical railway freight car air braking system includes an auxiliary air cylinder 0200, a control valve (not limited to a type 120 air brake valve) 0300, and a brake cylinder 0400. The upper chamber of the main piston of control valve 0300 is connected to the train pipe 0100, meaning the pressure in the upper chamber of control valve 0300 is the same as the pressure in the train pipe. The lower chamber of the main piston of control valve 0300 is connected to the auxiliary air cylinder 0200, meaning the pressure in the lower chamber of control valve 0300 is the same as the pressure inside the auxiliary air cylinder 0200. When the locomotive pressurizes or depresses air into the train pipe 0100, a pressure difference is created on both sides of the main piston of control valve 0300, causing the main piston to move upward or downward, thus opening or closing control valve 0300.

[0037] The locomotive controls the braking or releasing action of each car by inflating or deflating the train pipe that connects the cars. Specifically, when the locomotive inflates the train pipe 0100, the control valves 0300 in the train release the pressure, and the control valves 0300 discharge the pressurized air from the brake cylinder 0400; when the locomotive discharges the air from the train pipe 0100, the control valves 0300 in the train apply the braking action, and the control valves 0300 cause the auxiliary air cylinder 0200 to inflate the brake cylinder 0400 to generate braking force.

[0038] Currently, railway freight cars have a large number of carriages, resulting in long trains. If the pressurized air in the entire train tube is only released through the locomotive at the front of the train, and the pressure in the entire train tube is reduced to a specified value at a certain rate, the pressure in the front of the train, closer to the locomotive, will drop quickly, enabling rapid braking. However, the pressure in the rear of the train, farther from the locomotive, will drop slowly, causing the rear carriages to take a long time to brake after the locomotive depressurizes and brakes, or even not brake at all. This results in asynchronous braking between the front and rear of the train, causing problems such as sudden braking and prolonged braking distance.

[0039] Based on this, this embodiment discloses an auxiliary exhaust valve and an air braking system for railway freight cars using the auxiliary exhaust valve. The auxiliary exhaust valve is connected to the train pipe to release pressurized air into the train pipe in a limited manner, helping the locomotive to reduce the air pressure in each train pipe as quickly as possible and improve the consistency of train braking.

[0040] like Figure 2 As shown, the air braking system of the railway freight car in this embodiment includes: an auxiliary exhaust valve 100, a train pipe 200, a control valve 300, a brake cylinder 400, and a secondary air cylinder 500.

[0041] Among them, the auxiliary exhaust valve 100 is connected to the train pipe 200, the upper chamber of the control valve 300 is connected to the train pipe 200, and the lower chamber of the control valve 300 is connected to the auxiliary air cylinder 500, so that the opening and closing of the control valve 300 is determined by the pressure difference between the train pipe 200 and the auxiliary air cylinder 500.

[0042] The air braking system of this embodiment can quickly adjust the pressure of the train pipe 200 through the auxiliary exhaust valve 100, realize the rapid adjustment of the control valve 300, and thus realize the rapid implementation of the braking action, thereby shortening the braking distance of the entire train and reducing the longitudinal impact force of the entire train.

[0043] like Figure 3 As shown, the auxiliary exhaust valve 100 in this embodiment includes: valve body 1, first piston assembly 2, first spring 3, second piston assembly 4, dust filter 5, accelerated exhaust check valve 6, third piston assembly 7, and emergency check valve 8.

[0044] The valve body 1 has an inlet A, a first accommodating cavity, a second accommodating cavity, a pressure regulating chamber D, a volume chamber H, and a third accommodating cavity.

[0045] Inlet A is used to connect with train pipe 200; therefore, the pressure at inlet A is equivalent to the pressure inside train pipe 200. Both the first and second accommodating chambers are connected to inlet A. Optionally, a dust filter 5 is provided at inlet A. The dust filter 5 described herein can be configured according to different needs and can filter particulate impurities, etc.

[0046] The first piston assembly 2 is disposed within the first accommodating cavity, and the first piston assembly 2 is capable of dividing the first accommodating cavity into a first space B and a second space C that are isolated from each other. The first space B and the second space C are distributed along a first direction, and the first piston assembly 2 is capable of moving along the first direction. Among them, the first space B is connected to the third accommodating cavity, the second space C is connected to the pressure regulating chamber D, and the pressure regulating chamber D is a sealed chamber within the valve body 1.

[0047] Optionally, the second space C and the pressure-regulating chamber D can be connected through a cavity opened inside the valve body 1. The first space B and the third accommodating chamber can be connected through a second channel B2 opened inside the valve body 1.

[0048] Figure 3 In the first piston assembly 2, there are: a first piston rod 21, a first piston seat 22, a first elastic seal 23 and a first sealing ring 24.

[0049] In this embodiment, the first piston seat 22 is sleeved on the outside of the first piston rod 21, and the first piston seat 22 divides the first accommodating cavity into a first space B and a second space C through the first elastic seal 23. In this embodiment, the first elastic seal 23 can be a rubber component.

[0050] The first piston rod 21 is movably disposed along a first direction, and the first piston rod 21 has a first channel B1 extending along the axial direction. A first connecting hole 01 is provided in the first channel B1, specifically, the diameter of the first connecting hole 01 is smaller than the diameter of the first channel B1.

[0051] The first piston rod 21 has a second connecting hole 02 on the side wall of the portion of the second space C that passes through the side wall and communicates with the first channel B1; the first piston rod 21 has a third connecting hole 03 on the side wall of the portion of the first space B that communicates with the first channel B1.

[0052] A first sealing ring 24 is provided at the end of the portion of the first piston rod 21 located in the second space C along the first direction. When the first piston rod 21 moves along the first direction, the first piston rod 21 can be sealed against the side wall of the second space C of the valve body 1 through the first sealing ring 24.

[0053] The portion of the first piston rod 21 located in the first space B is connected to the first spring 3. Optionally, one end of the first spring 3 abuts against the first piston seat 22, and the other end abuts against the cavity wall of the first space B away from the second space C along a first direction. In its initial position, the first spring 3 allows the first piston rod 21 to abut against the side wall of the second space C of the valve body 1 through the first sealing ring 24 for sealing. The portion of the first piston rod 21 located in the first space B has a gap with the cavity wall of the first space B away from the second space C along the first direction, and this gap is larger than the diameter of the third connecting hole 03.

[0054] The second piston assembly 4 and the accelerated exhaust check valve 6 are both disposed in the second accommodating cavity. The second piston assembly 4 and the accelerated exhaust check valve 6 are arranged along the first direction, and the second piston assembly 4 is arranged close to the first piston assembly 2.

[0055] The accelerated exhaust check valve 6 divides the second accommodating cavity into a third space F and a fourth space G. Optionally, the third space F and the fourth space G are arranged along a first direction. The fourth space G communicates with the volume chamber H of the valve body 1, and the volume chamber H communicates with the atmosphere. Optionally, the volume chamber H has a seventh connecting hole 07, which communicates with the atmosphere. The volume chamber H communicates with the third accommodating cavity. The third space F communicates with the first space B. Optionally, the third space F and the first space B are connected through a third channel B3 inside the valve body 1.

[0056] The second piston assembly 4 is disposed in the fourth space G and can move along the first direction. During the movement of the second piston assembly 4 along the first direction, the first space B and the fourth space G can be connected and disconnected. That is, the first space B and the fourth space G can be connected and disconnected through the second piston assembly 4.

[0057] The accelerated exhaust check valve 6 is used to connect the third space F and the fourth space G in a switchable manner. A fourth connecting hole 04 is provided in the third channel B3, which connects the third space F to the first space B. The flow surface of the fourth connecting hole 04 is smaller than the flow surface of the third channel B3. In this embodiment, the flow surface is the size of the plane perpendicular to the gas flow direction in the pipe or channel. In this example, the fourth connecting hole 04 is a circular hole, and the third channel B3 is a cylindrical cavity; therefore, the radial area of ​​the fourth connecting hole 04 is smaller than the radial area of ​​the third channel B3.

[0058] In this embodiment, the radial area of ​​the fourth connecting hole 04 is greater than the radial area of ​​the seventh connecting hole 07, which facilitates the acceleration of the differential pressure generated by the exhaust check valve 6 in the third space F and the fourth space G.

[0059] Combination Figure 3 and Figure 4 As shown, the second piston assembly 4 includes: a piston sleeve 41, a second piston seat 42, a second sealing ring 43, and a second piston rod 44.

[0060] The piston sleeve 41 is fitted onto the second piston rod 44, and the piston sleeve 41 and the second piston rod 44 are sealed together. One end of the piston sleeve 41 along the first direction is fixedly connected to the second piston seat 42, and the other end of the piston sleeve 41 along the first direction is fitted with a second sealing ring 43, which can seal against the cavity wall of the valve body 1 between the fourth space G and the first space B.

[0061] The second piston rod 44 is movable within the piston sleeve 41 along a first direction. One end of the second piston rod 44 along the first direction abuts against the first piston rod 21 of the first piston assembly 2, and the other end of the second piston rod 44 along the first direction passes through the second piston seat 42. The second piston rod 44 extends out of the second piston seat 42 and abuts against the acceleration exhaust check valve 6. Optionally, the axis of the second piston rod 44 of the second piston assembly 4 coincides with the axis of the first piston rod 21.

[0062] Combination Figure 3 and Figure 4 As shown, the accelerated exhaust check valve 6 includes: a first check valve core 61, a second spring 62, a first check valve seat 63, a third spring 64, and a first check valve sleeve 65.

[0063] The first check valve sleeve 65 is sealed and fixedly connected to the cavity of the third space F of the valve body 1. The first check valve core 61 is disposed inside the first check valve sleeve 65. When the first check valve core 61 and the first check valve sleeve 65 are in contact along the first direction, the through hole of the second piston rod 44 can be closed. The through hole is connected to the fourth space G.

[0064] The second piston rod 44 of the second piston assembly 4 extends out of the second piston seat 42 and enters the first check valve sleeve 65 through the through hole of the first check valve sleeve 65, and abuts against the first check valve core 61. During the movement of the second piston rod 44 in the first direction, it can drive the first check valve core 61 to move in the first direction.

[0065] The first check valve seat 63 is disposed inside the first check valve sleeve 65 and is located at the end of the first check valve seat 63 away from the second piston assembly 4, that is, the first check valve core 61 is located between the second piston rod 44 and the first check valve seat 63 along the first direction.

[0066] A second spring 62 is provided between the first check valve seat 63 and the first check valve core 61. Optionally, one end of the second spring 62 along the first direction abuts against the first check valve core 61, and the other end of the second spring 62 along the first direction abuts against the first check valve seat 63.

[0067] A third spring 64 is provided between the cavity wall of the third space F on the side away from the fourth space G along the first direction and the first check valve seat 63. Optionally, one end of the third spring 64 along the first direction abuts against the cavity wall of the third space F, and the other end of the third spring 64 along the first direction abuts against the first check valve seat 63.

[0068] Since the second piston rod 44 of the second piston assembly 4 is opposite to the first piston rod 21, the first piston rod 21 can push the second piston rod 44 to move along the first direction during the movement. As the second piston rod 44 moves along the first direction, it can push the first check valve core 61 of the accelerated exhaust check valve 6 to move, changing the closing relationship between the first check valve core 61 and the first check valve sleeve 65, thereby realizing the opening and closing of the accelerated exhaust check valve 6, that is, realizing the opening and closing of the fourth space G and the third space F.

[0069] Furthermore, since a third spring is provided between the accelerated exhaust check valve 6 and the cavity wall of the third space F, after the second piston rod 44 moves in the first direction and retracts into the piston sleeve 41, the first piston rod 21 will push the second piston assembly 4 to move in the first direction. During the movement of the second piston assembly 4 in the first direction, the fourth space G and the first space B will be connected. That is, the second piston assembly 4 can move in the first direction, and the connection between the fourth space G and the first space B can be switched during the movement.

[0070] In this embodiment, the elastic coefficient of the second spring 62 is smaller than that of the third spring 64. Therefore, under the same external force, the second spring 62 deforms before the third spring 64.

[0071] Combination Figure 3 and Figure 5 As shown, the third piston assembly 7 and the emergency check valve 8 are both located in the third accommodating cavity.

[0072] The emergency check valve 8 and the third piston assembly 7 are arranged along the first direction, and the direction of the line connecting the emergency check valve 8 and the third piston assembly 7 is the arrangement direction of the first accommodating cavity and the second accommodating cavity.

[0073] The third piston assembly 7 includes a third piston rod 71, a third resilient seal 72, and a fourth spring 73. The emergency check valve 8 includes a second check valve core 81, a fifth spring 82, and a second check valve seat 83.

[0074] The end of the third piston rod 71 away from the emergency check valve 8 along the first direction is sealed to the cavity wall of the third accommodating cavity through the third elastic seal 72, and the end of the third piston rod 71 away from the emergency check valve 8 is divided into the fifth space J.

[0075] The third piston rod 71 extends into the second check valve seat 83 at one end along the first direction near the emergency check valve 8, and the third piston rod 71 and the second check valve seat 83 are in a sealing fit. The third piston rod 71 is movable relative to the second check valve seat 83 along the first direction.

[0076] A fourth spring 73 is provided between the third piston rod 71 and the second check valve seat 83 along the first direction. Optionally, the fourth spring 73 is sleeved on the outside of the third piston rod 71, with one end of the fourth spring 73 abutting against the third piston rod 71 and the other end of the fourth spring 73 abutting against the second check valve seat 83.

[0077] The second check valve seat 83 is sealed to the cavity wall of the third accommodating cavity, so that a sixth space K is formed between the second check valve seat 83 and the third piston rod 71, and a seventh space E is formed at the end of the second check valve seat 83 away from the third piston rod 71.

[0078] The sixth space K is connected to the atmosphere through the fifth connecting hole 05. The sixth space K and the fifth space J are distributed along the first direction and are sealed and isolated from each other by the third elastic seal 72. In this way, a pressure difference can be generated on both sides of the third piston rod 71 to push the third piston rod 71 to move along the first direction.

[0079] The seventh space E is connected to the internal space of the second check valve seat 83. The side wall of the second check valve seat 83 has an exhaust channel that communicates with the interior of the second check valve seat 83. The cavity wall of the third accommodating cavity has a sixth connecting hole 06 opposite to the exhaust channel. In addition, the seventh space E is connected to the first space B through the second channel B2.

[0080] The second check valve core 81 is disposed inside the second check valve seat 83, and the second check valve core 81 can abut against the second check valve seat 83 to cut off the connection between the seventh space E and the exhaust channel.

[0081] The third piston rod 71 extends into the second check valve seat 83. During the movement of the third piston rod 71 along the first direction, it drives the second check valve core 81 to move along the first direction. As the second check valve core 81 moves away from the third piston rod 71 along the first direction, it connects the seventh space E to the exhaust channel. In other words, the third piston rod 71 in this embodiment can drive the second check valve core 81 to move along the first direction to achieve on / off control of the seventh space E and the exhaust channel.

[0082] In this embodiment, a fifth spring 82 is provided between the end of the second check valve core 81 away from the third piston rod 71 along the first direction and the second check valve seat 83. Optionally, one end of the fifth spring 82 along the first direction abuts against the second check valve core 81, and the other end along the first direction abuts against the second check valve seat 83.

[0083] In addition, from the appendix Figure 3As can be seen, in this embodiment, the seventh space E, the sixth space K, and the fifth space J of the auxiliary exhaust valve 100 are arranged sequentially along the first direction; the second space C, the first space B, the fourth space G, and the third space F are arranged sequentially along the first direction. Furthermore, the direction from the seventh space E to the fifth space J is the same as the direction from the second space C to the third space F. Thus, the pushing and resetting of different piston rods can be achieved using air pressure and the restoring force of the spring.

[0084] In this embodiment, the positions of the seventh space E, the sixth space K, and the fifth space J are arranged side by side with the positions of the second space C, the first space B, the fourth space G, and the third space F within the valve body 1. This reduces the length of the valve body 1 along the first defense line and allows for a more reasonable arrangement of the space inside the valve body 1.

[0085] In this embodiment, the accelerated exhaust check valve 6 of the auxiliary exhaust valve 100 can control the opening and closing of the first space B and the volume chamber H, while the first piston rod 21 can control the opening and closing of the accelerated exhaust check valve 6. During the exhaust process of the train pipe 200, the first piston rod 21 can open the accelerated exhaust check valve 6, so that the first space B and the volume chamber H are connected. Therefore, the pressurized air in the train pipe 200 can quickly enter the volume chamber H, that is, realize the rapid exhaust of the train pipe, thereby enabling the control valve of the air brake system to respond quickly and start the brake. Therefore, it is beneficial to alleviate the problem of asynchronous braking between the front and rear of the train, and thus alleviate the impulse of the following train. In addition, the improved response of the front and rear braking of the train is beneficial to shorten the braking distance of the train.

[0086] Furthermore, the emergency check valve 8 of the auxiliary exhaust valve 100 in this embodiment can control the opening and closing of the first space B and the seventh space E, so as to realize the direct connection between the first space B and the atmosphere, thereby realizing the scenario where the pressure of the train pipe 200 needs to drop rapidly. The opening and closing of the emergency check valve 8 is achieved by the movement of the third piston rod 71, which is controlled by the opening and closing of the first space B and the volume chamber H. When the first space B and the volume chamber H are connected, the third piston rod 71 will open the emergency check valve 8. The opening and closing of the first space B and the volume chamber H is achieved by the second piston assembly 4, which is achieved by the movement of the first piston rod 21. During the movement of the first piston rod 21, it can drive the second piston assembly 4 to connect the first space B and the volume chamber H.

[0087] As can be seen from the above functional description, the auxiliary exhaust valve 100 of this embodiment has a simple structure and multiple linkage relationships, which can avoid malfunctions caused by vibration and help improve the stability of the auxiliary exhaust valve 100.

[0088] The structure of the auxiliary exhaust valve 100 has been described above. The following section will combine... Figure 3The gas flow path and operation of the auxiliary exhaust valve 100 during the inflation phase are explained. It should be noted that the state of the auxiliary exhaust valve 100 during the inflation phase can be considered as the initial state of the auxiliary exhaust valve 100.

[0089] To simplify the description, the following text will use the up and down directions shown in the diagram. Here, "up" and "down" refer to the first direction in the diagram.

[0090] Before train departure or during normal train operation, the valves and air cylinders in the train's air braking system need to be filled with pressurized air for use during train braking. This is achieved by the driver supplying air to the air braking systems of each carriage via the locomotive and the train pipe 200 that runs through the entire train. Since the auxiliary exhaust valve 100 is connected to the train pipe 200, the gas inside the train pipe 200 will enter the auxiliary exhaust valve 100.

[0091] Figure 3 During the inflation phase, since the inlet A of the auxiliary exhaust valve 100 is connected to the train pipe 200, the pressurized air supplied from the locomotive enters the auxiliary exhaust valve 100 through the train pipe 200 and is divided into three paths, among which:

[0092] First path: Pressurized air supplied through train pipe 200 enters at inlet A of auxiliary exhaust valve 100, and passes through dust filter 5 at inlet A into the first space B of auxiliary exhaust valve 100. When auxiliary exhaust valve 100 is in the inflated state, the first piston rod 21 is in the initial position, that is, under the action of the first spring 3, the top of the first piston rod 21 along the first direction (the upper end in the figure) is sealed against the inner wall of the first accommodating cavity of valve body 1 through the first sealing ring 24. The bottom of the first piston rod 21 along the first direction (the lower end in the figure) does not contact the second piston rod 44 and there is a gap, and the size of this gap along the first direction is larger than the third connecting hole 03. Based on this, a portion of the pressurized air in the first space B passes through the gap between the first piston rod 21 and the second piston rod 44, enters the first channel B1 of the first piston rod 21 and the second connecting hole 02 of the first piston rod 21, enters the second space C, and enters the constant pressure chamber D through the cavity of valve body 1.

[0093] The second route: The pressurized air delivered through the train pipe 200 enters the first space B of the auxiliary exhaust valve 100 through the dust filter 5 at inlet A. Since the first space B of the auxiliary exhaust valve 100 is connected to the seventh space E, a portion of the pressurized air in the first space B enters the seventh space E through the second channel B2.

[0094] The third route: Pressurized air supplied through the train pipe enters the first space B of the auxiliary exhaust valve 100 through inlet A and passes through the dust filter 5. Since the first space B of the auxiliary exhaust valve 100 is connected to the third space F via the third channel B3, a portion of the pressurized air in the first space B enters the third space F via the third channel B3. Because the third channel B3 has a fourth connecting hole 04, and the flow area of ​​the fourth connecting hole 04 is smaller than the flow area of ​​the third channel B3, the flow velocity of the pressurized air entering the third space F from the first space B can be increased. This can be understood as enabling a portion of the pressurized air in the first space B to quickly enter the third space F.

[0095] It should be noted that when the auxiliary exhaust valve 100 is in the inflated state, the second piston assembly 4 does not move. Therefore, the first space B and the fourth space G are not connected, and the accelerated exhaust check valve 6 is also not connected to the third space F and the fourth space G. The fourth space G is connected to the volume chamber H through the valve internal passage, and the volume chamber H is connected to the atmosphere through the seventh connecting hole 07.

[0096] When the auxiliary exhaust valve 100 is in the inflated state, the third piston assembly 7 does not move; therefore, the emergency check valve 8 does not connect the seventh space E to the sixth connecting hole 06. The fifth space J is connected to the volume chamber H through the valve internal passage. The sixth space K is connected to the atmosphere through the fifth connecting hole 05.

[0097] Combination Figure 6 and Figure 7 As shown, service braking is required during train speed adjustment or stopping. During service braking, the pressurized air in the train pipe 200 of the entire train needs to be released to reduce the pressurized air in the train pipes of each car to the target value, thereby causing braking in each car.

[0098] During normal braking, the locomotive discharges pressurized air from the train pipe 200. Since the inlet A of the auxiliary exhaust valve 100 is connected to the train pipe 200, the pressure at the inlet A decreases. The inlet A is connected to the first space B. Therefore, the pressure in the first space B will decrease as the pressure in the train pipe 200 decreases, causing the pressurized air stored in the first and second paths during the inflation stage to flow in opposite directions.

[0099] The first type of pressurized air flows from the pressure chamber D through the cavity of the valve body 1 into the second space C. Due to the small size of the second connecting hole 02 and the first connecting hole 01, the second connecting hole 02 and the first connecting hole 01 have a flow-limiting effect, resulting in a slow pressure drop in the second space C. Meanwhile, the pressure in the first space B drops faster with the train pipe 200. Therefore, the pressure in the second space C is greater than the pressure in the first space B. That is, a pressure difference is generated at both ends of the first piston rod 21 along the first direction. Under the action of the pressure difference between the second space C and the first space B, the first piston rod 21 is pushed to move along the first direction towards the first space B (downward direction in the figure).

[0100] As braking continues (train pipe 200 continues to exhaust air), the first piston rod 21 continues to move downwards in the first direction and contacts the upper end of the second piston rod 44. As the first piston rod 21 continues to move downwards, it pushes the second piston rod 44 downwards, causing the second piston rod 44 to push the first check valve core 61 of the accelerated exhaust check valve 6 to move downwards in the first direction. During this downward movement, the first check valve core 61 continuously compresses the second spring 62 and opens the through hole of the first check valve sleeve 65, thus enabling the accelerated exhaust check valve 6 to connect the third space F and the fourth space G. Figure 7 As shown, this forms an exhaust passage.

[0101] See Figure 7 As shown, the specific exhaust process of the exhaust passage is as follows: part of the pressurized air in the first space B, which is connected to the train pipe 200, enters the third channel B3 in the valve body 1 through the first space B, enters the third space F through the fourth connecting hole 04, and then enters the fourth space G through the opened acceleration exhaust check valve 6. Then it enters the volume chamber H through the internal passage of the valve body. The pressurized air entering the volume chamber H is discharged into the atmosphere through the seventh connecting hole 07 and the volume chamber exhaust port (the seventh connecting hole 07 is connected to the volume chamber exhaust port, and the volume chamber exhaust port is connected to the atmosphere), thus forming the auxiliary exhaust valve 100 to accelerate the exhaust speed of the train pipe under normal braking conditions.

[0102] Since the diameter of the fourth connecting hole 04 in this embodiment is larger than that of the seventh connecting hole 07, it is possible to accelerate the opening of the exhaust check valve 6, thereby connecting the train pipe 200 and the volume chamber H. This is equivalent to an instantaneous expansion of the volume of the train pipe 200, which will more quickly accelerate the decrease in pressure in the train pipe 200 and allow the train to enter the braking position more quickly.

[0103] It should be noted that the second type of pressurized air during the inflation stage: the pressurized air in the seventh space E is connected to the first space B through the second channel B2. Therefore, the pressurized air in the first space B can be combined with the above process to enter the volume chamber H through the third space F and be discharged into the atmosphere.

[0104] As the first piston rod 21 moves downward, the pressurized air in the constant pressure chamber D continuously enters the first space B through the first channel B1 and the third connecting hole 03 of the first piston rod 21.

[0105] After the pressure reduction in train pipe 200 reaches the target value and stops, the pressure in constant pressure chamber D gradually balances with the pressure in train pipe 200, meaning that constant pressure chamber D and the first space B gradually become equal in pressure.

[0106] Under the action of the first spring 3 and the second spring 62, the first piston rod 21 and the first check valve core 61 of the accelerated exhaust check valve 6 move upward in the first direction, so that the first check valve core 61 blocks the through hole of the first check valve sleeve 65, that is, cuts off the accelerated exhaust check valve 6, so that the third space F and the fourth space G are not connected, the exhaust stops, and the auxiliary exhaust valve 100 returns to the initial state. Figure 3 (As shown).

[0107] Combination Figures 8 to 10 As shown, in the event of an emergency, the train needs to implement emergency braking. During the emergency braking phase, it is necessary to quickly release the pressurized air in the train pipe 200 throughout the train, causing the pressurized air in the train pipe 200 to drop rapidly to zero, so that the air braking system can generate maximum braking force and stop the train as quickly as possible.

[0108] During emergency braking, the locomotive rapidly releases pressurized air from the train pipe 200, causing the pressure in the first space B of the auxiliary exhaust valve 100, which is connected to the train pipe 200, to drop rapidly. Similar to the commonly used braking process, the first piston rod 21 moves downward in the first direction, pushing the second piston rod 44 to open the acceleration exhaust check valve, so that the train pipe 200 is connected to the volume chamber H, allowing the pressurized air in the train pipe 200 to be discharged into the atmosphere through the volume chamber H.

[0109] However, because the pressure in the train pipe 200 drops faster, the pressure in the first space B drops rapidly, creating a greater pressure difference between the first space B and the second space C on both sides of the first piston rod 21 than during normal braking. Under this pressure difference, the first piston rod 21 moves a greater distance along the first direction. Therefore, in addition to the train pipe exhaust process consistent with normal braking, the greater downward force of the first piston rod 21 will push the second piston assembly 4 downward along the first direction. During the downward movement of the second piston assembly 4 along the first direction, the first check valve core 61 also moves downward along the first direction. During this process, after the second spring 62 is compressed, the third spring 64 is also compressed. Figure 9 As shown.

[0110] The second piston assembly 4 moves downward in the first direction, causing the second sealing ring 43 of the second piston assembly 4, which is in contact with the cavity wall of the valve body 1 between the fourth space G and the first space B, to move downward. This separates the second sealing ring 43 from the cavity wall of the valve body 1, thereby connecting the first space B with the fourth space G, and thus connecting the first space B with the volume chamber H. This allows the pressurized air in the first space B to quickly enter the volume chamber H through the second piston assembly 4.

[0111] Because a large amount of pressurized air from the first space B enters the volume chamber H rapidly, and because the seventh connecting hole 07 is small, the volume chamber H cannot expel the large influx of pressurized air. Therefore, the pressure inside the volume chamber H rises rapidly. This pressure increase causes the pressurized air inside the volume chamber H to enter the fifth space J through the valve body passage.

[0112] Since the sixth space K is connected to the outside atmosphere through the fifth connecting hole 05, the pressure inside the sixth space K is atmospheric pressure, which can eliminate the back pressure in the upper chamber of the third piston rod 71. As pressurized gas enters the fifth space J, the pressure inside the fifth space J increases, creating a pressure difference on both sides of the third piston rod 71. Under the action of the pressure difference between the fifth space J and the sixth space K, the third piston rod 71 is pushed to move upward in the first direction.

[0113] As the third piston rod 71 moves upward in the first direction, it compresses the fourth spring 73 and simultaneously pushes the second check valve core 81 upward in the first direction, causing it to separate from the second check valve seat 83. This connects the seventh space E with the exhaust channel, i.e., connects the seventh space E with the sixth connecting hole 06. The pressurized air in the first space B enters the seventh space E through the second channel B2 within the valve body, and then rapidly exhausts atmospheric air through the opened emergency check valve 8. Figure 10 As shown.

[0114] In this emergency ventilation process, the pressure inside the volume chamber H pushes the third piston rod 71 to open the emergency check valve 8, thereby generating an emergency ventilation effect. This can avoid the problem of accidental emergency braking caused by the malfunction of the third piston rod 71 due to vibration, pressure fluctuations, etc., and make the operation of the auxiliary ventilation valve more stable.

[0115] Furthermore, this embodiment also discloses a railway freight car having the air braking system disclosed in the above embodiments. Therefore, the railway freight car having the air braking system also has all the technical effects, which will not be repeated here.

[0116] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0117] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An auxiliary exhaust valve, characterized in that, include: The valve body (1) has a first space B, a second space C, a pressure regulating chamber D, a third space F, a fourth space G, and a volume chamber H inside. The first space B is used to communicate with the train pipe. The first space B and the second space C are arranged along a first direction. The first space B and the third space F are connected through a fourth connecting hole (04). The second space C is connected to the pressure regulating chamber D, which is a sealed space. The fourth space G is connected to the volume chamber H, and the volume chamber H is connected to the atmosphere through a seventh connecting hole (07). The diameter of the seventh connecting hole (07) is smaller than the diameter of the fourth connecting hole (04). The first piston rod (21) seals and divides the first space B and the second space C, and the first piston rod (21) can move along the first direction. The first piston rod (21) has a first channel B1 inside, and the first channel B1 has a second connecting hole (02). The first channel B1 can connect the first space B and the second space C through the second connecting hole (02), and the diameter of the second connecting hole (02) is smaller than the diameter of the first channel B1. An accelerated exhaust check valve (6) is provided, which can connect the third space F and the fourth space G on and off. The third space F and the fourth space G are arranged along the first direction, and the fourth space G is close to the first piston rod (21). The accelerated exhaust check valve (6) is arranged opposite to the first piston rod (21) along the first direction, and the first piston rod (21) can control the opening and closing of the accelerated exhaust check valve (6) during the movement of the first piston rod (21) along the first direction. The first direction is the axial direction of the first piston rod (21), the second space C is located at the end of the first piston rod (21) away from the accelerated exhaust check valve (6), and the first space B is located between the first piston rod (21) and the accelerated exhaust check valve (6). The second connecting hole (02) is located on the side wall of the first piston rod (21) near the end of the second space C; The first piston rod (21) has a first connecting hole (01) in its first channel B1, and the flow area of ​​the first connecting hole (01) is smaller than the flow area of ​​the first channel B1. The first piston rod (21) has a third connecting hole (03) on the side wall at one end of the first space B. The third connecting hole (03) connects the first channel B1 and the first space B, and the flow area of ​​the third connecting hole (03) is smaller than the flow area of ​​the first channel B1. The valve body (1) further includes: a fifth space J, a sixth space K and a seventh space E; the fifth space J is connected to the volume chamber H, the sixth space K is connected to the atmosphere, and the seventh space E is connected to the first space B; the auxiliary exhaust valve further includes: an emergency check valve (8), which can open and close the seventh space E to the outside atmosphere; a second piston assembly (4), which can open and close the first space B and the volume chamber H; and a third piston assembly (7), which seals and separates the fifth space J and the sixth space K, and can move along a first direction to control the opening and closing of the emergency check valve (8).

2. The auxiliary exhaust valve according to claim 1, characterized in that, The first piston rod (21) is fitted with a first spring (3) at the part of the first space B. One end of the first spring (3) along the first direction abuts against the first piston rod (21), and the other end of the first spring (3) along the first direction abuts against the cavity wall of the first space B.

3. The auxiliary exhaust valve according to claim 1, characterized in that, The accelerated exhaust check valve (6) includes: The first check valve sleeve (65) is sealed and fixedly connected to the inner wall of the valve body (1). The first check valve sleeve (65) has a through hole that can connect the third space F and the fourth space G. The first check valve core (61) is installed inside the first check valve sleeve (65), and the first check valve core (61) can abut against the through hole of the first check valve sleeve (65) and seal the through hole; the first piston rod (21) can abut against the first check valve core (61) and drive the first check valve core (61) to move, so that the first check valve core (61) moves away from the through hole of the first check valve sleeve (65) and connects the third space F and the fourth space G; The second spring (62) is arranged along the first direction and is located between the first check valve core (61) and the cavity wall of the third space F.

4. The auxiliary exhaust valve according to any one of claims 1 to 3, characterized in that, The emergency check valve (8) includes: The second check valve seat (83) is sealed and fixedly connected to the inner cavity of the valve body (1), and seals and divides the seventh space E and the sixth space K. The side wall of the second check valve seat (83) has an exhaust channel, which is connected to the atmosphere. The second check valve core (81) is disposed inside the second check valve seat (83), and the second check valve core (81) can abut against the second check valve seat (83) to seal the gap between the second check valve core (81) and the second check valve seat (83); the third piston assembly (7) can abut against the second check valve core (81) and drive the second check valve core (81) to move along the first direction, so that a gap is generated between the second check valve core (81) and the second check valve seat (83), and the gap connects the exhaust channel and the seventh space E; The fifth spring (82) is disposed between the end of the second check valve core (81) away from the third piston assembly (7) and the second check valve seat (83).

5. The auxiliary exhaust valve according to claim 4, characterized in that, The third piston assembly (7) includes: The third piston rod (71) seals and divides the fifth space J and the sixth space K, and the third piston rod (71) is movable in the first direction. The third piston rod (71) is able to seal and extend into the second check valve seat (83) and abut against the second check valve core (81). A fourth spring (73) extends along the first direction and is disposed between the third piston rod (71) and the second check valve seat (83).

6. The auxiliary exhaust valve according to any one of claims 1 to 3, characterized in that, The second piston assembly (4) includes: Piston sleeve (41), the piston sleeve (41) is located in the fourth space G, the cavity wall between the fourth space G and the first space B has a through hole; the piston sleeve (41) can abut against the cavity wall of the fourth space G to seal and block the through hole; The second piston rod (44) passes through the piston sleeve (41) along the first direction and is movable along the first direction; and the second piston rod (44) is sealed with the piston sleeve (41); one end of the second piston rod (44) along the first direction extends into the first space B through the connecting hole and is able to abut against the first piston rod (21); the other end of the second piston rod (44) along the first direction is able to abut against the first check valve core (61) of the accelerated exhaust check valve (6).

7. The auxiliary exhaust valve according to claim 6, characterized in that, The accelerated exhaust check valve (6) also includes: The third spring (64) is located between the accelerated exhaust check valve (6) and the cavity wall of the third space F, and the third spring (64) and the second spring (62) of the accelerated exhaust check valve (6) are arranged along the first direction; The elastic coefficient of the second spring (62) is less than that of the third spring (64).

8. The auxiliary exhaust valve according to any one of claims 1 to 3, characterized in that, The seventh space E, the sixth space K, and the fifth space J are arranged sequentially along the first direction; The second space C, the first space B, the fourth space G, and the third space F are arranged sequentially along the first direction; Furthermore, the direction from the seventh space E to the fifth space J is the same as the direction from the second space C to the third space F, and they are arranged side by side.

9. An air braking system, characterized in that, include: An auxiliary exhaust valve (100) and a train pipe (200) are provided, wherein the auxiliary exhaust valve (100) is an auxiliary exhaust valve as described in any one of claims 1 to 8, and the auxiliary exhaust valve (100) is connected to the train pipe (200).

10. A railway freight car, characterized in that, Includes the air braking system as described in claim 9.

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