WO2023217296A1 - 紧急阀 - Google Patents

紧急阀 Download PDF

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Publication number
WO2023217296A1
WO2023217296A1 PCT/CN2023/098990 CN2023098990W WO2023217296A1 WO 2023217296 A1 WO2023217296 A1 WO 2023217296A1 CN 2023098990 W CN2023098990 W CN 2023098990W WO 2023217296 A1 WO2023217296 A1 WO 2023217296A1
Authority
WO
WIPO (PCT)
Prior art keywords
chamber
valve
emergency
channel
driving
Prior art date
Application number
PCT/CN2023/098990
Other languages
English (en)
French (fr)
Inventor
徐毅
韩晓彬
汪明栋
Original Assignee
中车齐齐哈尔车辆有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中车齐齐哈尔车辆有限公司 filed Critical 中车齐齐哈尔车辆有限公司
Priority to AU2023267829A priority Critical patent/AU2023267829A1/en
Publication of WO2023217296A1 publication Critical patent/WO2023217296A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
    • B60T15/184—Railway control or brake valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/36—Other control devices or valves characterised by definite functions
    • B60T15/48—Other control devices or valves characterised by definite functions for filling reservoirs

Definitions

  • the present application relates to the technical field of railway freight cars, and specifically to an emergency valve.
  • the air control valve, auxiliary air cylinder, acceleration relief air cylinder and brake cylinder constitute the braking system of railway freight cars.
  • the air control valve is the core control component of the vehicle braking system, which controls the vehicle braking system to produce braking, relief, etc.
  • emergency braking is required to stop the train.
  • the air control valve consists of a main valve, a semi-automatic relief valve, an emergency valve and an intermediate body.
  • the emergency valve works under emergency braking conditions. Its function is to quickly evacuate the pressure air in the train tube during emergency braking, thereby improving the emergency braking response speed and enabling the train to quickly obtain a higher speed under emergency braking conditions. Great braking power.
  • the train tube and each air cylinder of the entire train need to be inflated to the specified pressure before it can start running again.
  • This application provides an emergency valve to solve the problem that the performance of the emergency valve in related technologies cannot meet the usage requirements.
  • the emergency valve includes: a valve body, including an emergency chamber, a pressurizing chamber and a charging chamber arranged at intervals.
  • the extending direction of the pressurizing chamber and the extending direction of the charging chamber are the same.
  • the air inlet of the emergency chamber Connected to the train pipe, the pressurizing chamber has a first communication port, a second communication port and a relief port.
  • the relief port of the pressurizing chamber is located between the first communication port of the pressurizing chamber and the second communication port of the pressurizing chamber.
  • the first communication port of the boosting chamber is connected to the brake cylinder, the second communication port of the boosting chamber is connected to the emergency chamber, the relief port of the boosting chamber is connected to the acceleration relief air cylinder, and a valve sleeve is provided in the charging chamber.
  • the outer wall of the valve sleeve is in contact with the wall of the charging chamber and separates the charging chamber into a driving chamber and a check chamber;
  • the boosting valve core is movably installed in the boosting chamber, and the outer wall of the boosting valve core Fitted with the inner wall of the supercharging chamber, the first communication port of the supercharging chamber and the second communication port of the supercharging chamber respectively correspond to the two ends of the supercharging valve core.
  • the supercharging valve core has a ventilation hole, and the third communication port of the ventilation hole One end is connected to the first communication port of the supercharging chamber, and the second end of the ventilation hole penetrates the side wall of the supercharging valve core.
  • the supercharging valve core has a connecting position and a pressure maintaining position. When the supercharging valve core is in the connecting position, , the second end of the vent is connected to the relief port of the pressurization chamber. When the pressurization valve core is in the pressure maintaining position, the second end of the vent is isolated from the relief port of the pressurization chamber; the inflation valve core includes the third A valve core and a second valve core.
  • the first valve core is movably arranged in the driving chamber and divides the driving chamber into a first driving chamber and a second driving chamber.
  • the air outlet of the first driving chamber is connected with the emergency chamber.
  • the second driving chamber Connected to the emergency room, the second valve core is movably disposed at the air outlet of the check cavity, the air inlet of the check cavity is connected to the brake cylinder, and the air outlet of the check cavity is connected to the air inlet of the drive chamber.
  • the first valve core has an inflation position and a release position that pushes the second valve core away from the air outlet of the inflation chamber.
  • valve body is also provided with a communication channel
  • the second communication port of the boosting chamber is connected to the emergency chamber through the communication channel
  • the air outlet of the driving chamber is connected to the emergency chamber through the communication channel Pass.
  • the communication channel includes a first channel and a second channel arranged to intersect, the air inlet of the first channel is connected to the emergency chamber, the first air outlet of the first channel is connected to the air inlet of the second channel, and the first air outlet of the first channel is connected to the air inlet of the second channel.
  • the first air outlet of the second channel is connected to the first driving chamber, and the second air outlet of the second channel is connected to the second communication port of the boosting chamber.
  • the pressurizing chamber and the inflation chamber are respectively located on both sides of the emergency chamber.
  • the second channel has a long strip structure.
  • the air inlet of the second channel is arranged in the middle of the second channel.
  • the first air outlet of the second channel and The second air outlets of the second channel are respectively disposed at both ends of the second channel.
  • valve body includes a valve body main body and a first valve cover covering one end of the valve body body.
  • the emergency chamber, the pressurization chamber and the inflation chamber are all provided in the valve body body.
  • the first channel and the second channel are both located in the valve body.
  • valve body also includes a relief channel, the first end of the relief channel is connected to the relief port of the pressurization chamber, and the second end of the relief channel is connected to the acceleration relief air cylinder;
  • valve body also includes an emergency channel, and the emergency channel is connected to the relief port.
  • the first end is connected to the emergency room, and the second end of the emergency channel is connected to the second driving cavity;
  • the valve body also includes an air inlet channel, the first end of the air inlet channel is connected to the brake cylinder, and the second end of the air inlet channel is connected to the brake cylinder.
  • the ports are all arranged at one end of the valve body away from the first valve cover.
  • valve body also includes a pilot valve cavity and a pilot valve channel, the air inlet of the pilot valve channel is connected to the second air outlet of the first channel, and the air outlet of the pilot valve channel is connected to the air inlet end of the pilot valve cavity.
  • the first channel has a long strip structure, and the first air outlet of the first channel is disposed between the air inlet of the first channel and the second air outlet of the first channel.
  • the emergency valve also includes a driving component, which is movably installed in the emergency chamber.
  • the driving component separates the emergency chamber into an emergency upper chamber and an emergency lower chamber.
  • the driving component has a transition hole, and the transition hole communicates with the emergency upper chamber and the emergency lower chamber.
  • Emergency lower chamber; the emergency valve also includes an air release valve assembly.
  • the air release valve assembly is located in the emergency lower chamber.
  • the driving assembly is located above the air release valve assembly.
  • a dividing plate is provided in the emergency chamber. The dividing plate separates the emergency lower chamber into air inlets. cavity and an exhaust cavity located below the air inlet cavity.
  • the partition plate has a vent hole, and the vent valve assembly is movably arranged at the vent hole; the emergency valve also includes a pilot valve assembly, which is arranged in the pilot valve cavity and isolated.
  • the pilot valve chamber and the exhaust chamber, the air release valve assembly is located above the pilot valve assembly, and the pilot valve assembly is movably arranged at the air outlet end of the pilot valve chamber.
  • valve body also includes a second valve cover.
  • the second valve cover is located above the driving assembly.
  • the driving assembly includes a driving body and an elastic cap connected to the driving body. The elastic cap is clamped between the valve body body and the second valve cover. Between the valve covers and the emergency chamber is divided into an emergency upper chamber and an emergency lower chamber, a transition hole is provided on the driving body; and/or the valve body further includes a third valve cover, and the pilot valve chamber is provided on the third valve cover.
  • valve body is also provided with an inflation channel.
  • the air inlet of the inflation channel is connected to the air outlet of the check chamber.
  • the air outlet of the inflation channel is connected to the air inlet of the driving chamber.
  • a check valve is provided in the inflation channel.
  • the check valve includes a check valve core and a return spring. One end of the return spring is in contact with the check valve core, and the other end of the return spring is in contact with the valve body; the valve body also It includes a fourth valve cover connected to the valve body main body.
  • the inflation channel includes a first channel, a second channel and a third channel that are connected in sequence. The first channel and the third channel are provided on the valve body body, and the second channel is provided on the third channel. Four valve covers.
  • both the first channel and the second channel are elongated structures, and the first channel and the second channel are perpendicular; and/or the first valve core includes a piston cap and a piston rod connected to each other, and the outer edge of the piston cap It is attached to the cavity wall of the drive cavity and divides the drive cavity into a first drive cavity and a second drive cavity. One end of the piston rod is arranged corresponding to the second valve core.
  • the brake cylinder and the acceleration relief air cylinder are connected through the vent hole, so that the pressure air in the acceleration relief air cylinder can be charged to the brake cylinder, because compared with normal braking, the air pressure in the brake cylinder Increase the braking force of the brake cylinder.
  • the train tube is inflated. Since the first driving chamber is connected to the train tube through the emergency chamber, and the second driving chamber is connected to the emergency room, the inflation speed of the first driving chamber is greater than the inflation speed of the second driving chamber. The pressure of the first driving chamber is greater than the pressure of the second driving chamber.
  • the first valve core pushes the second valve core away from the air outlet of the inflating chamber, thereby making the inflating chamber and the first driving chamber in a connected state.
  • the pressurized air in the brake cylinder enters the emergency chamber through the charging chamber and the driving chamber, and is inflated into the train tube through the emergency chamber, thereby speeding up the inflation speed of the train tube, and by utilizing the pressurized air in the brake cylinder, the The purpose of saving energy.
  • Figure 1 shows a cross-sectional view of an emergency valve provided by an embodiment of the present application
  • Figure 2 shows a cross-sectional view of the emergency chamber provided by the embodiment of the present application
  • Figure 3 shows a side view of the emergency valve provided by the embodiment of the present application
  • Figure 4 shows a top view of the emergency valve provided by the embodiment of the present application.
  • Figure 5 shows a cross-sectional view of the pressurizing chamber provided by the embodiment of the present application
  • Figure 6 shows a schematic diagram when the boosting valve core of the emergency valve provided by the embodiment of the present application is in the pressure maintaining position
  • Figure 7 shows a schematic diagram when the boosting valve core of the emergency valve provided by the embodiment of the present application is in the connected position
  • Figure 8 shows a cross-sectional view of the first valve core of the emergency valve provided by the embodiment of the present application when it is in the blocking position
  • Figure 9 shows a schematic diagram when the first valve core of the emergency valve provided by the embodiment of the present application is located in the blocking position
  • Figure 10 shows a schematic diagram when the first valve core of the emergency valve provided by the embodiment of the present application is in the inflation position
  • Figure 11 shows a cross-sectional view of the inflation channel of the emergency valve provided by the embodiment of the present application.
  • Valve body 11. Emergency chamber; 111. Emergency upper chamber; 112. Emergency lower chamber; 1121. Air intake chamber; 1122. Exhaust chamber; 113. Separation plate; 1131. Bleed hole; 12. Pressurization chamber ; 13. Inflatable cavity; 131. Valve sleeve; 132. Driving cavity; 1321. Driving first cavity; 1322. Driving second cavity; 133. Check cavity; 14. Connecting channel; 141. First channel; 142. Second channel ; 15. Valve body body; 151. Relief channel; 152. Emergency channel; 153. Inflation channel; 154. Check valve; 1541. Check valve core; 1542. Return spring; 16. First valve cover; 17. Pilot Valve chamber; 171, pilot valve channel; 18, second valve cover; 19, third valve cover; 191, fourth valve cover;
  • Air release valve assembly
  • the emergency valve includes a valve body 10 , a boosting valve core 20 and an inflation valve core 30 .
  • the valve body 10 includes emergency chambers 11 arranged at intervals.
  • the pressure chamber 12 and the charging chamber 13 extend in the same direction as the charging chamber 13.
  • the air inlet of the emergency chamber 11 is connected to the train pipe 71.
  • the charging chamber 12 has a first communication port and a second communication port. The communication port and the relief port.
  • the relief port of the supercharging chamber 12 is located between the first communication port of the supercharging chamber 12 and the second communication port of the supercharging chamber 12.
  • the first communication port of the supercharging chamber 12 and the brake cylinder 72 are connected, the second communication port of the boosting chamber 12 is connected with the emergency chamber 11, the relief port of the boosting chamber 12 is connected with the acceleration relief air cylinder 73, a valve sleeve 131 is provided in the charging chamber 13, and the outside of the valve sleeve 131
  • the wall is in contact with the wall of the charging chamber 13 and divides the charging chamber 13 into a driving chamber 132 and a check chamber 133.
  • the boosting valve core 20 is movably installed in the boosting chamber 12, and the outside of the boosting valve core 20 The wall is in contact with the inner wall of the supercharging chamber 12.
  • the first communication port of the supercharging chamber 12 and the second communication port of the supercharging chamber 12 respectively correspond to the two ends of the supercharging valve core 20.
  • the supercharging valve core 20 has a communication port.
  • the first end of the vent hole 21 is connected with the first communication port of the boosting chamber 12, and the second end of the vent hole 21 penetrates the side wall of the boosting valve core 20.
  • the boosting valve core 20 has a connecting position and a secure position. pressure position, when the boosting valve core 20 is in the connected position, the second end of the vent hole 21 is connected with the relief port of the boosting chamber 12, and when the boosting valve core 20 When 20 is in the pressure maintaining position, the second end of the vent hole 21 is isolated from the relief port of the pressurization chamber 12.
  • the inflation valve core 30 includes a first valve core 31 and a second valve core 32.
  • the first valve core 31 is movable. is disposed in the driving chamber 132 and divides the driving chamber 132 into a first driving chamber 1321 and a second driving chamber 1322.
  • the air outlet of the first driving chamber 1321 is connected to the emergency chamber 11, and the second driving chamber 1322 is connected to the emergency room.
  • the valve core 32 is movably disposed at the air outlet of the check cavity 133.
  • the air inlet of the check cavity 133 is connected with the brake cylinder 72.
  • the air outlet of the check cavity 133 is connected with the air inlet of the driving chamber 1321.
  • the first valve core 31 has an inflation position that pushes the second valve core 32 away from the air outlet of the inflation chamber 13 and a function of releasing the second valve core 32. Block position.
  • the valve body 10 is also provided with a communication channel 14.
  • the second communication port of the boosting chamber 12 is connected to the emergency chamber 11 through the communication channel 14.
  • the air outlet of the driving chamber 1321 is connected to the emergency chamber 11 through the communication channel 14. .
  • the train pipe 71 evacuates the pressurized air
  • the pressurized chamber 12 connected with the emergency chamber 11 evacuates the pressurized air through its first communication port, so that the pressure air is evacuated from the brake cylinder 72
  • the pressure at the second communication port of the connected supercharging chamber 12 is greater than the pressure at the first communication port of the supercharging chamber 12 , thus causing the supercharging valve core 20 to move toward the third communication port of the supercharging chamber 12 along the axis of the supercharging chamber 12 .
  • One communication port moves so that the boosting valve core 20 is at one end of the boosting chamber 12 close to its first communication port, so that the second end of the vent hole 21 on the boosting valve core 20 is connected to the relief port of the boosting chamber 12 pass status.
  • the brake cylinder 72 and the acceleration relief air cylinder 73 are connected through the ventilation hole 21, so that the pressure air in the acceleration relief air cylinder 73 can be charged to the brake cylinder 72, because compared with normal braking, the braking force is The air pressure in the cylinder 72 increases, which can increase the braking force of the brake cylinder 72 .
  • the train tube 71 is inflated.
  • the inflation speed of the first driving chamber 1321 is greater than the driving speed.
  • the inflation speed of the second chamber 1322 causes the pressure of the first chamber 1321 to be greater than the pressure of the second chamber 1322.
  • the first valve core 31 pushes the second valve core 32 away from the air outlet of the inflation chamber 13.
  • the pressure air in the acceleration relief air cylinder 73 can be charged to the brake cylinder 72, because compared with normal braking, the brake cylinder 72 The air pressure in the cylinder increases, which can increase the braking force of the brake cylinder 72.
  • the inflation valve core 30 in the valve body 10 the pressure air in the brake cylinder 72 is inflated to the train tube 71 through the emergency chamber 11 , thereby speeding up the inflation speed of the train tube 71 , and by utilizing the pressure in the brake cylinder 72 Pressure air achieves the purpose of saving energy.
  • a check valve 154 is provided between the air inlet of the driving chamber 1321 and the air outlet of the inflation chamber 13 .
  • the air pressure in the brake cylinder 72 is greater than the air pressure in the driving chamber 1321.
  • the pressure air in the brake cylinder 72 can pass through the charging chamber 13 and open the check valve 154. , and then inflate the train tube 71 by driving a cavity 1321.
  • the first valve core 31 includes a first valve core spring.
  • the first valve core 31 is in the blocking position to release the second valve core 32.
  • the inflation chamber 13 and the first driving chamber 1321 are in a non-connected state. Therefore, no brake will be generated.
  • the pressurized air in the cylinder 72 is filled into the train tube 71 .
  • the boosting valve core 20 is also provided with a boosting valve core spring at one end close to the first communication port of the boosting chamber 12.
  • the boosting valve core 20 moves toward the boosting chamber 12.
  • the first communication port moves, and the booster valve core spring is in a compressed state.
  • the combined force of the boosting valve core spring and the gas pressure in the train pipe 71 is greater than the gas pressure in the brake cylinder 72, so that the boosting valve core 20 can be quickly reset.
  • the pressure at the first communication port of the boost chamber 12 and the boost valve core is greater than the pressure at the second communication port of the supercharging chamber 12, thereby causing the supercharging valve core 20 to move toward the second communication port of the supercharging chamber 12, and finally the supercharging valve core 20 is in the supercharging chamber.
  • 12 is close to one end of its second communication port, so that the second end of the ventilation hole 21 on the boost valve core 20 is in a closed state with the relief port of the boost chamber 12. Therefore, the brake cylinder 72 is connected with the acceleration relief air. The cylinder 73 is not connected, and the brake cylinder 72 is in a pressure maintaining state.
  • the train when the train is braking normally, only the auxiliary air cylinder inflates the brake cylinder 72 .
  • the pressurized air in the train pipe 71 and the emergency room 74 is discharged into the atmosphere, and the acceleration and relief air cylinder 73 and the brake cylinder 72 are connected through the vent hole 21, thereby realizing the acceptance of the brake cylinder 72.
  • the source of air pressure also adds an acceleration relief air cylinder 73, thereby solving the problem that emergency braking does not increase the braking force compared with normal braking.
  • the acceleration relief air cylinder 73 and the train tube 71 are in a connected state until the air pressure in the train tube 71 is approximately 500 KP, which is greater than the gas pressure in the brake cylinder 72 , furthermore, when the brake cylinder 72 and the acceleration relief air cylinder 73 are connected, the effect of the acceleration relief air cylinder 73 inflating the brake cylinder 72 can be achieved.
  • the pressurized air in the train pipe 71 and the emergency room 74 is discharged into the atmosphere.
  • the boosting valve core 20 has a communication position and a pressure maintaining position.
  • the communication position refers to that the pressure at the second communication port of the boosting chamber 12 is greater than the pressure at the first communication port of the boosting chamber 12 , the supercharging valve core 20 moves toward the first communication port of the supercharging chamber 12, so that the second end of the ventilation hole 21 on the supercharging valve core 20 is connected with the relief port of the supercharging chamber 12.
  • the pressure maintaining position means that the combined force of the pressure at the first communication port of the boosting chamber 12 and the elastic force of the boosting valve core spring is greater than the pressure at the second communication port of the boosting chamber 12 , and the boosting valve core 20 faces The second communication port of the supercharging chamber 12 moves, so that the second end of the ventilation hole 21 on the supercharging valve core 20 is closed with the relief port of the supercharging chamber 12 .
  • the first valve core 31 has an inflation position to push the second valve core 32 away from the air outlet of the inflation chamber 13 and a blocking position to release the second valve core 32.
  • the first valve core 31 is The pressure difference between the first driving chamber 1321 and the second driving chamber 1322, when the train is relieved after emergency braking, the resultant force of the air pressure in the second driving chamber 1322 and the elastic force of the first valve core spring is greater than the air in the first driving chamber 1321 Pressure, the first valve core 31 pushes the second valve core 32 away from the air outlet of the inflation chamber 13 and is in the inflation position.
  • the air pressures in the two are equal. Under the action of the first valve core spring, the first valve core 31 is in the blocking position to release the second valve core 32.
  • the boosting valve core 20 and the charging valve core 30 are integrated, thereby enhancing the function of the emergency valve. At the same time, it facilitates the miniaturization of the emergency valve.
  • the boosting valve core 20 includes a boosting sleeve and a boosting rod movably inserted through the boosting sleeve.
  • the outer wall of the boosting sleeve is in contact with the inner wall of the boosting chamber 12
  • the ventilation hole 21 includes a corresponding first hole section and a second hole section
  • the first hole section is arranged on the booster rod
  • the second hole section penetrates the side wall of the booster sleeve
  • one end of the first hole section is connected to the booster rod.
  • the second communication port of the cavity 12 is connected, the other end of the first hole section penetrates the side wall of the supercharging rod, and one end of the second hole section is connected with the relief port of the supercharging chamber.
  • the supercharging rod includes a connected guide section and a limiting section.
  • the guide section is movably installed in the supercharging sleeve.
  • the limiting section is located at one end of the supercharging chamber 12 facing the second communication port of the supercharging chamber 12 .
  • one end of the limit section cooperates with the boost sleeve limit, and the limit section can be used to limit the boost rod, so that when the train is emergency braking, the first hole section on the boost rod can be in contact with the boost sleeve.
  • the second hole section on the top is connected.
  • a first shrinkage plug is provided on the first hole section.
  • the use of the first shrinkage plug can reduce the inflation speed of the acceleration relief air cylinder 73 and the brake cylinder 72, so that the braking force difference of each vehicle in the train will not be too large. , thereby avoiding the phenomenon of different driving speeds of each vehicle in the train during emergency braking, and enhancing the consistency of the train.
  • the first valve core 31 includes a piston cap 311 and a piston rod 312 that are connected to each other.
  • the outer edge of the piston cap 311 is in contact with the wall of the driving chamber 132 and divides the driving chamber 132 into a driving chamber 1321 and a driving chamber 1321.
  • the second chamber 1322 is driven, and one end of the piston rod 312 is arranged corresponding to the second valve core 32 .
  • the piston cap 311 can be used to separate the drive chamber 132, and the piston rod 312 can also be used to drive the second valve core 32 to move.
  • a check sleeve is also provided in the valve body 10. Both ends of the check sleeve have an open structure. One end of the check sleeve has an open structure to serve as the air outlet of the check chamber.
  • the second valve core is movably disposed on Inside the anti-return sleeve.
  • the first valve core 31 moves toward the check chamber 133 under the action of the driving pressure difference between the first driving chamber 1321 and the second driving chamber 1322, thereby moving the second valve core 32 from The position of the closed non-return sleeve is pushed away, so that the gas in the brake cylinder 72 can be charged into the first driving chamber 1321.
  • the communication channel 14 includes a first channel 141 and a second channel 142 arranged to intersect.
  • the air inlet of the first channel 141 is connected with the emergency chamber 11
  • the first air outlet of the first channel 141 is connected to the emergency chamber 11 .
  • It is connected with the air inlet of the second channel 142
  • the first air outlet of the second channel 142 is connected with the first driving chamber 1321
  • the second air outlet of the second channel 142 is connected with the second communication port of the boosting chamber 12.
  • the communication channel 14 with the above structure has the advantage of easy connection and processing.
  • the extension direction of the emergency chamber 11 and the pressurizing chamber 12 are perpendicular, and the communication channel 14 with the above structure fully utilizes the space of the valve body 10 .
  • the pressurizing chamber 12 and the charging chamber 13 are located on both sides of the emergency chamber 11 respectively.
  • the second channel 142 has a long strip structure, and the air inlet of the second channel 142 is provided in the second channel 142. In the middle of the second channel 142 , the first air outlet of the second channel 142 and the second air outlet of the second channel 142 are respectively disposed at both ends of the second channel 142 . Adopting the above structure not only reduces the size of the emergency valve, but also has the advantage of being easy to process.
  • the air inlet of the second channel 142 is disposed in the middle of the second channel 142 , which means that the air inlet of the second channel 142 is located at the geometric center of the second channel 142 .
  • the valve body 10 includes a valve body main body 15 and a first valve cover 16 covering one end of the valve body main body 15.
  • the emergency chamber 11, the pressurizing chamber 12 and the charging chamber 13 are all provided in the valve body.
  • the main body 15, the first channel 141 and the second channel 142 are all provided on the first valve cover 16.
  • sealing rings are provided between the first valve cover 16 and the emergency chamber 11 , and between the first valve cover 16 and the boosting chamber 12 , thereby enhancing the sealing performance of the valve body 10 .
  • the valve body 10 also includes a relief passage 151.
  • the first end of the relief passage 151 is connected to the relief port of the pressurization chamber 12, and the second end of the relief passage 151 is connected to the acceleration relief air cylinder 73.
  • the relief passage 151 Through the use of the relief passage 151, it has the advantage of conveniently connecting the acceleration relief air cylinder 73 and the pressurizing chamber 12.
  • the valve body 10 also includes an emergency channel 152.
  • the first end of the emergency channel 152 is connected to the emergency chamber 74, and the second end of the emergency channel 152 is connected to the second drive chamber 1322.
  • the emergency channel 152 is used to facilitate the second drive chamber 1322. Chamber 1322 communicates with emergency room 74.
  • the emergency channel 152 is provided with a second shrinkage plug, and the second shrinkage plug is provided with a central hole.
  • the use of the second shrinkage plug can reduce the inflation speed of the second cavity 1322 of the emergency chamber 74 phase drive.
  • the valve body 10 also includes an air inlet channel, the first end of the air inlet channel is connected to the brake cylinder 72 , and the second end of the air inlet channel is connected to the air inlet of the check cavity 133 .
  • the air inlet passage facilitates the communication between the brake cylinder 72 and the check cavity 133 .
  • the air inlet passage is provided in the check cavity 133 .
  • the second end of the relief channel 151 , the first end of the emergency channel 152 , the second end of the air intake channel, the air inlet of the emergency chamber 11 and the first communication port of the pressurization chamber 12 are all provided on the valve body 15 one end away from the first valve cover 16.
  • the channel openings of each channel are arranged on the same end surface, which has the advantage of easy connection and facilitates miniaturization of the emergency valve.
  • the valve body 10 also includes a pilot valve cavity 17 and a pilot valve channel 171.
  • the air inlet of the pilot valve channel 171 is connected with the second air outlet of the first channel 141, and the air outlet of the pilot valve channel 171 is connected with the second air outlet of the first channel 141.
  • the air inlet ends of the pilot valve chamber 17 are connected,
  • the first channel 141 has a long strip structure, and the first air outlet of the first channel 141 is disposed between the air inlet of the first channel 141 and the second air outlet of the first channel 141 .
  • the pilot valve channel 171 the gas entering the emergency chamber 11 from the train pipe 71 can be charged into the pilot valve chamber 17.
  • the first air outlet and the second air outlet of the first channel 141 are used to achieve different functions respectively, which has the advantage of simple structure.
  • the emergency valve also includes a driving assembly 40.
  • the driving assembly 40 is movably installed in the emergency chamber 11.
  • the driving assembly 40 separates the emergency chamber 11 into an emergency upper chamber 111 and an emergency lower chamber 112.
  • the driving assembly 40 It has a transition hole 41, which connects the emergency upper chamber 111 and the emergency lower chamber 112.
  • the emergency valve can quickly drain the pressure air in the emergency lower chamber 112, thereby realizing rapid braking of the train. .
  • the emergency upper chamber 111 can be inflated through the transition hole 41 , but its inflation speed is lower than the inflation speed of the emergency lower chamber 112 . Furthermore, the driving assembly 40 can be operated by the pressure difference between the emergency upper chamber 111 and the emergency lower chamber 112 .
  • the emergency valve also includes an air release valve assembly 50.
  • the air release valve assembly 50 is located in the emergency lower chamber 112.
  • the driving assembly 40 is located above the air release valve assembly 50.
  • a partition plate 113 is provided in the emergency chamber 11.
  • the partition plate 113 will The emergency lower chamber 112 is divided into an air inlet chamber 1121 and an exhaust chamber 1122 located below the air inlet chamber 1121.
  • the partition plate 113 has a vent hole 1131, and the air vent valve assembly 50 is movably disposed at the vent hole 1131.
  • the vent valve assembly 50 includes a vent valve body and a vent valve core movably installed in the vent valve body.
  • the vent valve body is movably disposed at the vent hole 1131 .
  • the emergency valve also includes a pilot valve assembly 60.
  • the pilot valve assembly 60 is disposed in the pilot valve cavity 17 and isolates the pilot valve cavity 17 from the exhaust cavity 1122.
  • the air release valve assembly 50 is located above the pilot valve assembly 60.
  • the valve assembly 60 is movably disposed at the air outlet end of the pilot valve chamber 17 . The use of the pilot valve assembly 60 facilitates the driving assembly 40 to quickly open the vent valve assembly 50, thereby accelerating the emptying speed of the emergency valve.
  • the pilot valve assembly 60 includes a pilot valve body and a pilot valve core movably disposed through the pilot valve body.
  • the pilot valve core is movably disposed at the air outlet of the pilot valve body.
  • the exhaust speed of the air inlet chamber 1121 is greater than the exhaust speed of the emergency upper chamber 111, thereby making the pressure of the emergency upper chamber 111 greater than that of the air inlet chamber.
  • the pressure of 1121 can make the driving assembly 40 move downward.
  • the driving assembly 40 contacts the air release valve core and drives the air release valve core to move downward.
  • the air release valve core moves, it drives the pilot valve core to move downward. Since the pilot valve cavity 17 is connected with the air inlet chamber 1121 through the first channel 141, so that the pressure of the pilot valve chamber 17 can be relieved, and the resistance of opening the vent valve assembly 50 is reduced.
  • the driving assembly 40 is in contact with the vent valve body, the The vent valve body is quickly pushed away from the vent hole 1131, thereby allowing the emergency valve to quickly vent.
  • the valve body 10 also includes a second valve cover 18.
  • the second valve cover 18 is located above the driving assembly 40.
  • the driving assembly 40 includes a driving body 42 and an elastic spring connected to the driving body 42.
  • Cap 43, the elastic cap 43 is sandwiched between the valve body main body 15 and the second valve cover 18 and separates the emergency chamber 11 into an emergency upper chamber 111 and an emergency lower chamber 112.
  • the transition hole 41 is provided in the driving body 42, using the second
  • the valve cover 18 has the advantages of easy processing and installation.
  • the elastic cap 43 is used to facilitate the movement of the driving assembly 40 and at the same time separate the emergency chamber 11 , and the driving body 42 is used to drive the second valve core 32 to move.
  • the driving body 42 includes a connected driving cap and a driving rod.
  • the elastic cap 43 is provided on the driving cap, and the transition hole is provided on the driving rod.
  • One end of the driving rod can drive the air release valve assembly 50 to move.
  • valve body 10 further includes a third valve cover 19 , and the pilot valve chamber 17 is provided on the third valve cover 19 .
  • the pilot valve assembly 60 can be disposed on the third valve cover 19, which has the advantages of easy processing and installation.
  • the valve body 10 is also provided with an inflation channel 153.
  • the air inlet of the inflation channel 153 is connected with the air outlet of the check cavity 133.
  • the air outlet of the inflation channel 153 is connected with the inlet of the driving cavity 1321.
  • the air ports are connected, and a check valve 154 is provided in the inflation channel 153.
  • the check valve 154 includes a check valve core 1541 and a return spring 1542. One end of the return spring 1542 is in contact with the check valve core 1541, and the other end of the return spring 1542 is in contact with the check valve core 1541. One end is in contact with the valve body 10 and adopts the inflation channel 153, which has the advantage of facilitating communication between the inflation chamber 13 and the driving chamber 1321.
  • the check valve 154 is used to prevent the pressurized air from the train pipe 71 from being directly charged into the brake cylinder 72 through the driving chamber 1321 when the train is first inflated.
  • the valve body 10 also includes a fourth valve cover 191 connected to the valve body main body 15.
  • the inflation passage 153 includes a first section, a second section and a third section that are connected in sequence. The first section and the third section are arranged on The second section of the valve body main body 15 is provided on the fourth valve cover 191 .
  • the fourth valve cover 191 is connected to the valve body main body 15 , which has the advantage of facilitating the processing of the inflation channel 153 .
  • both the first channel 141 and the second channel 142 are elongated structures, and the first channel 141 and the second channel 142 are perpendicular to each other.
  • the first channel 141 and the second channel 142 using the above structures has the advantage of easy processing. And by adopting a vertical arrangement, the lengths of the first channel 141 and the second channel 142 can be reduced.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

一种紧急阀，包括：阀体(10)，包括间隔设置的紧急腔(11)、增压腔(12)以及充气腔(13)，增压腔(12)的延伸方向和充气腔(13)的延伸方向相同，紧急腔(11)的进气口与列车管(71)相连通，增压腔(12)具有第一连通口、第二连通口以及缓解口，增压腔(12)的缓解口位于增压腔(12)的第一连通口与增压腔(12)的第二连通口之间，增压腔(12)的第一连通口与制动缸(72)相连通，增压腔(12)的第二连通口与紧急腔(11)相连通。该装置加快了列车管的充气速度，并且通过利用制动缸中的压力空气，达到了节约能源的目的。

Description

紧急阀
本申请要求于2022年05月13日提交至中国国家知识产权局、申请号为202210521016.1、发明名称为“紧急阀”的专利申请的优先权。
技术领域
本申请涉及铁路货车技术领域，具体而言，涉及一种紧急阀。
背景技术
空气控制阀、副风缸、加速缓解风缸以及制动缸等组成铁路货车的制动系统。其中，空气控制阀是车辆制动系统的核心控制部件，控制车辆制动系统产生制动、缓解等。列车出现意外危险情况时，需要启用紧急制动停车。
在相关技术中，空气控制阀由主阀、半自动缓解阀、紧急阀以及中间体组成。其中，紧急阀在紧急制动情况下工作，其作用是在紧急制动时迅速排空列车管中的压力空气，从而提高紧急制动反应速度，使列车在紧急制动工况能够迅速获得较大的制动力。列车紧急制动后缓解时，需要将整个列车的列车管及各风缸充气至规定压力后才能再次发车运行。
但是，相关技术中的紧急阀的性能无法满足使用需求。
发明内容
本申请提供一种紧急阀，以解决相关技术中的紧急阀的性能无法满足使用需求的问题。
本申请提供了一种紧急阀，紧急阀包括：阀体，包括间隔设置的紧急腔、增压腔以及充气腔，增压腔的延伸方向和充气腔的延伸方向相同，紧急腔的进气口与列车管相连通，增压腔具有第一连通口、第二连通口以及缓解口，增压腔的缓解口位于增压腔的第一连通口与增压腔的第二连通口之间，增压腔的第一连通口与制动缸相连通，增压腔的第二连通口与紧急腔相连通，增压腔的缓解口与加速缓解风缸相连通，充气腔内设置有阀套，阀套的外侧壁与充气腔的腔壁相贴合并将充气腔分隔为驱动腔和止逆腔；增压阀芯，可移动地穿设于增压腔内，增压阀芯的外侧壁与增压腔的内侧壁相贴合，增压腔的第一连通口和增压腔的第二连通口分别对应增压阀芯的两端，增压阀芯具有通气孔，通气孔的第一端与增压腔的第一连通口相连通，通气孔的第二端贯穿增压阀芯的侧壁，增压阀芯具有连通位置和保压位置，在增压阀芯位于连通位置时，通气孔的第二端与增压腔的缓解口相连通，在增压阀芯位于保压位置时，通气孔的第二端与增压腔的缓解口相隔绝；充气阀芯，包括第一阀芯和第二阀芯，第一阀芯可移动地设置在驱动腔内并将驱动腔分隔为驱动一腔和驱动二腔，驱动一腔的出气口与紧急腔相连通，驱动二腔与紧急室相连通，第二阀芯可移动地设置于止逆腔的出气口处，止逆腔的进气口与制动缸相连通，止逆腔的出气口与驱动一腔的进气口相连通，第一阀芯的一端可移动地穿设于阀套，第一阀芯具有将第二阀芯推离充气腔的出气口的充气位置以及释放 第二阀芯的封堵位置；其中，阀体上还设置有连通通道，增压腔的第二连通口通过连通通道与紧急腔相连通，驱动一腔的出气口通过连通通道与紧急腔相连通。
进一步地，连通通道包括相交设置的第一通道和第二通道，第一通道的进气口与紧急腔相连通，第一通道的第一出气口与第二通道的进气口相连通，第二通道的第一出气口与驱动一腔相连通，第二通道的第二出气口与增压腔的第二连通口相连通。
进一步地，增压腔和充气腔分别位于紧急腔的两侧，第二通道为长条形结构，第二通道的进气口设置于第二通道的中部，第二通道的第一出气口和第二通道的第二出气口分别设置于第二通道的两端。
进一步地，阀体包括阀体主体以及盖设在阀体主体的一端的第一阀盖，紧急腔、增压腔以及充气腔均设置于阀体主体，第一通道和第二通道均设置于第一阀盖。
进一步地，阀体还包括缓解通道，缓解通道的第一端与增压腔的缓解口相连通，缓解通道的第二端与加速缓解风缸相连通；阀体还包括紧急通道，紧急通道的第一端与紧急室相连通，紧急通道的第二端与驱动二腔相连通；阀体还包括进气通道，进气通道的第一端与制动缸相连通，进气通道的第二端与止逆腔的进气口相连通；其中，缓解通道的第二端、紧急通道的第一端、进气通道的第二端、紧急腔的进气口以及增压腔的第一连通口均设置于阀体主体的远离第一阀盖的一端。
进一步地，阀体还包括先导阀腔和先导阀通道，先导阀通道的进气口与第一通道的第二出气口相连通，先导阀通道的出气口与先导阀腔的进气端相连通，第一通道为长条形结构，第一通道的第一出气口设置于第一通道的进气口与第一通道的第二出气口之间。
进一步地，紧急阀还包括驱动组件，驱动组件可移动地穿设于紧急腔内，驱动组件将紧急腔分隔为紧急上腔和紧急下腔，驱动组件具有过渡孔，过渡孔连通紧急上腔和紧急下腔；紧急阀还包括放风阀组件，放风阀组件位于紧急下腔内，驱动组件位于放风阀组件的上方，紧急腔内设置有分隔板，分隔板将紧急下腔分隔为进气腔以及位于进气腔下方的排气腔，分隔板具有放气孔，放风阀组件可移动地设置于放气孔处；紧急阀还包括先导阀组件，先导阀组件设置于先导阀腔内并隔绝先导阀腔和排气腔，放风阀组件位于先导阀组件的上方，先导阀组件可移动地设置于先导阀腔的出气端。
进一步地，阀体还包括第二阀盖，第二阀盖盖设于驱动组件的上方，驱动组件包括驱动主体以及与驱动主体相连接的弹性帽，弹性帽夹设在阀体主体与第二阀盖之间并将紧急腔分隔为紧急上腔和紧急下腔，过渡孔设置于驱动主体；和/或，阀体还包括第三阀盖，先导阀腔设置于第三阀盖。
进一步地，阀体还设置有充气通道，充气通道的进气口与止逆腔的出气口相连通，充气通道的出气口与驱动一腔的进气口相连通，充气通道内设置有止逆阀，止逆阀包括止逆阀芯和复位弹簧，复位弹簧的一端与止逆阀芯相抵接，复位弹簧的另一端与阀体相抵接；阀体还 包括与阀体主体相连接的第四阀盖，充气通道包括依次连通的第一通道、第二通道以及第三通道，第一通道和第三通道设置于阀体主体，第二通道设置于第四阀盖。
进一步地，第一通道和第二通道均为长条形结构，第一通道和第二通道相垂直；和/或，第一阀芯包括相互连接的活塞帽和活塞杆，活塞帽的外边沿与驱动腔的腔壁相贴合并将驱动腔分隔为驱动一腔和驱动二腔，活塞杆的一端对应第二阀芯设置。
应用本申请的技术方案，当列车紧急制动时，列车管排空压力空气，与紧急腔相连通的增压腔通过其第一连通口排空压力空气，使得与制动缸相连通的增压腔的第二连通口处的压力大于增压腔的第一连通口处的压力，进而使得增压阀芯沿增压腔的轴线向增压腔的第一连通口移动，使得增压阀芯处于增压腔靠近其第一连通口的一端，从而使得增压阀芯上通气孔的第二端处于与增压腔的缓解口相连通的状态。此时，制动缸与加速缓解风缸通过通气孔相连通，进而使得加速缓解风缸中的压力空气可以充至制动缸，由于相比于正常制动时，制动缸中的空气压力增大，可以增加制动缸的制动力。当列车紧急制动后缓解时，列车管充气，由于驱动一腔通过紧急腔与列车管相连通，驱动二腔与紧急室相连通，驱动一腔的充气速度大于驱动二腔的充气速度，进而使驱动一腔的压力大于驱动二腔的压力，在压力差的驱动下，第一阀芯将第二阀芯推离充气腔的出气口处，进而使得充气腔与驱动一腔处于连通状态，使制动缸中的压力空气通过充气腔以及驱动一腔进入紧急腔，并通过紧急腔充气至列车管，从而加快了列车管的充气速度，并且通过利用制动缸中的压力空气，达到了节约能源的目的。
附图说明
构成本申请的一部分的说明书附图用来提供对本申请的进一步理解，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1示出了本申请实施例提供的紧急阀的剖视图；
图2示出了本申请实施例提供的紧急腔的剖视图；
图3示出了本申请实施例提供的紧急阀的侧视图；
图4示出了本申请实施例提供的紧急阀的俯视图；
图5示出了本申请实施例提供的增压腔的剖视图；
图6示出了本申请实施例提供的紧急阀的增压阀芯位于保压位置时的原理图；
图7示出了本申请实施例提供的紧急阀的增压阀芯位于连通位置时的原理图；
图8示出了本申请实施例提供的紧急阀的第一阀芯位于封堵位置时的剖视图；
图9示出了本申请实施例提供的紧急阀的第一阀芯位于封堵位置时的原理图；
图10示出了本申请实施例提供的紧急阀的第一阀芯位于充气位置时的原理图；
图11示出了本申请实施例提供的紧急阀的充气通道的剖视图。
其中，上述附图包括以下附图标记：
10、阀体；11、紧急腔；111、紧急上腔；112、紧急下腔；1121、进气腔；1122、排气腔；113、分隔板；1131、放气孔；12、增压腔；13、充气腔；131、阀套；132、驱动腔；1321、驱动一腔；1322、驱动二腔；133、止逆腔；14、连通通道；141、第一通道；142、第二通道；15、阀体主体；151、缓解通道；152、紧急通道；153、充气通道；154、止逆阀；1541、止逆阀芯；1542、复位弹簧；16、第一阀盖；17、先导阀腔；171、先导阀通道；18、第二阀盖；19、第三阀盖；191、第四阀盖；
20、增压阀芯；21、通气孔；
30、充气阀芯；31、第一阀芯；311、活塞帽；312、活塞杆；32、第二阀芯；
40、驱动组件；41、过渡孔；42、驱动主体；43、弹性帽；
50、放风阀组件；
60、先导阀组件；
71、列车管；72、制动缸；73、加速缓解风缸；74、紧急室。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本申请及其应用或使用的任何限制。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
如图1至图11所示，本申请实施例提供了一种紧急阀，紧急阀包括阀体10、增压阀芯20以及充气阀芯30，阀体10包括间隔设置的紧急腔11、增压腔12以及充气腔13，增压腔12的延伸方向和充气腔13的延伸方向相同，紧急腔11的进气口与列车管71相连通，增压腔12具有第一连通口、第二连通口以及缓解口，增压腔12的缓解口位于增压腔12的第一连通口与增压腔12的第二连通口之间，增压腔12的第一连通口与制动缸72相连通，增压腔12的第二连通口与紧急腔11相连通，增压腔12的缓解口与加速缓解风缸73相连通，充气腔13内设置有阀套131，阀套131的外侧壁与充气腔13的腔壁相贴合并将充气腔13分隔为驱动腔132和止逆腔133，增压阀芯20可移动地穿设于增压腔12内，增压阀芯20的外侧壁与增压腔12的内侧壁相贴合，增压腔12的第一连通口和增压腔12的第二连通口分别对应增压阀芯20的两端，增压阀芯20具有通气孔21，通气孔21的第一端与增压腔12的第一连通口相连通，通气孔21的第二端贯穿增压阀芯20的侧壁，增压阀芯20具有连通位置和保压位置，在增压阀芯20位于连通位置时，通气孔21的第二端与增压腔12的缓解口相连通，在增压阀芯 20位于保压位置时，通气孔21的第二端与增压腔12的缓解口相隔绝，充气阀芯30，包括第一阀芯31和第二阀芯32，第一阀芯31可移动地设置在驱动腔132内并将驱动腔132分隔为驱动一腔1321和驱动二腔1322，驱动一腔1321的出气口与紧急腔11相连通，驱动二腔1322与紧急室相连通，第二阀芯32可移动地设置于止逆腔133的出气口处，止逆腔133的进气口与制动缸72相连通，止逆腔133的出气口与驱动一腔1321的进气口相连通，第一阀芯31的一端可移动地穿设于阀套131，第一阀芯31具有将第二阀芯32推离充气腔13的出气口的充气位置以及释放第二阀芯32的封堵位置。其中，阀体10上还设置有连通通道14，增压腔12的第二连通口通过连通通道14与紧急腔11相连通，驱动一腔1321的出气口通过连通通道14与紧急腔11相连通。
应用本申请的技术方案，当列车紧急制动时，列车管71排空压力空气，与紧急腔11相连通的增压腔12通过其第一连通口排空压力空气，使得与制动缸72相连通的增压腔12的第二连通口处的压力大于增压腔12的第一连通口处的压力，进而使得增压阀芯20沿增压腔12的轴线向增压腔12的第一连通口移动，使得增压阀芯20处于增压腔12靠近其第一连通口的一端，从而使得增压阀芯20上通气孔21的第二端处于与增压腔12的缓解口相连通的状态。此时，制动缸72与加速缓解风缸73通过通气孔21相连通，进而使得加速缓解风缸73中的压力空气可以充至制动缸72，由于相比于正常制动时，制动缸72中的空气压力增大，可以增加制动缸72的制动力。当列车紧急制动后缓解时，列车管71充气，由于驱动一腔1321通过紧急腔11与列车管71相连通，驱动二腔1322与紧急室74相连通，驱动一腔1321的充气速度大于驱动二腔1322的充气速度，进而使驱动一腔1321的压力大于驱动二腔1322的压力，在压力差的驱动下，第一阀芯31将第二阀芯32推离充气腔13的出气口处，进而使得充气腔13与驱动一腔1321处于连通状态，使制动缸72中的压力空气通过充气腔13以及驱动一腔1321进入紧急腔11，并通过紧急腔11充气至列车管71，从而加快了列车管71的充气速度，并且通过利用制动缸72中的压力空气，达到了节约能源的目的。
需要说明的是，在相关技术中，由于列车紧急制动后缓解时，只能够通过列车管71向列车各车辆供风，但是，由于需要将紧急制动用掉的大量压力空气补满，需要很长时间，不仅影响铁路运输效率，而且会消耗大量能源。并且，紧急阀排空时虽然能够实现紧急工况下的迅速制动，但是，在正常制动和紧急制动时，均是通过副风缸向制动缸72进行充气，紧急制动时的制动力相比正常制动工况下的制动力没有增大，不能更好的实现短距离内的紧急停车。而在本申请中，通过在阀体10内设置增压阀芯20，能够将加速缓解风缸73中的压力空气充至制动缸72，由于相比于正常制动时，制动缸72中的空气压力增大，可以增加制动缸72的制动力。通过在阀体10内设置充气阀芯30，使制动缸72中的压力空气通过紧急腔11充气至列车管71，从而加快了列车管71的充气速度，并且通过利用制动缸72中的压力空气，达到了节约能源的目的。
在本实施例中，在驱动一腔1321的进气口与充气腔13的出气口之间设置有止逆阀154。在列车第一次充气时，由于制动系统中并不存在压力空气，驱动一腔1321的充气速度大于驱动二腔1322的充气速度，在压力差的驱动下，第一阀芯31将第二阀芯32推离充气腔13的出气口处，但是，由于制动缸72中不存在压力空气，所以在第一次充气时，制动缸72不会 向列车管71充气。并且，由于止逆阀154的设置，可以防止列车管71的压力空气通过驱动一腔1321直接充入制动缸72。但是，在列车紧急制动后缓解时，制动缸72中的空气压力大于驱动一腔1321中的空气压力，制动缸72中的压力空气可以通过充气腔13，并且冲开止逆阀154，进而通过驱动一腔1321向列车管71充气。
其中，第一阀芯31包括第一阀芯弹簧，在正常制动、正常制动后缓解以及紧急制动工况时，由于此时驱动二腔1322中的空气压力和第一阀芯弹簧的弹性力的合力大于驱动一腔1321中的空气压力，第一阀芯31位于释放第二阀芯32的封堵位置，充气腔13与驱动一腔1321处于非连通状态，因此，不会产生制动缸72中的压力空气充入列车管71中。
需要说明的是，增压阀芯20靠近增压腔12的第一连通口的一端还设置有增压阀芯弹簧，在列车紧急制动时，由于增压阀芯20向着增压腔12的第一连通口移动，增压阀芯弹簧处于压缩状态。当列车紧急制动后需要缓解时，利用增压阀芯弹簧与列车管71中的气体压力的合力大于制动缸72中的气体压力，进而使得增压阀芯20可以快速复位。
在本实施例中，当列车管71充气完成，在正常制动、正常制动后缓解以及紧急制动后缓解工况时，增压腔12的第一连通口处的压力和增压阀芯弹簧的弹性力的合力大于增压腔12的第二连通口处的压力，进而使得增压阀芯20朝向增压腔12的第二连通口处移动，最终增压阀芯20处于增压腔12靠近其第二连通口的一端，从而使得增压阀芯20上的通气孔21的第二端处于与增压腔12的缓解口相封闭的状态，因此，制动缸72与加速缓解风缸73不连通，制动缸72处于保压状态。
需要说明的是，在列车正常制动时，只有副风缸向制动缸72充气。然而，在紧急制动工况时，列车管71和紧急室74中的压力空气均排入大气，通过通气孔21连通加速缓解风缸73和制动缸72，从而实现制动缸72所接受气压的来源除副风缸外，还增加了加速缓解风缸73，进而解决紧急制动相较于正常制动制动力没有增大的问题。
具体地，在列车管71充气阶段直至充气完成时，加速缓解风缸73与列车管71均处于连通状态，直至列车管71中的空气压力大约500KP，此压力大于制动缸72内的气体压力，进而在制动缸72与加速缓解风缸73连通时，可以实现加速缓解风缸73向制动缸72充气的效果。
其中，在紧急制动工况时，列车管71和紧急室74中的压力空气均排入大气。
在本实施例中，增压阀芯20具有连通位置和保压位置，连通位置指的是，增压腔12的第二连通口处的压力大于增压腔12的第一连通口处的压力，增压阀芯20向增压腔12的第一连通口移动，使得增压阀芯20上通气孔21的第二端与增压腔12的缓解口相连通。保压位置指的是，增压腔12的第一连通口处的压力和增压阀芯弹簧的弹性力的合力大于增压腔12的第二连通口处的压力，增压阀芯20朝向增压腔12的第二连通口处移动，使得增压阀芯20上的通气孔21的第二端与增压腔12的缓解口相封闭。
需要说明的是，第一阀芯31具有将第二阀芯32推离充气腔13的出气口的充气位置以及释放第二阀芯32的封堵位置，指的是，第一阀芯31受驱动一腔1321和驱动二腔1322的压差作用，在列车紧急制动后缓解时，驱动二腔1322中的空气压力和第一阀芯弹簧的弹性力的合力大于驱动一腔1321中的空气压力，第一阀芯31将第二阀芯32推离充气腔13的出气口并处于充气位置。当驱动一腔1321和驱动二腔1322中均有压力空气时，二者空气压力相等，在第一阀芯弹簧的作用下，第一阀芯31位于释放第二阀芯32的封堵位置。
并且，通过将增压阀芯20、充气阀芯30均设置于阀体10内，将紧急制动增加制动力的功能和紧急制动后缓解节约能源的功能集于一体，增强紧急阀的功能的同时，便于紧急阀的小型化。
在本实施例中，增压阀芯20包括增压套筒以及可移动地穿设于增压套筒的增压杆，增压套筒的外侧壁与增压腔12的内侧壁相贴合，通气孔21包括对应设置的第一孔段和第二孔段，第一孔段设置于增压杆，第二孔段贯穿增压套筒的侧壁，第一孔段的一端与增压腔12的第二连通口相连通，第一孔段的另一端贯穿增压杆的侧壁，第二孔段的一端与增压腔的缓解口相连通。采用上述结构的增压阀芯20，可以利用增压套筒对增压杆进行导向，增强了增压阀芯20的精确性。
其中，增压杆包括相连接的导向段和限位段，导向段可移动地穿设于增压套筒，限位段的位于增压腔12朝向增压腔12的第二连通口的一端，限位段的一端与增压套筒限位配合，利用限位段可以对增压杆进行限位，使列车紧急制动时，增压杆上的第一孔段能够与增压套筒上的第二孔段相连通。并且，在第一孔段上设置有第一缩堵，采用第一缩堵可以减小从加速缓解风缸73相制动缸72的充气速度，使列车各车辆的制动力相差不会过大，从而避免列车各车辆在紧急制动时出现行驶速度不一的现象，增强了列车的一致性。
在本实施例中，第一阀芯31包括相互连接的活塞帽311和活塞杆312，活塞帽311的外边沿与驱动腔132的腔壁相贴合并将驱动腔132分隔为驱动一腔1321和驱动二腔1322，活塞杆312的一端对应第二阀芯32设置。采用上述结构的第一阀芯31，可以利用活塞帽311将驱动腔132进行分隔，同时还可以利用活塞杆312驱动第二阀芯32移动。
并且，阀体10内还设置有止逆套筒，止逆套筒的两端均为开口结构，止逆套筒的一端开口结构为止逆腔的出气口，第二阀芯可移动地设置在止逆套筒内。
具体地，当列车紧急制动后缓解时，第一阀芯31在驱动一腔1321和驱动二腔1322的驱动压差的作用下，朝向止逆腔133移动，进而将第二阀芯32从封闭止逆套筒的位置推离，从而可以使制动缸72中的气体充入驱动一腔1321。
如图1和图2所示，连通通道14包括相交设置的第一通道141和第二通道142，第一通道141的进气口与紧急腔11相连通，第一通道141的第一出气口与第二通道142的进气口相连通，第二通道142的第一出气口与驱动一腔1321相连通，第二通道142的第二出气口与增压腔12的第二连通口相连通。采用上述结构的连通通道14，具有便于连接和加工的优点。
在本实施例中，紧急腔11与增压腔12的延伸方向相垂直，采用上述结构的连通通道14具有充分利用了阀体10的空间。
如图1和图2所示，增压腔12和充气腔13分别位于紧急腔11的两侧，第二通道142为长条形结构，第二通道142的进气口设置于第二通道142的中部，第二通道142的第一出气口和第二通道142的第二出气口分别设置于第二通道142的两端。采用上述结构，在使紧急阀小型化的同时，具有便于加工的优点。
其中，第二通道142的进气口设置于第二通道142的中部，指的是第二通道142的进气口位于第二通道142的几何中心处。
如图1和图2所示，阀体10包括阀体主体15以及盖设在阀体主体15的一端的第一阀盖16，紧急腔11、增压腔12以及充气腔13均设置于阀体主体15，第一通道141和第二通道142均设置于第一阀盖16。采用上述结构的阀体10，利用阀体主体15布置紧急腔11、增压腔12以及充气腔13，利用第一阀盖16布置第一通道141和第二通道142，具有便于加工和安装的优点。
在本实施例中，第一阀盖16和紧急腔11、第一阀盖16和增压腔12之间均设置有密封圈，进而可以增强阀体10的密封性能。
如图5至图7所示，阀体10还包括缓解通道151，缓解通道151的第一端与增压腔12的缓解口相连通，缓解通道151的第二端与加速缓解风缸73相连通，利用缓解通道151，具有便于连接加速缓解风缸73和增压腔12的优点。
具体地，阀体10还包括紧急通道152，紧急通道152的第一端与紧急室74相连通，紧急通道152的第二端与驱动二腔1322相连通，采用紧急通道152，便于将驱动二腔1322和紧急室74相连通。
其中，紧急通道152上设置有第二缩堵，第二缩堵上设置有中心孔，采用第二缩堵可以减小紧急室74相驱动二腔1322的充气速度。
在本实施例中，阀体10还包括进气通道，进气通道的第一端与制动缸72相连通，进气通道的第二端与止逆腔133的进气口相连通，采用进气通道，有利于制动缸72和止逆腔133的连通。
在本实施例中，进气通道设置于止逆腔133。
其中，缓解通道151的第二端、紧急通道152的第一端、进气通道的第二端、紧急腔11的进气口以及增压腔12的第一连通口均设置于阀体主体15的远离第一阀盖16的一端。采用上述结构的阀体主体15，将各通道的通道口均设置于同一端面，具有便于连接的优点，并且，便于紧急阀的小型化。
如图2所示，阀体10还包括先导阀腔17和先导阀通道171，先导阀通道171的进气口与第一通道141的第二出气口相连通，先导阀通道171的出气口与先导阀腔17的进气端相连通， 第一通道141为长条形结构，第一通道141的第一出气口设置于第一通道141的进气口与第一通道141的第二出气口之间。采用先导阀通道171，可以将从列车管71中进入紧急腔11的气体充入先导阀腔17。并且，利用第一通道141的第一出气口和第二出气口分别实现了不同的功能，具有结构简单的优点。
如图2所示，紧急阀还包括驱动组件40，驱动组件40可移动地穿设于紧急腔11内，驱动组件40将紧急腔11分隔为紧急上腔111和紧急下腔112，驱动组件40具有过渡孔41，过渡孔41连通紧急上腔111和紧急下腔112，采用驱动组件40，可以使紧急阀能够快速的排空紧急下腔112中的压力空气，进而能够实现列车的快速制动。
在本实施例中，通过过渡孔41可以对紧急上腔111进行充气，但是其充气速度低于紧急下腔112的充气速度。进而可以使驱动组件40受到紧急上腔111和紧急下腔112的压力差而动作。
具体地，紧急阀还包括放风阀组件50，放风阀组件50位于紧急下腔112内，驱动组件40位于放风阀组件50的上方，紧急腔11内设置有分隔板113，分隔板113将紧急下腔112分隔为进气腔1121以及位于进气腔1121下方的排气腔1122，分隔板113具有放气孔1131，放风阀组件50可移动地设置于放气孔1131处，当列车在紧急制动工况时，通过驱动组件40驱动放风阀组件50进而使放风阀位于打开位置，进而使得具有紧急加速缓解功能的紧急阀实现快速排空列车管中的压力空气。
在本实施例中，当列车在非紧急制动工况时，不需要通过紧急阀对列车管71中的压力空气进行排空。
其中，放风阀组件50包括放风阀体以及可移动地穿设于放风阀体的放风阀芯，放风阀体可移动地设置于放气孔1131处。
需要说明的是，紧急阀还包括先导阀组件60，先导阀组件60设置于先导阀腔17内并隔绝先导阀腔17和排气腔1122，放风阀组件50位于先导阀组件60的上方，先导阀组件60可移动地设置于先导阀腔17的出气端。采用先导阀组件60，有利于驱动组件40快速地打开放风阀组件50，从而加速紧急阀的排空速度。
其中，先导阀组件60包括先导阀体以及可移动地穿设于先导阀体的先导阀芯，先导阀芯可移动设置于先导阀体的出气口处。
在本实施例中，当列车紧急制动时，由于过渡孔41的存在，进气腔1121的排气速度大于紧急上腔111的排气速度，进而使紧急上腔111的压力大于进气腔1121的压力，从而可以使驱动组件40向下移动，驱动组件40与放风阀芯相抵接并带动放风阀芯向下移动，放风阀芯移动的同时驱动先导阀芯向下移动，由于先导阀腔17通过第一通道141与进气腔1121相连通，从而可以对先导阀腔17进行泄压，减小了打开放风阀组件50的阻力，当驱动组件40与放风阀体相抵接时，可以将放风阀体快速地推离放气孔1131，进而可以使紧急阀快速排气。
如图2和图4所示，阀体10还包括第二阀盖18，第二阀盖18盖设于驱动组件40的上方，驱动组件40包括驱动主体42以及与驱动主体42相连接的弹性帽43，弹性帽43夹设在阀体主体15与第二阀盖18之间并将紧急腔11分隔为紧急上腔111和紧急下腔112，过渡孔41设置于驱动主体42，采用第二阀盖18，具有便于加工和安装的优点。
在本实施例中，利用弹性帽43便于驱动组件40的移动，同时将紧急腔11进行分隔，利用驱动主体42可以驱动第二阀芯32移动。
其中，驱动主体42包括相连接的驱动帽和驱动杆，弹性帽43设置于驱动帽，过渡孔设置于驱动杆，驱动杆的一端能够驱动放风阀组件50移动。
具体地，阀体10还包括第三阀盖19，先导阀腔17设置于第三阀盖19。采用第三阀盖19，可以将先导阀组件60设置于第三阀盖19，具有便于加工和安装的优点。
如图1和图11所示，阀体10还设置有充气通道153，充气通道153的进气口与止逆腔133的出气口相连通，充气通道153的出气口与驱动一腔1321的进气口相连通，充气通道153内设置有止逆阀154，止逆阀154包括止逆阀芯1541和复位弹簧1542，复位弹簧1542的一端与止逆阀芯1541相抵接，复位弹簧1542的另一端与阀体10相抵接，采用充气通道153，具有便于连通充气腔13和驱动一腔1321的优点。采用止逆阀154，在列车第一次充气时，可以防止列车管71的压力空气通过驱动一腔1321直接充入制动缸72。
具体地，阀体10还包括与阀体主体15相连接的第四阀盖191，充气通道153包括依次连通的第一段、第二段以及第三段，第一段和第三段设置于阀体主体15，第二段设置于第四阀盖191。采用第四阀盖191和阀体主体15相连接的方式，具有便于加工充气通道153的优点。
如图1和图2所示，第一通道141和第二通道142均为长条形结构，第一通道141和第二通道142相垂直，采用上述结构的第一通道141和第二通道142，具有便于加工的优点。并且采用垂直的布置方式，可以减小第一通道141和第二通道142的长度。
以上所述仅为本申请的优选实施例而已，并不用于限制本申请，对于本领域的技术人员来说，本申请可以有各种更改和变化。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (10)

  1. 一种紧急阀，其特征在于，所述紧急阀包括：
    阀体(10)，包括间隔设置的紧急腔(11)、增压腔(12)以及充气腔(13)，所述增压腔(12)的延伸方向和所述充气腔(13)的延伸方向相同，所述紧急腔(11)的进气口与列车管(71)相连通，所述增压腔(12)具有第一连通口、第二连通口以及缓解口，所述增压腔(12)的缓解口位于所述增压腔(12)的第一连通口与所述增压腔(12)的第二连通口之间，所述增压腔(12)的第一连通口与制动缸(72)相连通，所述增压腔(12)的第二连通口与紧急腔(11)相连通，所述增压腔(12)的缓解口与加速缓解风缸(73)相连通，所述充气腔(13)内设置有阀套(131)，所述阀套(131)的外侧壁与所述充气腔(13)的腔壁相贴合并将所述充气腔(13)分隔为驱动腔(132)和止逆腔(133)；
    增压阀芯(20)，可移动地穿设于所述增压腔(12)内，所述增压阀芯(20)的外侧壁与所述增压腔(12)的内侧壁相贴合，所述增压腔(12)的第一连通口和所述增压腔(12)的第二连通口分别对应所述增压阀芯(20)的两端，所述增压阀芯(20)具有通气孔(21)，所述通气孔(21)的第一端与所述增压腔(12)的第一连通口相连通，所述通气孔(21)的第二端贯穿所述增压阀芯(20)的侧壁，所述增压阀芯(20)具有连通位置和保压位置，在所述增压阀芯(20)位于所述连通位置时，所述通气孔(21)的第二端与所述增压腔(12)的缓解口相连通，在所述增压阀芯(20)位于所述保压位置时，所述通气孔(21)的第二端与所述增压腔(12)的缓解口相隔绝；
    充气阀芯(30)，包括第一阀芯(31)和第二阀芯(32)，所述第一阀芯(31)可移动地设置在所述驱动腔(132)内并将所述驱动腔(132)分隔为驱动一腔(1321)和驱动二腔(1322)，所述驱动一腔(1321)的出气口与所述紧急腔(11)相连通，所述驱动二腔(1322)与紧急室(74)相连通，所述第二阀芯(32)可移动地设置于所述止逆腔(133)的出气口处，所述止逆腔(133)的进气口与所述制动缸(72)相连通，所述止逆腔(133)的出气口与所述驱动一腔(1321)的进气口相连通，所述第一阀芯(31)的一端可移动地穿设于所述阀套(131)，所述第一阀芯(31)具有将所述第二阀芯(32)推离所述充气腔(13)的出气口的充气位置以及释放所述第二阀芯(32)的封堵位置；
    其中，所述阀体(10)上还设置有连通通道(14)，所述增压腔(12)的第二连通口通过所述连通通道(14)与所述紧急腔(11)相连通，所述驱动一腔(1321)的出气口通过所述连通通道(14)与所述紧急腔(11)相连通。
  2. 根据权利要求1所述的紧急阀，其特征在于，所述连通通道(14)包括相交设置的第一通道(141)和第二通道(142)，所述第一通道(141)的进气口与所述紧急腔(11)相连通，所述第一通道(141)的第一出气口与所述第二通道(142)的进气口相连通，所述第二通道(142)的第一出气口与所述驱动一腔(1321)相连通，所述第二通道(142)的第二出气口与所述增压腔(12)的第二连通口相连通。
  3. 根据权利要求2所述的紧急阀，其特征在于，所述增压腔(12)和所述充气腔(13)分别位于所述紧急腔(11)的两侧，所述第二通道(142)为长条形结构，所述第二通道(142)的进气口设置于所述第二通道(142)的中部，所述第二通道(142)的第一出气口和所述第二通道(142)的第二出气口分别设置于所述第二通道(142)的两端。
  4. 根据权利要求2所述的紧急阀，其特征在于，所述阀体(10)包括阀体主体(15)以及盖设在所述阀体主体(15)的一端的第一阀盖(16)，所述紧急腔(11)、所述增压腔(12)以及所述充气腔(13)均设置于所述阀体主体(15)，所述第一通道(141)和所述第二通道(142)均设置于所述第一阀盖(16)。
  5. 根据权利要求4所述的紧急阀，其特征在于，
    所述阀体(10)还包括缓解通道(151)，所述缓解通道(151)的第一端与所述增压腔(12)的缓解口相连通，所述缓解通道(151)的第二端与加速缓解风缸(73)相连通；
    所述阀体(10)还包括紧急通道(152)，所述紧急通道(152)的第一端与所述紧急室(74)相连通，所述紧急通道(152)的第二端与所述驱动二腔(1322)相连通；
    所述阀体(10)还包括进气通道，所述进气通道的第一端与所述制动缸(72)相连通，所述进气通道的第二端与所述止逆腔(133)的进气口相连通；
    其中，所述缓解通道(151)的第二端、所述紧急通道(152)的第一端、所述进气通道的第二端、所述紧急腔(11)的进气口以及所述增压腔(12)的第一连通口均设置于所述阀体主体(15)的远离所述第一阀盖(16)的一端。
  6. 根据权利要求4所述的紧急阀，其特征在于，所述阀体(10)还包括先导阀腔(17)和先导阀通道(171)，所述先导阀通道(171)的进气口与所述第一通道(141)的第二出气口相连通，所述先导阀通道(171)的出气口与所述先导阀腔(17)的进气端相连通，所述第一通道(141)为长条形结构，所述第一通道(141)的第一出气口设置于所述第一通道(141)的进气口与所述第一通道(141)的第二出气口之间。
  7. 根据权利要求6所述的紧急阀，其特征在于，
    所述紧急阀还包括驱动组件(40)，所述驱动组件(40)可移动地穿设于所述紧急腔(11)内，所述驱动组件(40)将所述紧急腔(11)分隔为紧急上腔(111)和紧急下腔(112)，所述驱动组件(40)具有过渡孔(41)，所述过渡孔(41)连通所述紧急上腔(111)和所述紧急下腔(112)；
    所述紧急阀还包括放风阀组件(50)，所述放风阀组件(50)位于所述紧急下腔(112)内，所述驱动组件(40)位于所述放风阀组件(50)的上方，所述紧急腔(11)内设置有分隔板(113)，所述分隔板(113)将所述紧急下腔(112)分隔为进气腔(1121)以及位于所述进气腔(1121)下方的排气腔(1122)，所述分隔板(113)具有放气孔(1131)， 所述放风阀组件(50)可移动地设置于所述放气孔(1131)处；
    所述紧急阀还包括先导阀组件(60)，所述先导阀组件(60)设置于所述先导阀腔(17)内并隔绝所述先导阀腔(17)和所述排气腔(1122)，所述放风阀组件(50)位于所述先导阀组件(60)的上方，所述先导阀组件(60)可移动地设置于所述先导阀腔(17)的出气端。
  8. 根据权利要求7所述的紧急阀，其特征在于，
    所述阀体(10)还包括第二阀盖(18)，所述第二阀盖(18)盖设于所述驱动组件(40)的上方，所述驱动组件(40)包括驱动主体(42)以及与所述驱动主体(42)相连接的弹性帽(43)，所述弹性帽(43)夹设在所述阀体主体(15)与所述第二阀盖(18)之间并将所述紧急腔(11)分隔为紧急上腔(111)和紧急下腔(112)，所述过渡孔(41)设置于所述驱动主体(42)；和/或，
    所述阀体(10)还包括第三阀盖(19)，所述先导阀腔(17)设置于所述第三阀盖(19)。
  9. 根据权利要求7所述的紧急阀，其特征在于，
    所述阀体(10)还设置有充气通道(153)，所述充气通道(153)的进气口与所述止逆腔(133)的出气口相连通，所述充气通道(153)的出气口与所述驱动一腔(1321)的进气口相连通，所述充气通道(153)内设置有止逆阀(154)，所述止逆阀(154)包括止逆阀芯(1541)和复位弹簧(1542)，所述复位弹簧(1542)的一端与所述止逆阀芯(1541)相抵接，所述复位弹簧(1542)的另一端与所述阀体(10)相抵接；
    所述阀体(10)还包括与所述阀体主体(15)相连接的第四阀盖(191)，所述充气通道(153)包括依次连通的第一段、第二段以及第三段，所述第一段和所述第三段设置于所述阀体主体(15)，所述第二段设置于所述第四阀盖(191)。
  10. 根据权利要求2所述的紧急阀，其特征在于，
    所述第一通道(141)和所述第二通道(142)均为长条形结构，所述第一通道(141)和所述第二通道(142)相垂直；和/或，
    所述第一阀芯(31)包括相互连接的活塞帽(311)和活塞杆(312)，所述活塞帽(311)的外边沿与所述驱动腔(132)的腔壁相贴合并将所述驱动腔(132)分隔为所述驱动一腔(1321)和所述驱动二腔(1322)，所述活塞杆(312)的一端对应所述第二阀芯(32)设置。
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