Brake connecting device and railway vehicle

Abstract

The embodiment of the invention provides a brake connecting device and a railway vehicle. The brake connecting device comprises an inner container pipe; the connecting sheath is arranged on the outer side of the inner container pipe in a sleeving manner; the number of the outer protection pipes is two, the two outer protection pipes are arranged on the outer side of the inner container pipe in a sleeving mode and are distributed in the axial direction of the inner container pipe, and the ends, facing each other, of the two outer protection pipes are matched with the connecting protection sleeve in an embedded mode; at least one of the two outer protective pipes can move relative to the connecting protective sleeve in the axial direction of the inner container pipe. The connector is connected with one of the outer protective pipes; and the fixed joint is connected with the other outer protective pipe. According to the brake connecting device, the total length can be shortened, and the brake connecting device can be prevented from drooping and falling to the ground.

Description

Technical Field

[0001] This application relates to the field of railway transportation technology, and in particular to a braking connection device and a rail vehicle. Background Technology

[0002] Railway transportation, due to its advantages such as large capacity and minimal impact from weather, has become an important mode of transportation in the national economy. The proper functioning of the braking system of railway vehicles is crucial for safe railway operation.

[0003] In existing technology, braking systems use end-of-car brake hoses as braking connection devices to connect the air passages for braking between two adjacent cars, transmitting braking signals and compressed air. Since the distance between adjacent cars changes during rail vehicle operation, the brake hoses need a certain length allowance to accommodate these changes; because of this length allowance, the brake hoses are in a drooping state.

[0004] However, in the aforementioned prior art, the braking connection device is prone to drooping to the ground when the distance between two adjacent carriages is small. Summary of the Invention

[0005] This application provides a braking connection device and a rail vehicle to solve the problem that the braking connection device is prone to drooping and contacting the ground when the distance between two adjacent carriages is small.

[0006] In a first aspect, embodiments of this application provide a braking connection device, comprising: an inner tube; a connecting sleeve sleeved on the outside of the inner tube; two outer sleeves, each sleeved on the outside of the inner tube and distributed along the axial direction of the inner tube, each outer sleeve having one end facing the other nested with the connecting sleeve, at least one of the two outer sleeves being movable relative to the connecting sleeve along the axial direction of the inner tube; a connector connected to one of the outer sleeves; and a fixing joint connected to the other outer sleeve.

[0007] In some embodiments, the two outer sheaths are inserted through the inner side of the connecting sleeve at their opposite ends and are axially positioned and engaged with the connecting sleeve along the inner tube.

[0008] In some embodiments, the outer protective tube includes: a tube body, which is sleeved on the outside of the inner tube and passes through the inside of the connecting sleeve; a sealing mounting seat, which is located at one end of the tube body inserted into the connecting sleeve, and the sealing mounting seat has a first mounting groove extending circumferentially along the inner tube; and a first sealing ring, which is located in the first mounting groove and seals with the connecting sleeve.

[0009] In some embodiments, the braking connection device further includes a reset assembly disposed inside the connecting sleeve, the reset assembly having a pre-acting force on the two outer sheaths to bring the two outer sheaths closer to each other.

[0010] In some embodiments, the reset assembly includes two elastic reset members corresponding to the outer protective tube, each elastic reset member being sleeved on the outside of the corresponding outer protective tube, and both ends of the elastic reset member engaging with the corresponding outer protective tube and the connecting sleeve, respectively.

[0011] In some embodiments, the inner wall of the connecting sleeve is provided with two mounting rings spaced apart along the axial direction of the inner tube. The two mounting rings are respectively located on the side of the two sealing mounting seats away from each other, and each elastic reset member abuts between the corresponding sealing mounting seat and the mounting ring.

[0012] In some embodiments, the mounting ring has a second mounting groove extending circumferentially along the inner tube, and a second sealing ring is provided in the second mounting groove, which is in a sealing fit with the outer protective tube.

[0013] In some embodiments, the connecting sleeve includes a first sleeve and a second sleeve, which are radially opposed to each other and detachably connected along the inner tube.

[0014] In some embodiments, the first sleeve is provided with a first connecting portion, the second sleeve is provided with a second connecting portion, and the first sleeve and the second sleeve are connected by fasteners passing through the first connecting portion and the second connecting portion.

[0015] In some embodiments, the braking connection device further includes: two outer protective springs, each of which is sleeved on the outside of the corresponding outer protective tube.

[0016] In some embodiments, the outer retaining spring is configured to be in a stretched state when the braking connection is extended and in a compressed state when the braking connection is shortened.

[0017] In some embodiments, the outer wall of the inner liner is at least partially spaced from the inner wall of the outer protective tube; the diameter of the inner liner is variable, and the inner liner is configured to increase in diameter when the positive air pressure inside the inner liner reaches a preset value.

[0018] In some embodiments, at least one of the tube bodies of the inner tube and the outer tube, in which the outer protective tube and the inner tube are interlocked, is a rubber component.

[0019] Secondly, embodiments of this application provide a rail vehicle, including: a plurality of carriages; the aforementioned braking connection device; two adjacent carriages are connected by two braking connection devices, and the fixed joints of the two braking connection devices are respectively connected to the corresponding carriages, and the connectors of the two braking connection devices are interconnected.

[0020] This application provides a braking connection device and a rail vehicle. By moving the outer protective tube axially relative to the inner liner tube, the overall length of the braking connection device can be lengthened or shortened. This allows the total length of the braking connection device to shorten as the distance between two adjacent cars decreases from its maximum to its minimum, preventing the braking connection device from sagging to the ground and solving the problem of the braking connection device easily sagging to the ground when the distance between two adjacent cars is small. Furthermore, the overall length of the braking connection device can be lengthened as the distance between two adjacent cars increases from its minimum to its maximum. During the lengthening or shortening of the braking connection device, the air passage can be maintained by the extension or shortening of the inner liner tube. The inner liner tube is protected by the outer protective tube, which is beneficial to the safety of the inner liner tube. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 Schematic diagrams illustrating some usage scenarios of the braking connection device provided in the embodiments of this application;

[0023] Figure 2 This is a schematic diagram of the braking connection device provided in an embodiment of this application;

[0024] Figure 3 for Figure 2 A top-down view;

[0025] Figure 4 for Figure 3 A schematic diagram of the AA cross-section;

[0026] Figure 5 for Figure 4 An enlarged view of part B in the image;

[0027] Figure 6 A partial structural diagram of the brake connection device provided in the embodiment of this application after being stretched;

[0028] Figure 7 This is a schematic diagram of the connection structure between the connector and the outer sheath provided in an embodiment of this application;

[0029] Figure 8This is a schematic diagram of the connection structure of the fixed joint and the outer protective tube provided in the embodiments of this application.

[0030] Explanation of reference numerals in the attached figures:

[0031] 10a - First carriage; 10b - Second carriage; 10b1 - First position; 10b2 - Second position; 10b3 - Third position; 11 - First connector; 12 - Second connector; 13 - Coupler;

[0032] 100-Inner tubing;

[0033] 200-Connecting sleeve; 200a-Mounting ring; 200a1-Second mounting groove; 200a2-Second sealing ring; 200b-Fastener; 210-First sleeve; 211-First connecting part; 220-Second sleeve; 221-Second connecting part;

[0034] 300 - Outer protective tube; 310 - Tube body; 320 - Sealing mounting base; 321 - First mounting groove; 330 - First sealing ring;

[0035] 400 - Connector; 410 - First tube section; 420 - First clamp;

[0036] 500 - Fixed connector; 510 - First connector; 520 - Second connector; 521 - Second pipe section; 530 - Second clamp;

[0037] 600 - Reset assembly; 610 - Flexible reset component;

[0038] 700 - Outer protective spring.

[0039] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0040] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0041] Railway transportation, due to its advantages such as large capacity and minimal impact from weather, has become an important mode of transportation in the national economy. The proper functioning of the braking system of railway vehicles is crucial for safe railway operation.

[0042] In existing technology, braking systems use end-of-car brake hoses as braking connection devices to connect the air passages for braking between adjacent cars, transmitting braking signals and compressed air. For example, existing technology typically uses two interconnected brake hoses to form the braking connection device. These two brake hoses are connected by a connector (commonly referred to in the industry as a "train hose connector" or simply a "contact connector"). Each brake hose includes a fixed connector (usually a corrugated connector with external threads). The braking connection device connects to the corresponding connector of the braking system located in the corresponding car through the fixed connector. Because the distance between adjacent cars changes during rail vehicle operation, the brake hose needs a certain length allowance to accommodate these changes; due to this length allowance, the brake hose is in a drooping state.

[0043] However, in the aforementioned prior art, the braking connection device is prone to drooping to the ground when the distance between two adjacent carriages is small.

[0044] For example, refer to Figure 1 The first car 10a and the second car 10b are two adjacent cars of a rail vehicle. The first car 10a and the second car 10b are connected by a coupler 13 (e.g., a James coupler). The first position 10b1, the second position 10b2, and the third position 10b3 represent the positions of the second car 10b relative to the first car 10a in three different operating states of the rail vehicle. The first position 10b1 indicates that the second car 10b is in a straight line relative to the first car 10a, meaning it has not turned relative to the first car 10a. The second position 10b2 indicates that the second car 10b is turning relative to the first car 10a in one direction. The third position 10b3 indicates that the second car 10b is turning relative to the first car 10a in yet another direction. The braking system of the rail vehicle includes a first joint 11 and a second joint 12; wherein the first joint 11 is located in the first car 10a, and the second joint 12 is located in the second car 10b.

[0045] Using the first joint 11 and the second joint 12 as references, observe the relative distance between the first carriage 10a and the second carriage 10b under different operating conditions of the rail vehicle: Defined as follows: when the second carriage 10b is in the first position 10b1, the distance between the first joint 11 and the second joint 12 is D1; ​​when the second carriage 10b is in the second position 10b2, the distance between the first joint 11 and the second joint 12 is D2; when the second carriage 10b is in the third position 10b3, the distance between the first joint 11 and the second joint 12 is D3. Understandably, D2 < D1 < D3. To accommodate the changing distance between adjacent carriages, the brake hose needs a certain length allowance to prevent the brake connection device from breaking when the distance between two adjacent carriages increases.

[0046] When the maximum and minimum distances between two adjacent cars differ significantly during rail vehicle operation, the braking connection device is prone to sagging to the ground. If the braking connection device sags to the ground, it will cause wear and tear on the device and may also affect the safe operation of the rail vehicle.

[0047] In view of the above problems, this application provides a braking connection device and a rail vehicle. By moving the outer protective tube relative to the inner liner tube along its axial direction, the overall length of the braking connection device can be lengthened or shortened. This allows the total length of the braking connection device to shorten as the distance between two adjacent cars changes from maximum to minimum, preventing the braking connection device from sagging to the ground and solving the problem of the braking connection device easily sagging to the ground when the distance between two adjacent cars is small. Furthermore, the overall length of the braking connection device can be lengthened as the distance between two adjacent cars changes from minimum to maximum. During the lengthening or shortening of the braking connection device, the air passage can be maintained by the extension or shortening of the inner liner tube. The inner liner tube is protected by the outer protective tube, which is beneficial to the safety of the inner liner tube.

[0048] Reference Figures 2 to 6 As shown, the braking connection device provided in this application embodiment includes: an inner tube 100, a connecting sleeve 200, an outer protective tube 300, a connector 400, and a fixing joint 500.

[0049] The connecting sleeve 200 is fitted onto the outside of the inner tubing 100. There are two outer sheaths 300, both of which are fitted onto the outside of the inner tubing 100. The two outer sheaths 300 are distributed along the axial direction of the inner tubing 100. The end of each outer sheath 300 facing the other is nested and fitted with the connecting sleeve 200.

[0050] At least one of the two outer sheaths 300 is movable relative to the sheath 200 along the axial direction of the inner tubing 100. For example, one outer sheath 300 may be movable relative to the sheath 200 along the axial direction of the inner tubing 100, while the other outer sheath 300 may be fixed relative to the sheath 200 along the axial direction of the inner tubing 100; or, both outer sheaths 300 may be movable relative to the sheath 200 along the axial direction of the inner tubing 100.

[0051] The embodiments of this application are mainly illustrated by taking the example of two outer protective tubes 300 being axially connected to the inner tube 100 and the sheath 200 being movable.

[0052] It should be noted that the length of the inner tube 100 is telescopic. For example, the inner tube 100 may be made of elastic rubber to allow for telescopic movement in the length direction due to the elasticity of the rubber; or, a portion of the inner tube 100 may be a telescopic corrugated tube, and this telescopic portion may be located in the connecting sleeve 200.

[0053] For example, the connecting sleeve 200 can be made of aluminum alloy, which is understood to have the advantages of being lightweight while maintaining a certain level of strength. The connecting sleeve 200 can also be made of steel, which is understood to help ensure its hardness and strength.

[0054] For example, for the outer sheath 300 that is movable relative to the connecting sleeve 200 along the axial direction of the inner tube 100: it is defined that when the braking connection device becomes longer, the direction of movement of the outer sheath 300 relative to the connecting sleeve 200 is a first direction; when the braking connection device becomes shorter, the direction of movement of the outer sheath 300 relative to the connecting sleeve 200 is a second direction; when the inner tube 100 has axial elasticity, the outer sheath 300 can move in the second direction relying on the elasticity of the inner tube 100; when the inner tube 100 has no axial elasticity or has a small axial elasticity, it can also be reset by providing an elastic reset member between the outer sheath 300 and the connecting sleeve 200.

[0055] Connector 400 is connected to one of the outer sheaths 300, and fixed connector 500 is connected to the other outer sheath 300. Connector 400 can be a train pipe connector, and fixed connector 500 can be a corrugated connector.

[0056] Reference Figure 7 As shown, exemplarily, the connector 400 has a first tube portion 410 and a first clamp 420. The first tube portion 410 is made of metal, such as steel. A corresponding outer sheath 300 is sleeved on the outer periphery of the first tube portion 410, and the outer sheath 300 is clamped to the first tube portion 410 by the first clamp 420. Further, the end of the inner tube 100 near the connector 400 can be sleeved on the outer circumferential wall of the first tube portion 410, and the inner tube 100 and the outer sheath 300 are clamped together on the first tube portion 410 by the first clamp 420; the inner wall of the inner tube 100 and the outer wall of the first tube portion 410 can be bonded together with adhesive to enhance the connection strength; the inner wall of the outer sheath 300 located in the circumferential region of the first tube portion 410 and the outer wall of the inner tube 100 can be bonded together with adhesive to enhance the connection strength.

[0057] Of course, this application does not limit the specific structure of connector 400, and different structures of connectors can be flexibly selected according to actual needs; the specific connection method between connector 400 and the corresponding outer sheath 300 can be adaptively adjusted according to the specific type of connector 400 selected.

[0058] Reference Figure 8 As shown, exemplarily, the fixed connector 500 has a first connector 510, a second connector 520, and a second clamp 530, wherein the second connector 520 has a second tube portion 521, and the first connector 510 is rotatable relative to the second connector 520. The first connector 510 has external threads for connection with a connector of a braking system. A corresponding outer protective tube 300 is sleeved on the outer periphery of the second tube portion 521, and the outer protective tube 300 is clamped to the second tube portion 521 by the second clamp 530. Furthermore, the end of the inner tube 100 near the fixed joint 500 can be sleeved on the outer circumferential wall of the second tube portion 521, and the inner tube 100 and the outer protective tube 300 are together clamped to the second tube portion 521 by the second sleeve 530; the inner wall of the inner tube 100 and the second tube portion 521 can be bonded together to enhance the connection strength; the inner wall of the outer protective tube 300 located in the circumferential region of the second tube portion 521 and the outer wall of the inner tube 100 can be bonded together to enhance the connection strength.

[0059] Of course, this application does not limit the specific structure of the fixed joint 500, which can be flexibly selected according to the type of joint corresponding to the braking system of the rail vehicle; the connection method between the fixed joint 500 and the corresponding outer protective tube 300 can be adaptively adjusted according to the specific type of the fixed joint 500.

[0060] The braking connection device provided in this application allows the overall length of the braking connection device to be lengthened or shortened by the movement of the outer protective tube 300 along the axial direction of the inner liner 100 relative to the connecting sleeve 200. This allows the total length of the braking connection device to be shortened as the distance between two adjacent carriages changes from maximum to minimum, reducing the sag and preventing the braking connection device from drooping to the ground, thus solving the problem of the braking connection device easily drooping to the ground when the distance between two adjacent carriages is small. Furthermore, the overall length of the braking connection device can be lengthened as the distance between two adjacent carriages changes from minimum to maximum. During the lengthening or shortening of the braking connection device, the air passage can be maintained by the extension or shortening of the inner liner 100. The inner liner 100 is protected by the outer protective tube 300, which is beneficial to the safety of the inner liner 100.

[0061] Reference Figure 5 and Figure 6 As shown, further, the two outer sheaths 300, with their opposite ends inserted into the inner side of the connecting sleeve 200, are axially positioned and engaged with the connecting sleeve 200 along the inner tube 100. This axial positioning prevents the corresponding ends of the outer sheaths 300 from detaching from the connecting sleeve 200, thereby limiting the maximum elongation of the braking connection device of this application and preventing the inner tube 100 from being accidentally overstretched.

[0062] For example, the inner radial portion of both ends of the connecting sleeve 200 tapers inward, and one end of the outer sheath 300 located in the connecting sleeve 200 has a rigid ring. The outer sheath 300 can be slidably connected to the connecting sleeve 200 through this rigid ring. The outer diameter of the rigid ring is larger than the inner diameter of the taper portion at both ends of the connecting sleeve 200, thereby forming a corresponding axial limit.

[0063] Reference Figure 5 and Figure 6 As shown, the outer protective tube 300 further includes: a tube body 310, a sealing mounting seat 320, and a first sealing ring 330. The tube body 310 is sleeved on the outside of the inner tube 100 and passes through the inside of the connecting sleeve 200. The sealing mounting seat 320 is located at the end of the tube body 310 inserted into the connecting sleeve 200; for example, the sealing mounting seat 320 needs to have a certain resistance to deformation and damage, and the material of the sealing mounting seat 320 can be aluminum alloy or steel. The sealing mounting seat 320 can be fixed to the corresponding tube body 310 by means of adhesive, screw fastening, or other technical means.

[0064] The sealing mounting base 320 has a first mounting groove 321 extending circumferentially along the inner tube 100. A first sealing ring 330 is disposed in the first mounting groove 321. For example, the first sealing ring 330 can be fixed to the first mounting groove 321 by adhesive. The first sealing ring 330 is in sealing engagement with the connecting sleeve 200.

[0065] Thus, through the sealing mounting base 320 and the first sealing ring 330, on the one hand, the movement of the corresponding outer protective tube 300 within the connecting sleeve 200 is guided to a certain extent; on the other hand, an axial seal is formed to prevent environmental particles from entering the area between the two sealing mounting bases 320, thereby protecting the inner liner 100 within that area and preventing wear caused by particles. For example, the material of the first sealing ring 330 can be silicon carbide, tungsten carbide, or alumina ceramic; these materials are known for their high hardness and good wear resistance. The material of the first sealing ring 330 can also be hard rubber. The outer circumference of the first sealing ring 330 abuts against the inner wall of the connecting sleeve 200 to form a sliding seal.

[0066] Reference Figure 5 and Figure 6As shown, the braking connection device further includes a reset assembly 600. The reset assembly 600 is located inside the connecting sleeve 200 and exerts a pre-force on the two outer sheaths 300 to bring them closer together. Thus, the pre-force applied by the reset assembly 600 can be used to bring the two outer sheaths 300 closer together, allowing the braking connection device of this application to retract from a longer state to a shorter state.

[0067] For example, the reset component 600 may be one or more springs, with the spring force serving as the pre-action force; the reset component 600 may be one or more elastic ropes, with the elastic force of the elastic ropes serving as the pre-action force; the reset component 600 may be mutually cooperating magnets, with the attractive or repulsive force between the magnets serving as the pre-action force; the reset component 600 may also be a combination of the above-mentioned possible combinations of technical solutions.

[0068] Reference Figure 5 and Figure 6 As shown, further, the reset assembly 600 includes two elastic reset members 610 corresponding to the outer sheath 300. Each elastic reset member 610 is sleeved on the outside of the corresponding outer sheath 300. Both ends of the elastic reset member 610 mate with the corresponding outer sheath 300 and the connecting sleeve 200, respectively. One end of the elastic reset member 610 can be fixedly connected to the corresponding sealing mounting seat 320 of the corresponding outer sheath 300, and the other end of the elastic reset member 610 can be fixedly connected to the connecting sleeve 200.

[0069] Thus, by using the elasticity of the elastic reset member 610 as the pre-acting force, and by sleeved with the corresponding outer protective tube 300, it is beneficial to avoid the elastic reset member 610 exerting a force on the outer protective tube 300 that causes it to swing radially, thereby improving the axial stability of the outer protective tube 300.

[0070] Reference Figure 5 and Figure 6 As shown, further, the inner wall of the connecting sleeve 200 is provided with two mounting rings 200a spaced apart along the axial direction of the inner tube 100. The two mounting rings 200a are respectively located on the side of the two sealing mounting seats 320 away from each other, and each elastic reset member 610 abuts against the corresponding sealing mounting seat 320 and the mounting ring 200a. At this time, the elastic reset member 610 can be a compression spring. In this way, by setting the elastic reset member 610 by abutting and sleeve, it is beneficial to reduce the torque of the elastic reset member 610 on the outer protective tube 300 in the circumferential direction, which is beneficial to protect the outer protective tube, and also beneficial to the relatively smooth sliding of the outer protective tube 300 relative to the connecting sleeve 200.

[0071] When the elastic reset member 610 is a compressed spring, the elastic reset member 610 is compressed when the brake connection device provided in this application extends; when the elastic reset member 610 rebounds, the length of the brake connection device provided in this application retracts.

[0072] Understandably, in some possible implementations, the corresponding end of the resilient reset member 610 may be fixed to the sealing mount 320 or the mounting ring 200a by welding or fasteners.

[0073] Reference Figure 5 and Figure 6 As shown, in some embodiments, the mounting ring 200a has a second mounting groove 200a1 extending circumferentially along the inner tube 100, and a second sealing ring 200a2 is provided in the second mounting groove 200a1. Exemplarily, the second sealing ring 200a2 can be fixed to the second mounting groove 200a1 by adhesive. The second sealing ring 200a2 seals against the outer protective tube 300. Exemplarily, the material of the second sealing ring 200a2 can be a flexible material such as rubber or silicone; the second sealing ring 200a2 can also be a rigid material. When the second sealing ring 200a2 is a rigid material, care must be taken to ensure that the surface of the second sealing ring 200a2 is smooth and rounded to avoid causing severe wear or puncture damage to the outer protective tube 300.

[0074] Thus, the second sealing ring 200a2 forms another axial seal to prevent the entry of external dust or particles, which helps to protect the inner tube 100.

[0075] Reference Figure 2 As shown, further, the connecting sleeve 200 includes a first sleeve 210 and a second sleeve 220, which are radially opposite to each other and detachably connected along the inner tube 100. This facilitates opening the interior of the connecting sleeve 200 to inspect or repair the components assembled in the connecting sleeve 200, or to facilitate the production and processing of the braking connection device of this application.

[0076] Reference Figure 2As shown, in some embodiments, the first sleeve 210 is provided with a first connecting portion 211, and the second sleeve 220 is provided with a second connecting portion 221. The first sleeve 210 and the second sleeve 220 are connected by fasteners 200b passing through the first connecting portion 211 and the second connecting portion 221. This facilitates opening the connecting sleeve 200 while ensuring connection strength. For example, the fastener 200b can be a bolt. For example, there are two first connecting portions 211, distributed on both sides of the connecting sleeve 200 along its axial direction; correspondingly, there are also two second connecting portions 221; each first connecting portion 211 is connected to its corresponding second connecting portion 221 by two fasteners 200b, thus enhancing connection strength.

[0077] Reference Figures 2 to 4 As shown, in some embodiments, the braking connection device further includes an outer protective spring 700. There are two outer protective springs 700 corresponding to the outer protective tube 300, with each outer protective spring 700 sleeved on the outside of its corresponding outer protective tube 300. Thus, the outer protective springs 700 can provide radial support to the outer protective tube 300, which helps to improve the explosion-proof performance of the outer protective tube 300.

[0078] For example, in some embodiments, the outer protective tube 300 is radially non-extensible, and the material of the outer protective tube 300 can be an explosion-proof composite material, such as an explosion-proof composite material made of mesh and rubber. The explosion-proof composite material used for pipe fittings will not be elaborated here, and can be flexibly selected according to requirements.

[0079] Reference Figures 2 to 4 As shown, in some embodiments, the outer protective spring 700 is configured to be in a stretched state when the braking connection device extends and in a compressed state when the braking connection device shortens. In this case, the outer protective tube 300 needs to have a certain radial expansion and contraction capacity; for example, the material of the outer protective tube 300 is elastic rubber, so that the elasticity of the rubber can be used to expand and contract in the radial direction. One end of the outer protective spring 700 is fixed to the connector 400 or the fixing joint 500, and the other end of the outer protective spring 700 is fixed to the connecting sleeve 200. It should be noted that the fixing of the corresponding end of the outer protective spring 700 at the corresponding position can be done by welding or fasteners; or, hooks or loops can be provided at the corresponding connection positions of the connector 400, the fixing joint 500, or the connecting sleeve 200 to fix the corresponding end of the outer protective spring 700. When the braking connection device of this application extends, the outer protective spring 700 undergoes elastic deformation to generate elastic force, which helps to assist the outer protective tube 300 in elastic retraction when the braking connection device retracts.

[0080] This allows for additional flexibility through the outer protective spring 700 and the outer protective tube 300, further preventing the brake connection device from sagging to the ground.

[0081] Reference Figure 5 and Figure 6 As shown, in some embodiments, the outer wall of the inner tube 100 is at least partially spaced from the inner wall of the outer protective tube 300, which facilitates relative movement between the inner tube 100 and the outer protective tube 300. The diameter of the inner tube 100 is variable, and the inner tube 100 is configured to increase in diameter when the positive air pressure within the inner tube 100 reaches a preset value. For example, this increase in diameter is due to tube expansion caused by the positive air pressure. Thus, the outer protective tube 300 provides radial support to the inner tube 100 under positive air pressure, thereby restricting movement of the inner tube.

[0082] Reference Figure 5 and Figure 6 As shown, in some embodiments, in the portion where the outer protective tube 300 and the inner liner tube 100 are nested together, at least one of the tube bodies 310 of the inner liner tube 100 and the outer protective tube 300 is a rubber component. It should be noted that the rubber component here includes some rubber-containing composite material components. Understandably, rubber components have airtightness, which is beneficial for the continuity of the air passage.

[0083] Reference Figures 1 to 8 As shown, the method of using the braking connection device provided in this application can be referred to the rail vehicle provided in this application.

[0084] The rail vehicle provided in this application includes multiple carriages and the aforementioned braking connection device. Two adjacent carriages are connected by two braking connection devices. Furthermore, the fixed joints 500 of the two braking connection devices are respectively connected to the corresponding carriages, and the connectors 400 of the two braking connection devices are interconnected.

[0085] For example, two adjacent carriages are designated as first carriage 10a and second carriage 10b. First carriage 10a includes a first connector 11, and second carriage 10b includes a second connector 12. The first connector 11 and the second connector 12 are two connectors of the braking system of the rail vehicle that need to be connected. The first connector 510 of one of the two braking connection devices is threaded to the first connector 11, and the first connector 510 of the other braking connection device is threaded to the second connector 12, thereby connecting the two braking connection devices between the two adjacent carriages.

[0086] The connection method between the two brake connection device fixed joints is a mature technology and will not be elaborated here. The specific connection method is determined by the corresponding type of connector 400.

[0087] The rail vehicle provided in this application, by setting the braking connection device provided in this application, allows the length of the braking connection device to be retracted when the distance between two adjacent carriages changes from the maximum to the minimum, so as to avoid damage caused by it hanging to the ground.

[0088] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A braking connection device, characterized in that, include: Inner duct (100); A connecting sleeve (200) is fitted onto the outside of the inner tube (100); The outer protective tube (300) consists of two outer protective tubes (300), each of which is sleeved on the outside of the inner liner tube (100) and distributed along the axial direction of the inner liner tube (100). The ends of each outer protective tube (300) facing the other are nested and fitted with the connecting sleeve (200). At least one of the two outer protective tubes (300) is movable relative to the connecting sleeve (200) along the axial direction of the inner liner tube (100). A connector (400) is connected to one of the outer sheaths (300); A fixed connector (500) is connected to another of the outer sheaths (300).

2. The braking connection device according to claim 1, characterized in that, The two outer sheaths (300) are inserted into the inner side of the connecting sleeve (200) at their opposite ends and are engaged with the connecting sleeve (200) along the axial direction of the inner tube (100).

3. The braking connection device according to claim 2, characterized in that, The outer protective tube (300) includes: The tube body (310) is sleeved on the outside of the inner tube (100) and passes through the inside of the connecting sleeve (200); A sealing mounting base (320) is provided at one end of the tube body (310) inserted into the connecting sleeve (200), and a first mounting groove (321) extending circumferentially along the inner tube (100) is provided on the sealing mounting base (320). The first sealing ring (330) is disposed in the first mounting groove (321) and is sealed in conjunction with the connecting sleeve (200).

4. The braking connection device according to claim 3, characterized in that, Also includes: A reset assembly (600) is disposed inside the connecting sleeve (200) and has a pre-action force on the two outer sheaths (300) to bring the two outer sheaths (300) closer to each other.

5. The braking connection device according to claim 4, characterized in that, The reset assembly (600) includes two elastic reset members (610) corresponding to the outer protective tube (300). Each of the elastic reset members (610) is sleeved on the outside of the corresponding outer protective tube (300), and the two ends of the elastic reset member (610) are respectively engaged with the corresponding outer protective tube (300) and the connecting sleeve (200).

6. The braking connection device according to claim 5, characterized in that, The inner wall of the connecting sleeve (200) is provided with two mounting rings (200a) spaced apart along the axial direction of the inner tube (100). The two mounting rings (200a) are respectively located on the side of the two sealing mounting seats (320) away from each other. Each elastic reset member (610) abuts between the corresponding sealing mounting seat (320) and the mounting ring (200a).

7. The braking connection device according to claim 6, characterized in that, The mounting ring (200a) has a second mounting groove (200a1) extending circumferentially along the inner tube (100), and a second sealing ring (200a2) is provided in the second mounting groove (200a1), which is in a sealing fit with the outer protective tube (300).

8. The braking connection device according to claim 1, characterized in that, The connecting sleeve (200) includes a first sleeve (210) and a second sleeve (220), which are radially opposite to each other and detachably connected along the inner tube (100).

9. The braking connection device according to claim 8, characterized in that, The first sleeve (210) is provided with a first connecting part (211), and the second sleeve (220) is provided with a second connecting part (221). The first sleeve (210) and the second sleeve (220) are connected by fasteners passing through the first connecting part (211) and the second connecting part (221).

10. The braking connection device according to claim 1, characterized in that, Also includes: The outer protective spring (700) consists of two outer protective springs corresponding to the outer protective tube (300), with each outer protective spring (700) sleeved on the outside of the corresponding outer protective tube (300).

11. The braking connection device according to claim 10, characterized in that, The outer retaining spring (700) is configured to be in a stretched state when the brake connection device is extended and in a compressed state when the brake connection device is shortened.

12. The braking connection device according to claim 1, characterized in that, The outer wall of the inner tube (100) is at least partially spaced from the inner wall of the outer protective tube (300); The diameter of the inner tube (100) is variable, and the inner tube (100) is configured to increase in diameter when the positive air pressure inside the inner tube (100) reaches a preset value.

13. The braking connection device according to claim 1, characterized in that, The portion of the outer protective tube (300) and the inner liner tube (100) that are interlocked, at least one of the tube bodies (310) of the inner liner tube (100) and the outer protective tube (300) is made of rubber.

14. A rail vehicle, characterized in that, include: Multiple carriages; Braking connection device as described in any one of claims 1-9; Two adjacent carriages are connected by two braking connection devices, and the fixed joints (500) of the two braking connection devices are respectively connected to the corresponding carriages, and the connectors (400) of the two braking connection devices are connected to each other.

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