A two-stage empty and loaded vehicle adjustment device for controlling a train

Abstract

The application discloses a two-stage empty and heavy vehicle adjusting device for train control, which comprises an empty and heavy vehicle conversion part, an empty and heavy vehicle adjusting part and a relay part. The empty and heavy vehicle adjusting device is automatically adjusted, and the driver can automatically switch the brake according to the operation requirement before the train is started, so that manual switching is not needed, the work intensity of the staff is greatly reduced, and the efficiency is improved. When a new vehicle is manufactured and loaded, the sensor valve and the cross beam structure are saved, the manufacturing cost of the vehicle is reduced, the failure rate of the system is greatly reduced during use, the huge maintenance cost of the vehicle is reduced due to the failure, and the operation rate of the vehicle is improved.

Description

Technical Field

[0001] This invention belongs to the field of railway train braking control technology, specifically relating to a two-stage empty / loaded car adjustment device for freight train control. Background Technology

[0002] my country's main railway lines include dedicated coal transport lines from west to east. During transport, trains only have two states: fully loaded and fully empty. The entire train is equipped with a traditional stepless automatic empty / load adjustment device, which is complex in structure and has a high failure rate. Considering the characteristics of coal transport lines, this paper proposes to study a novel two-stage lever-weighing empty / load adjustment device. This device has only two adjustment functions: fully empty and fully loaded. Its structure is simplified, saving on crossbeam structures and related air circuits and pipelines, significantly reducing the frequency of leakage and failures, and greatly improving the system's reliability. Summary of the Invention

[0003] The purpose of this invention is to provide a two-stage empty / loaded car adjustment device for freight train control, which solves the problems of complex structure and high failure rate of traditional stepless automatic empty / loaded car adjustment devices.

[0004] The objective of this invention is achieved through the following technical solution:

[0005] A freight train control two-stage empty / loaded car adjustment device includes an empty / loaded car conversion unit, which includes a conversion valve body. A sliding conversion piston is provided inside the conversion valve body. The upper part of the conversion piston is connected to the train air passage, and a return spring is provided between the lower part of the conversion piston and the conversion valve body.

[0006] When the train pipe is at its initial pressure, the pressure above the switching piston is higher than the maximum elastic force of the lower restoring spring. The restoring spring is compressed to its lowest position, and at the same time, the switching piston also moves to its lowest position. The passage between the f air passage and the wp1 and wp2 air passages is cut off by the switching piston, and the wp1 and wp2 air passages are connected to the atmospheric air passage. The empty and loaded car status will remain unchanged.

[0007] When the train pipe is depressurized to the empty car pressure, the lower restoring spring force is greater than the pressure above the piston, pushing the switching piston upward until the restoring spring force and the pressure above the piston reach equilibrium. At this time, the switching piston stops at the empty car switching position in the middle position. The passage between the f air passage and the wp1 air passage is cut off by the switching piston, and the wp1 air passage is connected to the atmospheric air passage. The passage between the f air passage and the wp2 air passage is connected by the switching piston. The f air passage supplies air to the empty and loaded car adjustment section through the wp2 air passage. After the empty car switching is completed, the train pipe is pressurized to the initial pressure, and the switching piston returns to the initial position.

[0008] When the train pipe is depressurized to the loaded car pressure, the spring force of the lower restoring spring is greater than the pressure above the piston, pushing the conversion piston upward. The restoring spring springs to its highest position, and at the same time, the conversion piston also moves to the highest position of the loaded car conversion position. The passage between the f air passage and the wp2 air passage is cut off by the conversion piston, and the wp2 air passage is connected to the atmospheric air passage. The passage between the f air passage and the wp1 air passage is connected by the conversion piston. The f air passage supplies air to the empty-loaded car adjustment section through the wp1 air passage. After the loaded car conversion is completed, the train pipe is pressurized to the initial pressure, and the conversion piston returns to the initial position.

[0009] Furthermore, the connection between the f gas path and the wp1 and wp2 gas paths is achieved through the internal passage of the switching piston, and the connection between the atmospheric gas path and the wp1 and wp2 gas paths is achieved through the internal passage of the switching piston.

[0010] Furthermore, the f-air passage is connected to the auxiliary air cylinder, and the auxiliary air cylinder supplies pressure to the wp1 or wp2 air passage through the f-air passage.

[0011] Furthermore, it also includes an empty / loaded car adjustment unit, which includes an adjustment valve body. The adjustment valve body is equipped with a sliding adjustment piston. The left part of the adjustment piston is connected to the WP1 air passage, and the right part of the adjustment piston is connected to the WP2 air passage.

[0012] When the empty / loaded car conversion unit is in the empty car conversion position, the f air circuit pressurizes the right end of the adjusting piston through the wp2 air circuit, the wp1 air circuit connects to the atmospheric air circuit, and the wp2 air circuit pushes the adjusting piston to the left to the empty car position; when the empty / loaded car conversion unit is in the loaded car conversion position, the f air circuit pressurizes the left end of the adjusting piston through the wp1 air circuit, the wp2 air circuit connects to the atmospheric air circuit, and the wp1 air circuit pushes the adjusting piston to the right to the loaded car position.

[0013] Furthermore, when the adjusting piston moves to the empty position, the connection between the Z1 and Z2 air circuits is cut off, while the Z2 air circuit is connected to the atmosphere. Only the Z1 air circuit acts on the lower part of the acting piston of the relay action section, making the area of ​​the lower part of the acting piston participating in pressure balance smaller than the area of ​​the upper part of the acting piston, thus outputting empty vehicle pressure during braking. When the adjusting piston moves to the loaded position, the Z1 and Z2 air circuits are connected, so that the Z1 and Z2 air circuits act together on the lower part of the acting piston, making the areas of the upper and lower parts of the acting piston participating in pressure balance equal, thus outputting loaded vehicle pressure during braking.

[0014] Furthermore, when the adjusting piston moves to the empty position, the internal passage of the adjusting piston shifts to cut off the connection between the z1 and z2 air passages, while the internal passage of the adjusting piston opens the z2 air passage to the atmosphere; when the adjusting piston moves to the loaded position, the internal passage of the adjusting piston shifts to connect the z1 and z2 air passages.

[0015] Furthermore, the switching piston returns to its initial position after passing through the empty car switching position from the loaded car switching position. When passing through the empty car switching position, since the area of ​​the WP1 air passage acting on the adjusting piston is larger than the area of ​​the WP2 air passage, and the path time is short, even if the WP2 air passage is pressurized by the WP1 air passage in the empty car switching position, and the WP1 air passage is connected to the atmosphere, the state of the adjusting piston will still not be affected, ensuring that the adjusting piston remains unchanged in the loaded car position.

[0016] Furthermore, the end of the adjusting piston is provided with an adjusting handle extending to the outside, which allows for manual adjustment of the machine when it is empty or loaded.

[0017] Furthermore, the z1 air circuit is connected to the brake output end of the distribution valve or brake valve, the f air circuit is connected to the auxiliary air cylinder, and the z air circuit is connected to the brake cylinder. When the z1 air circuit receives a brake signal from the distribution valve or brake valve and pressurizes, the pressure at the lower part of the actuating piston increases. The actuating piston drives the actuating piston rod and the actuating valve rod to move upward, causing the sealing ring of the actuating valve rod to disengage from the valve seat. The f air circuit and the z air circuit are connected, opening the passage from the auxiliary air cylinder to the brake cylinder and generating a braking effect. At the same time, the pressure at the upper part of the actuating piston rises. When the pressure at the upper part of the actuating piston rises to balance with the pressure at the lower part of the piston, the actuating valve rod, under the action of the valve rod spring, drives the sealing ring to push back onto the valve seat to generate a seal, cutting off the connection between the f air circuit and the z air circuit to close the passage from the auxiliary air cylinder to the brake cylinder. The braking process ends and enters the brake pressure holding phase.

[0018] Furthermore, when a relief signal is received from the distribution valve or brake valve and the Z1 air circuit is depressurized, the pressure at the lower part of the actuating piston decreases. At this time, the pressure at the upper part of the actuating piston is higher than the pressure at the lower part of the actuating piston. The actuating piston drives the actuating piston rod to move downward, causing the actuating piston rod to leave the sealing ring between the actuating valve rod and the actuating piston rod. Then, the Z air circuit and the central exhaust passage of the actuating piston rod are connected, opening the passage from the brake cylinder to the atmosphere. The pressurized air in the brake cylinder is discharged to the atmosphere through the central exhaust passage of the piston rod, generating a relief effect until the pressure at the upper and lower parts of the actuating piston is equal and reaches equilibrium. Under the action of the actuating diaphragm, the actuating piston returns to its previous state. When the pressure in the Z1 air circuit is reduced to zero, the Z air circuit is also reduced to zero, and the relief effect ends.

[0019] The beneficial effects of this invention are:

[0020] 1) Targeted: The new train control adjustment device is designed and developed specifically for coal transportation lines on my country's main railway lines. In view of the "all-empty-all-loaded" transportation characteristics of coal transportation lines, the empty-load adjustment is set to only two levels: all-empty and all-loaded.

[0021] 2) Safety and reliability: Compared with the traditional stepless empty and loaded car adjustment device, the new train control adjustment device has a simplified and optimized structure, removes the traditional sensor valve, and adopts a modular, integrated and unified design, which greatly saves and simplifies the related air circuits and pipelines, greatly reduces the frequency of leakage points and failures, and improves the safety and reliability of the system.

[0022] 3) High efficiency: Traditional two-stage empty / load adjustment devices require manual adjustment. When switching, a person needs to manually switch the empty / loaded cars one by one in front of the train cars. This is labor-intensive, inefficient, and prone to errors. As a result, traditional two-stage empty / loaded cars have not been widely installed and used. The new train control two-stage empty / loaded car adjustment device is automatic. Before departure, the driver automatically closes the brakes and switches according to the operating requirements. No manual switching is required, which greatly reduces the workload of manual labor and improves efficiency.

[0023] 4) Economic efficiency: The new two-stage empty weight adjustment device for train control saves sensor valves and crossbeam structures and reduces vehicle manufacturing costs when newly manufactured and installed. When in use, it significantly reduces the failure rate of the system, reduces the huge maintenance costs incurred by the vehicle, and improves the utilization rate of the vehicle.

[0024] The aforementioned main solution of the present invention and its various further alternative solutions can be freely combined to form multiple solutions, all of which are solutions that can be adopted and are claimed by the present invention; furthermore, the (non-conflicting alternatives) can also be freely combined with each other and with other alternatives. Those skilled in the art, after understanding the solution of the present invention, will realize that there are many combinations based on existing technology and common knowledge, all of which are technical solutions to be protected by the present invention, and will not be exhaustively listed here. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the empty-loaded car conversion unit of the present invention as a loaded car conversion position.

[0026] Figure 2 This is a schematic diagram of the structure of the empty / loaded car conversion unit of the present invention, which is an empty car conversion position.

[0027] Figure 3 This is a schematic diagram of the empty / loaded vehicle adjustment section of the present invention in an empty vehicle position.

[0028] Figure 4 This is a schematic diagram of the structure of the empty / loaded car adjustment section of the present invention, which is a loaded car position.

[0029] Figure 5 This is a schematic diagram of the structure of the relay function unit in this invention, which is a heavy vehicle position.

[0030] Figure 6 This is a schematic diagram of the overall structure of the present invention.

[0031] In the diagram: 1-Empty / Loaded Car Conversion Unit, 2-Empty / Loaded Car Adjustment Unit, 3-Relay Action Unit; 11-Conversion Valve Body, 12-Conversion Valve Cover, 13-Conversion Valve Sleeve, 14-Conversion Piston, 15-Restoring Spring, 16-Conversion Elastic Retaining Ring; 21-Adjustment Valve Body, 22-Adjustment Valve Cover, 23-Adjustment Valve Sleeve, 24-Adjustment Piston, 25-Adjustment Elastic Retaining Ring, 26-Adjustment Handle; 31-Relay Valve Body, 32-Relay Valve Cover, 33-Action Piston, 34-Action Diaphragm Plate, 35-Action Piston Rod, 36-Action Valve Stem, 37-Upper Cover, 38-Valve Seat, 39-Valve Stem Spring, 310-First Sealing Ring, 311-Second Sealing Ring, 312-Dust Filter Sleeve, 313-Silencer; 40-O-ring Seal. Detailed Implementation

[0032] The following non-limiting examples are used to illustrate the present invention.

[0033] Example 1:

[0034] refer to Figures 1-6 As shown, a freight train control two-stage empty / loaded car adjustment device comprises three parts: an empty / loaded car conversion unit 1, an empty / loaded car adjustment unit 2, and a relay function unit 3.

[0035] Empty / loaded car conversion unit 1: Before train departure, the driver performs the empty / loaded car conversion operation, and the empty / loaded car conversion unit subsequently issues an empty / loaded car adjustment signal. Empty / loaded car adjustment unit 2: Based on the empty / loaded signal issued by the empty / loaded car conversion unit, the empty / loaded car adjustment unit 2 performs empty / loaded car adjustment and conversion. Relay unit 3: When the train brakes, it outputs braking force based on the empty / loaded car status of the empty / loaded car adjustment unit.

[0036] The empty / loaded vehicle conversion unit 1 mainly consists of a conversion valve body 11, a conversion valve cover 12, a conversion valve sleeve 13, a conversion piston 14, a return spring 15, a conversion elastic retaining ring 16, and an O-ring seal 40. The conversion valve cover 12 is connected to the upper part of the conversion valve body 11, sealing the mounting groove inside the valve body. The conversion valve sleeve 13, conversion piston 14, return spring 15, and conversion elastic retaining ring 16 are all located within the mounting groove of the conversion valve body 11. The conversion valve sleeve 13 is fixed to the bottom of the mounting groove and secured at the top by the conversion elastic retaining ring 16. The conversion valve sleeve 13 is equipped with an O-ring seal 40 that seals with the conversion valve body 11. The conversion piston 14 slides up and down on the conversion valve body 11 and the conversion valve sleeve 13. The conversion piston 14 is equipped with an O-ring seal 40 that seals with both the conversion valve body 11 and the conversion valve sleeve 13. A train pipe air passage is provided at the center of the switching valve cover 12, so that the pressure of the train pipe air passage acts on the upper part of the switching piston 14. The return spring 15 is located between the lower part of the switching piston 14 and the switching valve body 11, and the return spring 15 provides an upward elastic force for the switching piston 14.

[0037] Before the train departs, the driver performs the empty / load conversion operation of the entire train through the train pipe pressure reduction operation. When the train pipe pressure is reduced to 0, it is the loaded car pressure, and when the train pipe pressure is reduced to 300 kPa, it is the empty car pressure. During normal driving and braking, the train pipe maintains the initial pressure, and the empty / loaded car status does not change. The empty / loaded car conversion unit then issues an empty / loaded car adjustment signal.

[0038] The empty / loaded car conversion unit 1 is internally arranged with a train pipe air passage g and a return spring 15 to control the up and down movement of the conversion piston. It is also equipped with an auxiliary air cylinder connected to the f air passage to generate empty and loaded car signals. The wp1 air passage is arranged as the loaded car signal passage and the wp2 air passage is arranged as the empty car signal passage. Each air passage is opposite to the internal channel of the conversion piston 14 through the radial passage of the conversion valve sleeve 13.

[0039] Initially, due to the high initial pressure in the train pipe, the pressure above the switching piston 14 exceeds the maximum working load of the return spring 15 (during the switching process, the piston's weight is negligible due to its small proportion). The return spring 15 is compressed to its lowest position, and simultaneously, the switching piston 14 also moves to its lowest position. At this time, the passages between the f-type air passage from the auxiliary air cylinder and the WP1 and WP2 air passages are all cut off by the switching piston 14, and both the WP1 and WP2 air passages are connected to the atmospheric air passages. The empty / loaded car status will remain unchanged.

[0040] When the driver operates the train pipe to reduce the empty car pressure to 300 kPa, the force of the lower restoring spring 15 is greater than the pressure above the piston, pushing the switching piston 14 upward until the force of the restoring spring 15 and the pressure above the piston reach equilibrium, at which point the switching piston 14 moves to... Figure 2 The indicated position reaches equilibrium. At this point, the passage between air path f and air path WP1 is cut off by the switching piston 14, and air path WP1 is connected to the atmospheric air passage. The passage between air path f and air path WP2 is connected through the internal passage of switching piston 14. The airflow from the auxiliary air cylinder in air path f generates an empty car signal pressure through passage WP2, driving adjusting piston 24 to move to the empty car position, completing the empty car conversion. Then the driver controls the train pipe to pressurize, switching piston 14 returns to the initial position, air paths WP1 and WP2 are connected to the atmosphere, and the position of adjusting piston 24 remains unchanged for the empty car.

[0041] When the driver operates the train pipe to reduce the pressure to 0 kPa for a loaded vehicle, the pressure above the piston is simultaneously zero. The force of the lower restoring spring 15 is greater than the pressure above the piston, pushing the switching piston 14 upwards. The restoring spring 15 springs to its highest position, and under the action of the spring force, the switching piston 14 will move to the position shown below. Figure 1The uppermost position is shown. At this time, the passage between air path f and air path WP2 is cut off by the switching piston 14, and air path WP2 is connected to the atmospheric air passage. The passage between air path f and air path WP1 is connected through the internal passage of switching piston 14. The airflow from the auxiliary air cylinder in air path f generates a loaded car signal through air path WP1, driving adjusting piston 24 to move to the empty car position, completing the loaded car conversion. Then the driver controls the train pipe to pressurize, switching piston 14 returns to the initial position, air paths WP1 and WP2 are connected to the atmosphere, and the position of adjusting piston 24 remains unchanged as if the car were empty.

[0042] The switching piston 14 moves from the loaded vehicle switching position to the unloaded vehicle switching position and back to its initial position. When it passes through the unloaded vehicle switching position, the area of ​​the WP1 air passage acting on the adjusting piston 24 is larger than that of the WP2 air passage, and the path time is short. Even if the WP2 air passage is pressurized by the WP1 air passage in the unloaded vehicle switching position and the WP1 air passage is connected to the atmosphere, it will still not affect the state of the adjusting piston 24, ensuring that the adjusting piston 24 remains unchanged in the loaded vehicle position.

[0043] The empty / loaded vehicle adjustment unit 2 mainly consists of an adjustment valve body 21, an adjustment valve cover 22, an adjustment valve sleeve 23, an adjustment piston 24, an adjustment elastic retaining ring 25, an adjustment handle 26, and an O-ring seal 40. The adjustment valve cover 22 is connected to the left side of the adjustment valve body 21 and is used to seal the mounting groove inside the adjustment valve body 21. The adjustment valve sleeve 23 is located at the right end of the mounting groove, and its left end is secured by the adjustment elastic retaining ring 25. The z1 air passage, z2 air passage, and atmospheric air passage all pass through the radial passage on the adjustment valve sleeve 23, achieving alignment with the internal passage on the adjustment piston 24. The adjustment piston 24 slides left and right on the adjustment valve body 21 and the adjustment valve sleeve 23.

[0044] The left side of the adjusting piston 24, at its large working surface (edge), is connected to the WP1 air passage, and the right side of the adjusting piston 24, at its small working surface (center), is connected to the WP2 air passage. This pressure difference between the left and right ends of the adjusting piston 24 allows for left and right sliding of the adjusting piston 24 itself. The left end of the adjusting piston 24 has an adjusting handle 26 that extends through the adjusting valve cover 22 to the outside, allowing for manual adjustment during both no-load and loaded operation.

[0045] When the empty / loaded car conversion unit 1 is in the empty car conversion position, the f air passage pressurizes the right end of the adjusting piston 24 through the WP2 air passage, the WP1 air passage connects to the atmospheric air passage, and the WP2 air passage pushes the adjusting piston 24 to the left to the empty car position. When the empty / loaded car conversion unit 1 is in the loaded car conversion position, the f air passage pressurizes the left end of the adjusting piston 24 through the WP1 air passage, the WP2 air passage connects to the atmospheric air passage, and the WP1 air passage pushes the adjusting piston 24 to the right to the loaded car position.

[0046] When the adjusting piston 24 moves to the empty position, the internal passage of the adjusting piston 24 shifts, cutting off the connection between the z1 and z2 air passages. Simultaneously, the internal passage of the acting piston 33 connects the z2 air passage to the atmosphere, leaving only the z1 air passage acting on the lower part of the acting piston 33 in the relay acting section 3. This results in the lower area of ​​the acting piston participating in pressure balancing being smaller than the upper area, thus outputting empty vehicle pressure during braking. When the adjusting piston 24 moves to the loaded position, the internal passage of the adjusting piston 24 shifts again, connecting the z1 and z2 air passages. Both the z1 and z2 air passages then act together on the lower part of the acting piston 33, making the upper and lower areas of the acting piston participating in pressure balancing equal, thereby outputting loaded vehicle pressure during braking.

[0047] The relay action unit 3 is mainly composed of relay valve body 31, relay valve cover 32, action piston 33, action diaphragm plate 34, action piston rod 35, action valve rod 36, upper cover 37, valve seat 38, valve rod spring 39, first sealing ring 310, second sealing ring 311, dust filter sleeve 312, silencer 313, O-ring seal 40, etc.

[0048] The switching valve body 11, adjusting valve body 21, and relay valve body 31 are integrated into one structure, with the relay valve body 31 connected to the relay valve cover 32. The actuating piston 33 and actuating diaphragm 34 are located within the actuating cavity formed between the relay valve body 31 and the relay valve cover 32. The actuating diaphragm 34 is sandwiched between the valve body and the valve cover and is fixed to the outer edge of the actuating piston 33, dividing the actuating cavity into upper and lower parts. The actuating piston 33 can slide up and down inside the relay valve cover 32. The z1 air passage communicates with the first contact surface inside the actuating piston 33, and the z2 air passage communicates with the second contact surface outside the actuating piston 33. An actuating piston rod 35 is fixed at the center of the actuating piston 33. The actuating piston rod 35 can slide up and down between the relay valve body 31 and the relay valve cover 32, and a central passage is provided inside the actuating piston 33. A dust filter sleeve 312 is located inside the f air passage and filters the internal airflow. The muffler 313 is located at the exhaust port to reduce exhaust noise.

[0049] A valve seat 38 is mounted on a relay valve body 31. An actuating valve stem 36 slides up and down on the relay valve body 31, with its middle portion passing through the valve seat 38. A first sealing ring 310, which mates with the valve seat 38, is located in the middle of the actuating valve stem 36. A second sealing ring 311, which mates with the actuating piston rod 35, is located at the bottom of the actuating valve stem 36. The middle portion of the actuating valve stem 36 is located between the Z-channel and the F-channel, and the first sealing ring 310 mates with the valve seat 38 to open or close the channels. The bottom of the actuating valve stem 36 is located within the Z-channel, and the second sealing ring 311 separates it from the central passage of the actuating piston rod 35. The upper cover 37 is connected to the upper part of the relay valve body 31. The upper cover 37 limits the valve seat 38 and also supports the valve stem spring 39. The valve stem spring 39 is located between the upper part of the actuating valve stem 36 and the upper cover 37, and provides the restoring elastic force for the actuating valve stem 36.

[0050] The z1 air path connects to the brake output end of the distribution valve or brake valve, the f air path connects to the auxiliary air cylinder, and the z air path connects to the brake cylinder. Additionally, the z air path connects to the upper part of the actuating piston 33 via a constriction orifice. When a brake signal is received from the distribution valve or brake valve and the z1 air path pressurizes, the lower pressure of the actuating piston 33 increases. The actuating piston 33 drives the actuating piston rod 35 and the actuating valve rod 36 upwards, causing the sealing ring of the actuating valve rod 36 to disengage from the valve seat. The connection between the f and z air paths opens the passage from the auxiliary air cylinder to the brake cylinder, generating a braking effect. Simultaneously, the upper pressure of the actuating piston 33 rises. When the upper pressure of the actuating piston reaches equilibrium with the lower pressure, the actuating valve rod 36, under the action of the valve rod spring 39, drives the sealing ring to re-press onto the valve seat, creating a seal and cutting off the connection between the f and z air paths to close the passage from the auxiliary air cylinder to the brake cylinder. The braking process ends, and the brake pressure holding phase begins.

[0051] Intermediate action unit 3: During braking, when the empty / loaded car is adjusted to empty, the z2 air circuit is open to the atmosphere and does not participate in the braking action. When the z1 air circuit acts alone on the lower part of the action piston, when the upper and lower pressures of the action piston reach equilibrium, because the upper and lower piston areas participating in the braking action are unequal, the lower area is smaller than the upper area, the pressure of the brake cylinder will be less than z1, thus generating the empty car braking action; when the empty / loaded car is adjusted to loaded, the z1 and z2 air circuits are connected and act simultaneously on the lower part of the action piston, the upper and lower areas of the action piston participating in the braking action are equal, and when the upper and lower pressures of the action piston reach equilibrium, the pressure of the brake cylinder will be equal to that of the z1 air circuit, thus generating the loaded car braking action.

[0052] When a relief signal is received from the distribution valve or brake valve, the pressure in the Z1 air circuit decreases, and the pressure in the lower part of the actuating piston 33 decreases. At this time, the pressure in the upper part of the actuating piston is higher than the pressure in the lower part of the actuating piston. The actuating piston 33 drives the actuating piston rod 35 to move downward, causing the actuating piston rod 35 to leave the sealing ring between the actuating valve rod 36 and the actuating piston rod 35. Then, the Z air circuit and the central exhaust passage of the actuating piston rod 35 are connected, opening the passage from the brake cylinder to the atmosphere. The pressurized air in the brake cylinder flows to the atmosphere through the central exhaust passage of the piston rod, generating a relief effect until the pressure in the upper and lower parts of the actuating piston is equal and reaches equilibrium. Under the action of the actuating diaphragm 34, the actuating piston 33 returns to its previous state. When the pressure in the Z1 air circuit is reduced to zero, the Z air circuit is also reduced to zero, and the relief effect ends.

[0053] Key points of this invention:

[0054] 1) Two-stage empty / weight adjustment device for train control:

[0055] An innovative two-stage empty / load adjustment method for train control has been invented, which allows the locomotive driver to automatically adjust the empty / load of freight cars by controlling the train pipe decompression before the train is assembled or departs at the station.

[0056] 2) Empty / load switching mechanism:

[0057] An innovative empty-load switching method and mechanism have been invented. The locomotive driver performs the empty-load switching operation before the train departs, and the train pipe is greatly depressurized. When the pressure is reduced to 300 kPa, an empty car position signal WP2 is issued. When the pressure is reduced to 0 kPa, a loaded car position signal WP1 is issued. During normal operation or braking, the pressure in the train pipe is much higher than 300 kPa. At this time, because the pressure above the switching piston is much greater than the force of the spring at its limit position, the switching piston is always in the lowest position. At this time, the air passages of WP1 and WP2 are open to the atmosphere, and no empty-load switching command is generated. Thus, the empty-load adjustment mechanism maintains the original empty-load adjustment position.

[0058] 3) Empty / loaded car adjustment mechanism:

[0059] An innovative method and mechanism for adjusting empty / loaded vehicles have been invented. Upon receiving an empty / loaded vehicle switching signal, the vehicle is adjusted to the corresponding empty / loaded position. When the pressure of the WP1 signal is high, the piston moves to the right to the loaded position; when the pressure of the WP2 signal is high, it moves to the left to the empty position. In the loaded position, the paths Z1 and Z2 are connected; in the empty position, the path from Z1 to Z2 is cut off.

[0060] 4) Two-stage relay mechanism:

[0061] An innovative relay braking mechanism was invented. Upon receiving a braking pre-control command from the distribution valve z1, the actuating piston moves upward, generating a two-stage braking effect with either empty or loaded pressure based on the empty / loaded status of the empty / loaded vehicle adjustment mechanism. When the vehicle is empty, only the z1 air passage below the actuating piston participates in the braking effect; when the vehicle is loaded, both the z1 and z2 air passages below the actuating piston participate in the braking effect simultaneously.

[0062] The foregoing basic examples and their further alternative examples of the present invention can be freely combined to form multiple embodiments, all of which are embodiments that can be adopted and claimed by the present invention. In the present invention, each alternative example can be arbitrarily combined with any other basic example and alternative example.

[0063] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A two-stage empty / loaded car adjustment device for freight train control, comprising an empty / loaded car conversion unit (1), characterized in that: The empty / loaded car conversion unit (1) includes a conversion valve body (11), a sliding conversion piston (14) is provided inside the conversion valve body (11), the upper part of the conversion piston (14) is connected to the train air pipe, and a restoring spring (15) is provided between the lower part of the conversion piston (14) and the conversion valve body (11). When the train pipe is at its initial pressure, the pressure above the switching piston (14) is higher than the maximum elastic force of the lower restoring spring (15). The restoring spring (15) is compressed to its lowest position, and at the same time, the switching piston (14) also moves to its lowest position. The passage between the f air passage and the wp1 and wp2 air passages is cut off by the switching piston (14), and the wp1 and wp2 air passages are connected to the atmospheric air passage. The empty and loaded car states will remain unchanged. When the train pipe is depressurized to the empty car pressure, the elastic force of the lower restoring spring (15) is greater than the pressure above the piston, which pushes the conversion piston (14) to move upward until the elastic force of the restoring spring (15) and the pressure above the piston reach equilibrium. At this time, the conversion piston (14) stops at the empty car conversion position in the middle position. The passage between the f air passage and the wp1 air passage is cut off by the conversion piston (14), and the wp1 air passage is connected to the atmospheric air passage. The passage between the f air passage and the wp2 air passage is connected by the conversion piston. The f air passage supplies air to the empty and loaded car adjustment part (2) through the wp2 air passage. After the empty car conversion is completed, the train pipe is pressurized to the initial pressure, and the conversion piston (14) returns to the initial position. When the train pipe is depressurized to the loaded car pressure, the spring force of the lower restoring spring (15) is greater than the pressure above the piston, which pushes the conversion piston (14) to move upward. The restoring spring (15) springs to the highest position, and at the same time, the conversion piston (14) also moves to the highest position of the loaded car conversion position. The passage between the f air passage and the wp2 air passage is cut off by the conversion piston (14), and the wp2 air passage is connected to the atmospheric air passage. The passage between the f air passage and the wp1 air passage is connected by the conversion piston. The f air passage supplies air to the empty and loaded car adjustment part (2) through the wp1 air passage. After the loaded car conversion is completed, the train pipe is pressurized to the initial pressure, and the conversion piston (14) returns to the initial position.

2. The freight train control two-stage empty / loaded car adjustment device according to claim 1, characterized in that: The connection between the f gas path and the wp1 and wp2 gas paths is achieved through the internal passage of the switching piston (14). The connection between the atmospheric gas path and the wp1 and wp2 gas paths is achieved through the internal passage of the switching piston (14).

3. The freight train control two-stage empty / loaded car adjustment device according to claim 1, characterized in that: The f-air passage is connected to the auxiliary air cylinder, and the auxiliary air cylinder supplies pressure to the wp1 or wp2 air passage through the f-air passage.

4. The freight train control two-stage empty / loaded car adjustment device according to claim 1, 2, or 3, characterized in that: It also includes an empty / loaded car adjustment unit (2), which includes an adjustment valve body (21). The adjustment valve body (21) is provided with a sliding adjustment piston (24). The left part of the adjustment piston (24) is connected to the wp1 air passage, and the right part of the adjustment piston (24) is connected to the wp2 air passage. When the empty-loaded car conversion unit (1) is in the empty car conversion position, the f air passage pressurizes the right end of the adjusting piston (24) through the wp2 air passage, the wp1 air passage connects to the atmospheric air passage, and the wp2 air passage pushes the adjusting piston (24) to the left to the empty car position; when the empty-loaded car conversion unit (1) is in the loaded car conversion position, the f air passage pressurizes the left end of the adjusting piston (24) through the wp1 air passage, the wp2 air passage connects to the atmospheric air passage, and the wp1 air passage pushes the adjusting piston (24) to the right to the loaded car position.

5. The freight train control two-stage empty / loaded car adjustment device according to claim 4, characterized in that: When the adjusting piston (24) moves to the empty position, the connection between the z1 air passage and the z2 air passage is cut off, and the z2 air passage is connected to the atmosphere. Only the z1 air passage acts on the lower part of the action piston (33) of the relay action part (3), so that the area of ​​the lower part of the action piston participating in pressure balance is smaller than the area of ​​the upper part of the action piston, and the empty vehicle pressure is output during braking. When the adjusting piston (24) moves to the loaded position, the z1 air passage and the z2 air passage are connected, so that the z1 air passage and the z2 air passage act together on the lower part of the action piston (33), so that the upper and lower areas of the action piston participating in pressure balance are equal, and the loaded vehicle pressure is output during braking.

6. The freight train control two-stage empty / loaded car adjustment device according to claim 5, characterized in that: When the adjusting piston (24) moves to the empty position, the internal passage of the adjusting piston (24) shifts to cut off the connection between the z1 air passage and the z2 air passage, and at the same time, the internal passage of the acting piston (33) makes the z2 air passage open to the atmosphere; when the adjusting piston (24) moves to the loaded position, the internal passage of the adjusting piston (24) shifts to make the z1 air passage and the z2 air passage open to each other.

7. The freight train control two-stage empty / loaded car adjustment device according to claim 1, characterized in that: The switching piston (14) moves from the loaded vehicle switching position to the empty vehicle switching position and back to its initial position. When it passes through the empty vehicle switching position, the area of ​​the wp1 air path acting on the adjusting piston (24) is greater than the area of ​​the wp2 air path, and the path time is short. Even if the f air path of the empty vehicle switching position pressurizes the wp2 air path and the wp1 air path is connected to the atmosphere, it will still not affect the state of the adjusting piston (24), ensuring that the adjusting piston (24) remains unchanged in the loaded vehicle position.

8. The freight train control two-stage empty / loaded car adjustment device according to claim 4, characterized in that: The end of the adjusting piston (24) is provided with an adjusting handle (26) extending to the outside, and the empty and loaded adjustments can be made manually by adjusting the adjusting handle (26).

9. The freight train control two-stage empty / loaded car adjustment device according to claim 5, characterized in that: The z1 air path is connected to the brake output end of the distribution valve or brake valve, the f air path is connected to the auxiliary air cylinder, and the z air path is connected to the brake cylinder. When the z1 air path receives a brake signal from the distribution valve or brake valve and the pressure increases, the pressure at the lower part of the action piston (33) increases. The action piston (33) drives the action piston rod (35) and the action valve rod (36) to move upward, so that the sealing ring of the action valve rod (36) is separated from the valve seat (38). The f air path and the z air path are connected, so that the passage from the auxiliary air cylinder to the brake cylinder is opened and a braking effect is generated. At the same time, the pressure at the upper part of the action piston (33) rises. When the pressure at the upper part of the action piston rises to balance with the pressure at the lower part of the piston, the action valve rod (36) is driven by the valve rod spring (39) to push the sealing ring back onto the valve seat to generate a seal, cut off the connection between the f air path and the z air path to close the passage from the auxiliary air cylinder to the brake cylinder. The braking process ends and enters the brake pressure holding stage.

10. The freight train control two-stage empty / loaded car adjustment device according to claim 5, characterized in that: When a relief signal is received from the distribution valve or brake valve, the pressure in the z1 air circuit is reduced. At this time, the pressure in the upper part of the piston is higher than that in the lower part of the piston. The piston (33) drives the piston rod (35) to move down, so that the piston rod (35) leaves the sealing ring between the valve rod (36) and the piston rod (35). Then the z air circuit and the central exhaust passage of the piston rod (35) are connected to realize the passage from the brake cylinder to the atmosphere. The brake cylinder pressurized air is discharged to the atmosphere through the central exhaust passage of the piston rod to produce a relief effect until the pressure in the upper and lower parts of the piston is equal and reaches equilibrium. The piston (33) returns to its previous state under the action of the diaphragm (34). When the pressure in the z1 air circuit is reduced to zero, the pressure in the z air circuit is also reduced to zero, and the relief effect ends.

Images