Brake valve with independent headstock relieving function and rail transit vehicle

Abstract

The utility model provides a brake valve with an independent headstock relieving function and a rail transit vehicle. The brake valve comprises a handle adjusting mechanism and a gear adjusting mechanism which are connected with each other. The handle adjusting mechanism comprises a handle body and an independent relieving assembly. The handle body is connected with the gear adjusting mechanism so that the handle adjusting mechanism can swing front and back in the first direction. The independent relieving assembly comprises a limiting connecting block, a synchronous block and a reset piece, the synchronous block can be arranged on the limiting connecting block in a swinging mode in the second direction, the handle body penetrates through the limiting connecting block to be connected with the synchronous block, and the reset piece is arranged between the limiting connecting block and the synchronous block. According to the brake valve with the independent headstock relieving function, the headstock can be relieved independently, the brake valve with the independent headstock relieving function is simple in overall structure and ingenious in connection, the controllability of a train is effectively improved, different solutions can be achieved in case of emergencies, and driving safety and driving efficiency are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit vehicles, in particular to a brake valve with a separate head brake release function and a rail transit vehicle. BACKGROUND

[0002] The brake valve is an important component for controlling the braking, pressure maintaining and release of the whole train, and plays a crucial role in the process of train operation. The brake valve has multiple functions, including the function of release control. The release control refers to the process of releasing the brake after the train needs emergency braking due to an emergency situation and then starting the train again. The brake valve can adjust the compressed air to reduce the pressure in the brake cylinder, so that the train or car can be released from braking and return to normal operation.

[0003] The handle position of the existing separate brake valve of the rail transit vehicle includes the running position, the braking zone and the full brake position. The handle of the separate brake valve is pushed forward for braking action, and pulled backward for release action. However, there is no function of separately releasing the head brake, which leads to the fact that the brake valve can only release the braking state of the whole train, but cannot separately release the braking of the head.

[0004] Therefore, it is necessary to design a brake valve with a separate head brake release function to solve the above problems. CONTENT OF THE INVENTION

[0005] Therefore, in order to overcome the defects of the prior art, the present application provides a brake valve with a separate head brake release function and a rail transit vehicle, which effectively solves the problem that the existing brake valve can only release the braking state of the whole train, but cannot separately release the braking of the head.

[0006] According to the first aspect of the present application, a brake valve with a separate head brake release function is provided, wherein the brake valve with a separate head brake release function comprises a handle adjusting mechanism and a gear adjusting mechanism connected to each other; the handle adjusting mechanism comprises a handle body and a separate release assembly, the handle body is connected to the gear adjusting mechanism so that the handle adjusting mechanism can swing back and forth along a first direction; the separate release assembly comprises a limiting connecting block, a synchronous block and a reset member, the synchronous block can be swingably arranged in the limiting connecting block along a second direction, the handle body is connected to the synchronous block by penetrating the limiting connecting block, and the reset member is arranged between the limiting connecting block and the synchronous block.

[0007] Preferably, a waist-shaped hole is formed in the top of the limiting connecting block, the length direction of the waist-shaped hole overlaps with the second direction, and the handle body is connected to the synchronous block by penetrating the waist-shaped hole.

[0008] Preferably, the middle part of the limiting connecting block is provided with a first recess, the middle part of the first recess is provided with a first connecting sleeve, the synchronous block is arranged in the first recess and sleeved with the first connecting sleeve, and the two ends of the synchronous block in the first direction are rotatably connected with the two side walls of the first recess of the limiting connecting block.

[0009] Preferably, the separate relief assembly further comprises an abutting switch and an abutting pin, the abutting switch is arranged at the bottom of the synchronous block, the abutting pin is arranged at the bottom of the limiting connecting block, and the abutting switch can abut against the abutting pin when the synchronous block rotates with the handle body.

[0010] Preferably, the gear adjusting mechanism comprises a main shaft, the main shaft is arranged through the first connecting sleeve, and the main shaft is fixedly connected with the first connecting sleeve through a connecting pin.

[0011] Preferably, the gear adjusting mechanism comprises a mounting block assembly, a gear adjusting assembly, a gear output assembly and a pressing force adjusting assembly, and the gear adjusting assembly, the gear output assembly and the pressing force adjusting assembly are arranged in the mounting block assembly.

[0012] Preferably, the gear adjusting assembly comprises a gear rotating wheel, a limiting pin and a micro switch, the gear rotating wheel is connected with the handle body, a plurality of gear grooves are arranged in the side wall of the gear rotating wheel, the limiting pin is arranged at the bottom of the gear rotating wheel, and the micro switch is arranged in the mounting block assembly; the limiting pin can abut against the micro switch when the gear rotating wheel rotates.

[0013] Preferably, the gear output assembly comprises a driving gear, a driven gear and a potentiometer, the driving gear is connected with the handle body, the driving gear is engaged with the driven gear, and the potentiometer is connected with the driven gear.

[0014] Preferably, the pressing force adjusting assembly comprises a friction plate, a steel ball spring screw and a connecting nut, the steel ball spring screw is arranged through the mounting block assembly and abuts against the gear adjusting assembly, the connecting nut is arranged on the steel ball spring screw, and the friction plate is connected with the handle body.

[0015] According to the second aspect of the utility model, a rail transit vehicle is provided, wherein the rail transit vehicle comprises the brake valve with the separate relief head function.

[0016] According to the brake valve with the separate slackening locomotive function, through cooperation of the handle adjusting mechanism and the gear adjusting mechanism, the gear adjusting mechanism can realize braking and slackening of the whole train, the separate slackening assembly of the handle adjusting mechanism can separately slacken the locomotive, and the two modes are realized through swinging of the handle body in different directions, so that the two use modes do not interfere with each other, and the risk of misoperation can be effectively avoided.

[0017] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the following preferred embodiments are specifically described below, and the accompanying drawings are described in detail as follows. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments, and it should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation to the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0019] Figure 1 The structure schematic diagram of the brake valve with the separate slackening locomotive function according to the embodiment of the present application is shown from a side view perspective;

[0020] Figure 2 The structure schematic diagram of the brake valve with the separate slackening locomotive function according to the embodiment of the present application is shown from a top view perspective;

[0021] Figure 3 The exploded view of the handle adjusting mechanism according to the embodiment of the present application is shown;

[0022] Figure 4 The structure schematic diagram of the limiting connecting block according to the embodiment of the present application is shown;

[0023] Figure 5 The exploded view of the brake valve with the separate slackening locomotive function according to the embodiment of the present application is shown.

[0024] Label: 1 - handle adjustment mechanism; 101 - handle body; 102 - limit connecting block; 1021 - waist-shaped hole; 1022 - first recess; 1023 - first connecting sleeve; 103 - synchronous block; 1031 - connecting shaft; 104 - reset member; 105 - abutting switch; 106 - abutting pin; 2 - gear adjustment mechanism; 201 - main shaft; 203 - gear rotating wheel; 204 - limit pin; 205 - micro switch; 206 - driving gear; 207 - driven gear; 208 - potentiometer; 209 - friction plate; 210 - steel ball spring screw; 211 - connecting nut; 212 - sliding member; 213 - auxiliary side wheel; 301 - first mounting block; 302 - second mounting block; S1 - first direction; S2 - second direction. DETAILED DESCRIPTION

[0025] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the following will be combined with the accompanying drawings of the embodiments of the present application to make a clear and complete description of the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative work belong to the scope of protection of the present application.

[0026] In the description of the embodiments of the present application, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, or the orientation or positional relationship commonly placed when the product of the application is used, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" and the like are only used for differentiation in description and cannot be understood as indicating or implying relative importance.

[0027] In addition, the terms "horizontal", "vertical" and the like do not mean that the components must be absolutely horizontal or vertical, but can be slightly inclined. For example, "horizontal" only means that its direction is relatively more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined.

[0028] In the description of the embodiments of this application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0029] According to a first aspect of this utility model, a brake valve with a separate function to relieve the frontal traction of a vehicle is provided, such as... Figures 1 to 5 As shown, the brake valve with independent front-end easing function is used in rail transit vehicles (trains), specifically, for example, in an EVB (Electronic Vacuum Booster) electronic brake valve device. The brake valve with independent front-end easing function includes a handle adjustment mechanism 1 and a gear adjustment mechanism 2.

[0030] In the following description, reference will be made to Figures 1 to 5 The detailed structure of the handle adjustment mechanism 1 and gear adjustment mechanism 2 of the brake valve with independent front-end easing function is described in detail. Furthermore, in Figure 2 As shown, for ease of description, two directions are involved, namely the first direction S1 and the second direction S2. The first direction S1 and the second direction S2 can be understood as the two movement directions of the handle body 101. The handle body 101 can move along the first direction S1 and the opposite direction of the first direction S1 to realize the braking and release of the rail transit vehicle. The handle body 101 can move along the second direction S2 and reset along the opposite direction of the second direction S2 to realize the individual release of the train head (release, that is, the function of release control. Release control means that after the train encounters an emergency and needs to brake urgently, the train needs to release the brake when restarting. The way to release the brake can be, for example, by adjusting the compressed air through the brake valve to reduce the pressure in the brake cylinder, thereby allowing the train or carriage to release the brake and return to normal operation).

[0031] like Figures 1 to 5 As shown in the embodiment, the lever adjustment mechanism 1 and the gear adjustment mechanism 2 are connected to each other. The user can operate the lever adjustment mechanism 1 to adjust the gear of the gear adjustment mechanism 2 to send a braking signal. The user can also operate the lever adjustment mechanism 1 to achieve individual braking of the front of the vehicle.

[0032] Specifically, such as Figure 1 , Figure 3 and Figure 5As shown, in the embodiment, the handle adjusting mechanism 1 comprises a handle body 101 and a separate relief assembly, the handle body 101 is connected with the gear adjusting mechanism 2 so that the handle adjusting mechanism 1 can swing back and forth along the first direction S1, when the user wants to brake the train, the handle body 101 can be swung along the first direction S1, since the handle body 101 is connected with the gear adjusting mechanism 2, the gear adjusting mechanism 2 is changed to send a brake instruction (here, the brake instruction can be understood as that the user sends a signal through the gear adjusting mechanism 2, the signal can be transmitted to the control cabinet of the train, and the brake system of the train is sent a brake instruction through the control cabinet to realize the braking of the train, the specific control process is prior art, which will not be described here).

[0033] Further, the separate relief assembly can realize the separate relief of the train head, so as to cope with more complex situations. The separate relief assembly can comprise a limiting connecting block 102, a synchronous block 103 and a reset member 104, the synchronous block 103 can be swingably arranged in the limiting connecting block 102 along the second direction S2, the handle body 101 is connected with the synchronous block 103 through the limiting connecting block 102, and the reset member 104 is arranged between the limiting connecting block 102 and the synchronous block 103. The synchronous block 103 is fixedly connected with the handle body 101, for example, the fixed connection can be achieved by using threaded connection. The synchronous block 103 can be arranged in the interior of the limiting connecting block 102, the limiting connecting block 102 can limit the movement of the handle body 101, so that the movement of the handle body 101 is controllable, the synchronous block 103 can be connected with the gear adjusting mechanism 2 and is rotatably arranged in the interior of the limiting connecting block 102, in this way, when the user swings the handle body 101 along the first direction S1, the limiting connecting block 102 and the synchronous block 103 swing together along the first direction S1 with the handle body 101, when the user swings the handle body 101 along the second direction S2, the synchronous block 103 rotates in the limiting connecting block 102 and is reset by the reset member 104, thereby realizing the function of separate relief. Due to the arrangement of the limiting connecting block 102 and the synchronous block 103, the brake valve with the function of separate relief of the train head can brake and relieve the whole train, and also can relieve the train head separately, and the two use modes do not interfere with each other, and the risk of misoperation can also be effectively avoided.

[0034] This brake valve with independent locomotive release function works in conjunction with the handle adjustment mechanism 1 and the gear adjustment mechanism 2. The gear adjustment mechanism 2 can brake and release the entire train, while the independent release component of the handle adjustment mechanism 1 can release the locomotive independently. Both methods are achieved by swinging the handle body 101 in different directions, ensuring that the two methods do not interfere with each other and effectively avoiding the risk of misoperation. In addition, this brake valve with independent locomotive release function has a simple overall structure and ingenious connection, effectively improving the train's maneuverability and providing different solutions in the face of emergencies, ensuring driving safety and efficiency.

[0035] Preferably, such as Figures 1 to 3 As shown, in this embodiment, the reset member 104 can be, for example, a reset spring. The reset member 104 is disposed between the limiting connecting block 102 and the synchronizing block 103. Figures 1 to 3 The structure should be invisible. To make it easier to show the location of the reset element 104, the reset element 104 is placed outside the synchronization block 103.

[0036] Preferably, such as Figure 2 and Figure 4 As shown, in this embodiment, the top of the limiting connecting block 102 has an oblong hole 1021, the length direction of which overlaps with the second direction S2. The handle body 101 passes through the oblong hole 1021 and connects to the synchronization block 103. When the separate relief function is not used, the handle body 101 is positioned close to the oblong hole 1021 on one side (in...). Figure 2 (The left side of the oblong hole 1021 is shown in the middle). When the individual release function is needed, the user moves the handle body 101 along the second direction S2, causing the handle body 101 to move along the length direction of the oblong hole 1021, thereby driving the synchronizing block 103 connected to the handle body 101 to rotate. Furthermore, when the synchronizing block 103 rotates, since the reset member 104 is located between the limiting connecting block 102 and the synchronizing block 103, the user will be affected by the reset force of the reset member 104, requiring a certain external force to move the handle body 101. If the user releases the applied external force, the handle body 101 will return to its original position due to the reset force. Figure 2 The initial state is shown.

[0037] Preferably, such as Figures 1 to 4As shown, in the embodiment, the middle part of the limiting connecting block 102 is provided with a first recessed part 1022, the middle part of the first recessed part 1022 is provided with a first connecting sleeve 1023, and the synchronous block 103 is arranged in the first recessed part 1022 and sleeved on the first connecting sleeve 1023. The inside of the first connecting sleeve 1023 is used for the penetration of the following-mentioned main shaft 201, so as to realize the connection between the handle adjusting mechanism 1 and the gear adjusting mechanism 2. The upper and lower sidewalls of the first connecting sleeve 1023 are provided with through holes, and the main shaft 201 is fixedly connected with the first connecting sleeve 1023 through the following-mentioned connecting pin (not shown due to the angle). Further, the two ends of the synchronous block 103 in the first direction S1 are rotatably connected with the two sidewalls of the first recessed part 1022 of the limiting connecting block 102 through connecting shafts 1031. The two sidewalls of the limiting connecting block 102 are provided with through holes, and the two ends of the synchronous block 103 are both provided with connecting shafts 1031, and the two connecting shafts 1031 penetrate the two through holes, so as to realize the rotatable connection between the synchronous block 103 and the limiting connecting block 102.

[0038] Preferably, as Figure 3 As shown, in the embodiment, the separate relief assembly can further include an abutting switch 105 and an abutting pin 106, the abutting switch 105 is arranged at the bottom of the synchronous block 103, the abutting pin 106 is arranged at the bottom of the limiting connecting block 102, and the abutting switch 105 can abut against the abutting pin 106 in the case that the synchronous block 103 rotates with the handle body 101. The abutting switch 105 can be, for example, a proximity switch in the prior art, and the abutting switch 105 can be electrically connected with the control cabinet of the train and can transmit an electric signal to the control cabinet of the train. When the user pulls the handle body 101, the abutting switch 105 can send a control signal of separate relief after abutting against the abutting pin 106, so as to realize the function of separate relief.

[0039] Preferably, as Figure 1 and Figure 5 As shown, in the embodiment, the gear adjusting mechanism 2 can include a main shaft 201, the main shaft 201 penetrates the first connecting sleeve 1023, and the main shaft 201 is fixedly connected with the first connecting sleeve 1023 through a connecting pin. The main shaft 201 can realize the connection between the handle adjusting mechanism 1 and the gear adjusting mechanism 2, and since the handle body 101 is fixedly connected with the synchronous block 103, the handle body 101 can be connected with the main shaft 201 through the limiting connecting block 102 and the synchronous block 103 and control the rotation of the main shaft 201.

[0040] Preferably, as Figures 1 to 5As shown, in the embodiment, the gear adjusting mechanism 2 can include a mounting block assembly, a gear adjusting assembly, a gear output assembly, and a compression force adjusting assembly, and the gear adjusting assembly, the gear output assembly, and the compression force adjusting assembly are all arranged on the mounting block assembly. The mounting block assembly can include a first mounting block 301 and a second mounting block 302, and the first mounting block 301 and the second mounting block 302 are connected to each other, for example, by screwing. The gear adjusting assembly is used to adjust the gear to realize the braking and relief of the train, the gear output assembly can transmit the gear signal at this time to the control of the train, and the compression force adjusting assembly can adjust the resistance when adjusting the gear to ensure the use feeling of the user.

[0041] Preferably, as Figures 1 to 5 As shown, in the embodiment, the gear adjusting assembly can include a gear rotating wheel 203, a limiting pin 204, and a micro switch 205, and can further include an auxiliary side wheel 213, the gear rotating wheel 203 is connected with the handle body 101, and the connection can be through the main shaft 201, and the gear rotating wheel 203 is sleeved on the main shaft 201. A plurality of gear grooves (not shown due to angle) are arranged on the side wall of the gear rotating wheel 203, and the gear grooves can cooperate with the compression force adjusting assembly to realize the adjustment of the gear. Specifically, under the condition that the gear rotating wheel 203 rotates with the main shaft 201, the compression force adjusting assembly can be arranged in different gear grooves, that is, the gear adjusting is realized. The limiting pin 204 is arranged at the bottom of the gear rotating wheel 203, and the micro switch 205 is arranged on the mounting block assembly; under the condition that the gear rotating wheel 203 rotates, the limiting pin 204 can abut against the micro switch 205. The limiting pin 204 cooperates with the micro switch 205 to limit the rotation angle of the gear rotating wheel 203, so as to avoid excessive rotation of the gear rotating wheel 203, and also to ensure the accuracy of the gear adjusting. In addition, the main shaft 201 is rotatably connected with the gear rotating wheel 203 and the auxiliary side wheel 213 through a sliding piece 212, and the sliding piece 212 can be a bearing or a brass sleeve, for example.

[0042] Preferably, as Figures 1 to 5As shown, in the embodiment, the gear output assembly can include a driving gear 206, a driven gear 207 and a potentiometer 208, the driving gear 206 is sleeved on the main shaft 201 and connected with the handle body 101 through the main shaft 201. The driving gear 206 is engaged with the driven gear 207, and the potentiometer 208 is connected with the driven gear 207. The potentiometer 208 can be electrically connected with the control cabinet of the train, and through the engagement of the driving gear 206 and the driven gear 207 and the number of rotation and the rotation angle of the two gears, the potentiometer 208 transmits the rotation signal at this time to the control cabinet of the train, for example, when the driving gear 206 rotates 60°, the gear rotating wheel 203 is in the brake position (the gear rotating wheel 203 and the driving gear 206 are both sleeved on the main shaft 201, and the actions of the two are the same), and the rotation signal at this time is transmitted to the control cabinet of the train through the potentiometer 208. The control cabinet of the train knows that it is in the brake position at this time through analysis, and transmits the next brake instruction.

[0043] Preferably, as Figures 1 to 5 As shown, in the embodiment, the compression force adjusting assembly can include a friction plate 209, a steel ball spring screw 210 and a connecting nut 211, the steel ball spring screw 210 is arranged to abut against the gear adjusting assembly through the mounting block assembly, specifically, the steel ball spring screw 210 is arranged to abut against the gear slot of the gear rotating wheel 203 through the second mounting block 302, and the connecting nut 211 is arranged on the steel ball spring screw 210. By changing the position of the connecting nut 211 on the steel ball spring screw 210, the extrusion force between the steel ball spring screw 210 and the gear rotating wheel 203 is adjusted. The friction plate 209 is connected with the handle body 101, the friction plate 209 is sleeved on the main shaft 201, and the friction plate 209 is arranged between the auxiliary side wheel 213 and the first mounting block 301. In the case of gear shifting, the gear rotating wheel 203 rotates, the steel ball spring screw 210 slides from one gear slot to another gear slot through the surface of the gear rotating wheel 203, in this process, the gear rotating wheel 203 is extruded by the steel ball spring screw 210, so that the gear rotating wheel 203 moves towards the position where the friction plate 209 is located, the friction plate 209 is offset and abuts against the first mounting block 301, and friction is generated. This friction force can be understood as the friction resistance that the user receives when shifting gears, that is, the "hand feeling". By changing the position of the connecting nut 211 on the steel ball spring screw 210, the extrusion force between the steel ball spring screw 210 and the gear rotating wheel 203 is adjusted, and then the hand feeling is adjusted, so that the hand feeling is kept within a constant range, and the controllability of the user is improved. In addition, when the friction plate 209 is worn, the worn friction plate 209 can also be compensated by changing the position of the connecting nut 211 on the steel ball spring screw 210, so as to ensure that the friction resistance is within a constant range.

[0044] The operation of the brake valve with a separate locomotive release function is as follows: There are two scenarios. One is for braking and releasing the brakes on the entire train. The user moves the handle body 101 in the first direction S1. The handle body 101 drives the main shaft 201 to rotate, which in turn drives the gear shift wheel 203 mounted on the main shaft 201 to rotate, switching between different gears. Simultaneously, the main shaft 201 drives the drive gear 206 to rotate. The drive gear 206 transmits the information to the train's control cabinet via the driven gear 207 and potentiometer 208, and the train's control cabinet then performs the braking and release processing. In the second scenario, the train's front end is relieved separately. The user moves the handle body 101 along the second direction S2. The handle body 101 moves along the oblong hole 1021, and the synchronizing block 103 rotates with the handle body 101 within the limit connecting block 102. During rotation, the abutment switch 105 can contact the abutment pin 106. The abutment switch 105 transmits the situation of needing to relieve the front end to the control cabinet, and the control cabinet performs the front end relieving process.

[0045] This brake valve with independent locomotive release function works in conjunction with a handle adjustment mechanism and a gear adjustment mechanism. The gear adjustment mechanism enables braking and release of the entire train, while the independent release component of the handle adjustment mechanism can release the locomotive independently. Both methods are achieved by swinging the handle body in different directions, ensuring that these two methods do not interfere with each other and effectively avoiding the risk of misoperation. Furthermore, this brake valve with independent locomotive release function has a simple overall structure and ingenious connection, effectively improving train maneuverability and providing different solutions for unexpected situations, ensuring both driving safety and efficiency.

[0046] Furthermore, according to a second aspect of this utility model, a rail transit vehicle is provided, the rail transit vehicle including the brake valve described above, which has a separate braking function for the front of the train. During operation, this rail transit vehicle can provide separate braking via the front of the train, enabling it to handle various emergencies.

[0047] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A brake valve with separate slack relief head function, characterized in that The brake valve with the separate slack adjuster function comprises a handle adjusting mechanism and a gear adjusting mechanism connected with each other; The handle adjusting mechanism comprises a handle body and a separate slack adjuster assembly, the handle body is connected with the gear adjusting mechanism so that the handle adjusting mechanism can swing back and forth along a first direction; The separate slack adjuster assembly comprises a limiting connecting block, a synchronous block and a reset member, the synchronous block is swingably arranged in the limiting connecting block along a second direction, the handle body is connected with the synchronous block through the limiting connecting block, and the reset member is arranged between the limiting connecting block and the synchronous block.

2. Brake valve with separate slack relief chuffing function according to claim 1, characterized in that A waist-shaped hole is formed in the top of the limiting connecting block, the length direction of the waist-shaped hole overlaps with the second direction, and the handle body is connected with the synchronous block through the waist-shaped hole.

3. Brake valve with separate slack relief chuff function according to claim 2, characterized in that A first recessed part is arranged in the middle of the limiting connecting block, a first connecting sleeve is arranged in the middle of the first recessed part, the synchronous block is arranged in the first recessed part and sleeved with the first connecting sleeve, and the two ends of the synchronous block in the first direction are rotatably connected with the two side walls of the first recessed part of the limiting connecting block through connecting shafts.

4. Brake valve with separate slack relief chuff function according to claim 3, characterized in that The separate slack adjuster assembly further comprises an abutting switch and an abutting pin, the abutting switch is arranged at the bottom of the synchronous block, the abutting pin is arranged at the bottom of the limiting connecting block, and the abutting switch can abut against the abutting pin when the synchronous block rotates with the handle body.

5. The brake valve with separate slack relief chuffing function according to claim 3, characterized in that The gear adjusting mechanism comprises a main shaft, the main shaft passes through the first connecting sleeve, and the main shaft is fixedly connected with the first connecting sleeve through a connecting pin.

6. The brake valve with separate slack relief chuffing function according to claim 1, characterized in that The gear adjusting mechanism comprises a mounting block assembly, a gear adjusting assembly, a gear output assembly and a compression force adjusting assembly, the gear adjusting assembly, the gear output assembly and the compression force adjusting assembly are arranged in the mounting block assembly.

7. Brake valve with separate slack relief chuff function according to claim 6, characterized in that The gear adjusting assembly comprises a gear rotating wheel, a limiting pin and a micro switch, the gear rotating wheel is connected with the handle body, a plurality of gear grooves are formed in the side wall of the gear rotating wheel, the limiting pin is arranged at the bottom of the gear rotating wheel, and the micro switch is arranged in the mounting block assembly. The limiting pin can abut against the micro switch when the gear rotating wheel rotates.

8. Brake valve with separate slack relief chuff function according to claim 6, characterized in that The gear output assembly comprises a driving gear, a driven gear and a potentiometer, the driving gear is connected with the handle body, the driving gear is engaged with the driven gear, and the potentiometer is connected with the driven gear.

9. Brake valve with separate slack relief chuff function according to claim 6, characterized in that The compression force adjusting assembly comprises a friction plate, a steel ball spring screw and a connecting nut, the steel ball spring screw abuts against the gear adjusting assembly through the mounting block assembly, the connecting nut is arranged on the steel ball spring screw, and the friction plate is connected with the handle body.

10. A rail vehicle, characterized by The rail transit vehicle comprises the brake valve with the separate slack adjuster function according to any one of claims 1 to 9.

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