Implementation method for pressure conversion function of brake cylinder

Abstract

The invention discloses a method for realizing a brake cylinder pressure conversion function, which relates to the technical field of railway transportation and comprises the step of integrating a stepless relay valve and a brake cylinder pressure conversion device into a whole, the brake cylinder pressure conversion device comprises a pressure regulating piston arranged on a CV part, a pressure regulating mechanism used for controlling the pressure regulating piston and a judging mechanism used for controlling the pressure regulating mechanism to be opened and closed. The pressure regulating mechanism is used for inflating and deflating the upper part and the lower part of the pressure regulating piston according to the pressure reduction amount of the train pipe so as to control the CV pressure; the stepless relay valve is mainly used for transmitting CV pressure to the acting part through a lever, the acting part generates brake cylinder pressure C with the corresponding size to be balanced with the CV pressure, the position of a fulcrum of the stepless relay valve is controlled by a pressure signal of the weighing valve, and conversion of the brake cylinder pressure C is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway transportation, and more specifically, to a technical field for implementing a brake cylinder pressure conversion function. Background Art

[0002] In European railway freight vehicles, there are SS-class freight vehicles and S-class freight vehicles. In terms of braking force magnitude, the braking force of SS-class freight vehicles is greater than that of S-class freight vehicles. When the two types of vehicles are mixedly marshaled, the SS-class freight vehicles will undertake more braking work, so that the wheels of such vehicles will have excessive thermal loads during continuous downhill running. Therefore, a brake cylinder pressure conversion device is needed to make the output brake cylinder pressure meet the following requirements: 1. When the vehicle is fully loaded (axle load is 18t), in the case of medium service braking (during the reduction of the train pipe pressure to 4.6 - 4.2 bar), the braking force generated by SS-class freight cars is reduced to the braking force generated by S-class freight cars. However, in the case of large-grade service braking (during the reduction of the train pipe pressure to 4.2 - 3.8 bar), the braking force can continuously rise again. When the train pipe pressure is reduced to 3.8 bar, the braking force equivalent to that of SS-class freight vehicles is generated.

[0003] When the vehicle is empty or partially loaded (axle load is 14.5t), the device does not work because the thermal overload in this case is not serious.

[0004] Specifically as Figure 1 shown: Reference curve 1a) represents: the brake cylinder pressure curve without conversion function when the vehicle is fully loaded; Reference curve 1b) represents: the brake cylinder pressure curve when the vehicle is partially loaded; Reference curves 1c) and 2b) represent: the brake cylinder pressure curves when the vehicle is empty; Reference curve 2a) represents: the brake cylinder pressure curve with conversion function when the vehicle is fully loaded; Existing conversion devices all add a separate brake cylinder pressure conversion device between the relay valve and the brake cylinder, and achieve it by directly controlling the brake cylinder pressure C output by the relay valve.

[0005] This method requires adding an additional brake cylinder pressure conversion device on the basis of the original relay valve, which is equivalent to adding a new product. Its structure is relatively complex, and the newly added product cannot be used independently and needs to be used in conjunction with the relay valve. Summary of the Invention

[0006] The purpose of the present invention is: to solve the above technical problems, the present invention provides a method for implementing a brake cylinder pressure conversion function.

[0007] The present invention specifically adopts the following technical solutions to achieve the above purpose: The present invention provides a method for implementing a brake cylinder pressure conversion function, including the following steps: Integrate the stepless relay valve and the brake cylinder pressure conversion device into one. The brake cylinder pressure conversion device includes a pressure regulating piston arranged in the CV part, a pressure regulating mechanism for controlling the pressure regulating piston, and a determination mechanism for controlling the opening and closing of the pressure regulating mechanism; the pressure regulating mechanism respectively fills and exhausts air to the upper and lower parts of the pressure regulating piston according to the reduction amount of the train pipe to control the CV pressure. The stepless relay valve mainly transmits the CV pressure to the acting part through a lever, so that the acting part generates a corresponding brake cylinder pressure C to balance the CV pressure. The position of its fulcrum is controlled by the pressure signal of the weighing valve to realize the conversion of the brake cylinder pressure C.

[0008] Specifically, the stepless relay valve mainly transmits the CV pressure to the acting part through a lever, so that the acting part generates a corresponding brake cylinder pressure C to balance the CV pressure. The position of its fulcrum is controlled by the pressure signal of the weighing valve, as Figure 2 shown. Among them, the CV pressure is output by the distribution valve, and its magnitude is proportional to the reduction amount of the train pipe. The smaller the reduction amount of the train pipe, the smaller the CV pressure; the larger the reduction amount of the train pipe, the larger the CV pressure.

[0009] In one embodiment, the control logic of the control mechanism of the brake cylinder pressure conversion device is as follows: Perform empty car or heavy car determination through the determination mechanism: when it is determined to be a heavy car, the pressure regulating mechanism is opened; when it is determined to be an empty car or partially loaded, the pressure regulating mechanism does not work.

[0010] When it is a heavy car, after the pressure regulating mechanism is opened, the CV pressure is adjusted through the pressure regulating piston to make the CV pressure meet the reference curve 2a shown in the brake cylinder pressure curve without conversion function, and the specific method is as follows: Figure 1 shown. During the period when the train pipe is reduced in pressure to 4.6 - 4.2 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to be inflated and the upper part to be exhausted to reduce the CV pressure. During the period when the train pipe is reduced in pressure to 4.2 - 3.8 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to be exhausted and the upper part to be inflated to increase the CV pressure. When the train pipe is reduced in pressure to 3.8 bar, the pressure regulating mechanism controls both the upper and lower parts of the pressure regulating piston to be exhausted, and the CV pressure is not adjusted.

[0011] In one embodiment, the determination mechanism includes a closed determination piston cavity. From bottom to top in the determination piston cavity, there are a determination piston, a determination piston rod, a determination air inlet valve port, a valve plate, and a determination spring in sequence. The lower end of the judgment piston rod is connected to the judgment piston, and its upper end passes through the judgment air inlet valve port and contacts the valve plate. The two ends of the judgment spring are respectively fixed on the valve plate and the top of the judgment piston cavity. A CV inlet is provided on the side wall of the judgment piston cavity above the judgment air inlet valve port, a CV' outlet is provided on the side wall of the judgment piston cavity between the judgment air inlet valve port and the judgment piston, and a pressure inlet adapted to the reduction amount of the train pipe is provided on the side wall of the judgment piston cavity below the judgment piston.

[0012] Specifically, when the judgment mechanism determines that it is a heavy vehicle, the pressure regulating mechanism is activated. When it is an empty vehicle or partially loaded, the pressure regulating mechanism does not work.

[0013] When the signal pressure T reaches the heavy vehicle pressure, the judgment piston pushes the judgment piston rod upward, overcoming the force of the judgment spring, opening the judgment air inlet valve port, and the CV pressure is output to CV', activating the pressure regulating mechanism; When the signal pressure T is only the empty vehicle or partial load pressure, the force acting on the piston cannot overcome the force of the judgment spring, and the passage of the CV pressure to the CV' outlet is cut off. At this time, if there is already pressure in CV', it will push the judgment piston rod downward, opening the exhaust valve port EX and discharging CV' into the atmosphere, ensuring that there is no pressure input to the control mechanism when it is an empty vehicle or partially loaded. The principle is as Figure 3 shown.

[0014] In one embodiment, the pressure regulating mechanism includes a pressure reducing mechanism and a pressure increasing mechanism. The pressure reducing mechanism and the pressure increasing mechanism respectively charge and discharge air to the upper and lower parts of the pressure regulating piston according to the reduction amount of the train pipe to control the CV pressure.

[0015] Specifically, the pressure regulating mechanism consists of two parts. The first part is the pressure reducing mechanism, which mainly controls the charging and discharging of air in the lower part of the pressure regulating piston. The principle is as Figure 4 shown. The second part is the pressure increasing mechanism, which mainly controls the charging and discharging of air in the upper part of the pressure regulating piston. Since the upper and lower parts of the pressure regulating piston need to discharge to the atmosphere when the train pipe is reduced to 3.8 bar, and there is a process of first discharging air, then inflating, and then discharging air in the upper part of the pressure regulating piston during the reduction of the train pipe, a re-exhaust valve needs to be provided in the pressure increasing mechanism. The principle is as Figure 5 shown.

[0016] In one embodiment, the pressure reducing mechanism includes a closed pressure reducing piston cavity. From bottom to top in the pressure reducing piston cavity, there are a lower pressure reducing valve port, a valve plate, an upper pressure reducing valve port, a pressure reducing piston rod, a partition plate, a pressure reducing piston, and a pressure reducing spring in sequence. The valve plate is located between the lower pressure reducing valve port and the upper pressure reducing valve port. The lower end of the pressure reducing piston rod is fixed on the valve plate, the upper end of the pressure reducing piston rod passes through the partition plate and is connected to the pressure reducing piston, the lower end of the pressure reducing spring is connected to the pressure reducing piston, and the upper end of the pressure reducing spring is connected to the top of the pressure reducing piston cavity; CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the pressure reduction piston chambers between the upper pressure reduction valve port and the partition plate, and between the partition plate and the pressure reduction spring. A CV' secondary outlet communicating with the lower part of the pressure regulation piston is provided on the side wall of the pressure reduction piston chamber between the lower pressure reduction valve port and the upper pressure reduction valve port. An exhaust valve port is provided on the side wall of the pressure reduction piston chamber below the lower pressure reduction valve port.

[0017] In one embodiment, the supercharging mechanism includes a first supercharging piston chamber and a second supercharging piston chamber.

[0018] In the first supercharging piston chamber, there are successively from bottom to top a lower supercharging valve port, a valve plate, an upper supercharging valve port, a supercharging piston rod, a partition plate, a supercharging piston, and a supercharging spring; The valve plate is located between the lower supercharging valve port and the upper supercharging valve port. The lower end of the supercharging piston rod is fixed to the valve plate. The upper end of the supercharging piston rod passes through the partition plate and is connected to the supercharging piston. The supercharging spring is sleeved on the supercharging piston rod between the partition plate and the supercharging piston. The upper end of the supercharging spring is connected to the supercharging piston, and the lower end of the supercharging spring is connected to the partition plate; CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the first supercharging piston chamber between the upper supercharging valve port and the partition plate, and between the partition plate and the supercharging spring. A CV'' outlet communicating with the lower part of the pressure regulation piston is provided on the side wall of the first supercharging piston chamber between the lower supercharging valve port and the upper supercharging valve port. An exhaust valve port is provided on the side wall of the first supercharging piston chamber below the lower supercharging valve port.

[0019] In one embodiment, in the second supercharging piston chamber, there are successively from bottom to top a second supercharging spring, a second valve plate, an inflation valve port, a second supercharging piston rod, a second supercharging piston, and a third supercharging spring; The upper end of the second supercharging piston rod is fixed to the second supercharging piston. The lower end of the second supercharging piston rod passes through the inflation valve port and contacts the second valve plate. The second supercharging spring is connected between the second supercharging piston chamber and the second valve plate. The third supercharging spring is connected between the second supercharging piston and the top of the second supercharging piston chamber; An air outlet communicating with the upper part of the pressure regulation piston is provided on the side wall of the second supercharging piston chamber between the second supercharging piston and the inflation valve port. A CV'' inlet communicating with the CV'' outlet of the first supercharging piston chamber is provided on the side wall of the second supercharging piston chamber below the inflation valve port; A supercharging exhaust valve port communicating with the second supercharging piston chamber above the second supercharging piston is provided between the second valve plate and the second supercharging piston rod. An exhaust valve port is provided at the top of the second supercharging piston chamber.

[0020] The beneficial effects of the present invention are as follows: The present invention patent proposes a method for realizing the function of brake cylinder pressure conversion, which indirectly controls the brake cylinder pressure C by controlling the change of CV pressure to achieve the conversion of braking pressure. This technical solution can be integrated into the original relay valve without adding a separate conversion device. Existing conversion devices all add a separate brake cylinder pressure conversion device between the relay valve and the brake cylinder, and achieve it by directly controlling the brake cylinder pressure C output by the relay valve. Compared with the existing technology, the structure of this application is simpler, the integration degree is higher, and the control is more accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required in the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0022] Figure 1 is the brake cylinder pressure conversion curve; Figure 2 is the schematic diagram of the principle of a method for realizing the function of brake cylinder pressure conversion; Figure 3 is the schematic diagram of the determination mechanism; Figure 4 is the schematic diagram of the decompression mechanism (charging position); Figure 5 is the schematic diagram of the pressurization mechanism (exhaust position); Figure 6 is the schematic diagram of the decompression mechanism (exhaust position); Figure 7 is the schematic diagram of the pressurization mechanism (charging position); Figure 8 is the schematic diagram of the pressurization mechanism (re-exhaust position); Reference numerals: 3.1 - determination piston, 3.2 - determination piston rod, 3.3 - determination intake valve port, 3.4 - determination exhaust valve port, 3.5 - determination spring; 4.1 - decompression lower valve port, 4.2 - decompression upper valve port, 4.3 - decompression piston, 4.4 - decompression spring; 5.1 - pressurization lower valve port, 5.2 - pressurization upper valve port, 5.3 - pressurization piston, 5.4 - pressurization spring, 5.5 - third pressurization spring, 5.6 - second pressurization piston, 5.7 - charging valve port, 5.8 - pressurization exhaust valve port, 5.9 - second pressurization spring. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] To make the technical problems, technical solutions, and technical effects of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of them. Usually, the components of the embodiments of the present invention described and shown in the accompanying drawings here can be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed present invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0025] It should be noted that similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. In addition, terms such as "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0026] In the description of the embodiments of the present invention, it should be noted that the orientation or positional relationship indicated by terms such as "inside", "outside", "above", etc. is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the present invention is usually placed when in use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0027] Embodiment 1 This embodiment provides a method for implementing the brake cylinder pressure conversion function, including the following steps: Integrate the stepless relay valve and the brake cylinder pressure conversion device into one. The brake cylinder pressure conversion device includes a pressure regulating piston arranged in the CV part, a pressure regulating mechanism for controlling the pressure regulating piston, and a determination mechanism for controlling the opening and closing of the pressure regulating mechanism; the pressure regulating mechanism respectively fills and exhausts the upper and lower parts of the pressure regulating piston according to the pressure reduction amount of the train pipe to control the CV pressure; The stepless relay valve mainly transmits the CV pressure to the acting part through a lever, so that the acting part generates a corresponding brake cylinder pressure C to balance the CV pressure. The position of its fulcrum is controlled by the pressure signal of the weighing valve to realize the conversion of the brake cylinder pressure C.

[0028] Specifically, the stepless relay valve mainly transmits the CV pressure to the acting part through a lever, so that the acting part generates a corresponding brake cylinder pressure C to balance the CV pressure. The position of its fulcrum is controlled by the pressure signal of the weighing valve, such as Figure 2As shown. Among them, the CV pressure is output by the distribution valve, and its magnitude is proportional to the reduction amount of the train pipe pressure. The smaller the reduction amount of the train pipe pressure, the smaller the CV pressure; the larger the reduction amount of the train pipe pressure, the larger the CV pressure.

[0029] Embodiment 2 This embodiment further optimizes on the basis of Embodiment 1, specifically: The control logic of the control mechanism of the brake cylinder pressure conversion device is as follows: The empty car or loaded car is judged by the judging mechanism: when judged as a loaded car, the pressure regulating mechanism is opened; when judged as an empty car or partially loaded, the pressure regulating mechanism does not work.

[0030] When it is a loaded car, after the pressure regulating mechanism is opened, the CV pressure is adjusted through the pressure regulating piston to make the CV pressure meet the brake cylinder pressure curve without conversion function Figure 1 as shown in the reference curve 2a, and the specific method is as follows: During the period when the train pipe pressure is reduced to 4.6 - 4.2 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to be inflated and the upper part to exhaust air to reduce the CV pressure; During the period when the train pipe pressure is reduced to 4.2 - 3.8 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to exhaust air and the upper part to be inflated to increase the CV pressure; When the train pipe pressure is reduced to 3.8 bar, the pressure regulating mechanism controls both the upper and lower parts of the pressure regulating piston to exhaust air, and the CV pressure is not adjusted.

[0031] Embodiment 3 This embodiment further optimizes on the basis of Embodiment 1 or Embodiment 2, specifically: The judging mechanism includes a closed judging piston chamber. Inside the judging piston chamber, there are, from bottom to top, a judging piston 3.1, a judging piston rod 3.2, a judging air inlet valve port 3.3, a valve plate, and a judging spring 3.5 in sequence; The lower end of the judging piston rod 3.2 is connected to the judging piston 3.1, its upper end passes through the judging air inlet valve port 3.3 and contacts the valve plate. The two ends of the judging spring 3.5 are respectively fixed on the valve plate and the top inside the judging piston chamber. A CV inlet is provided on the side wall of the judging piston chamber above the judging air inlet valve port 3.3, a CV' outlet is provided on the side wall of the judging piston chamber between the judging air inlet valve port 3.3 and the judging piston 3.1, and a pressure inlet adapted to the reduction amount of the train pipe pressure is provided on the side wall of the judging piston chamber below the judging piston 3.1.

[0032] A judging exhaust valve port 3.4 communicating with the exhaust valve port above the judging piston rod 3.2 is provided between the valve plate and the judging piston rod 3.2.

[0033] Specifically, when the judging mechanism judges it as a loaded car, the pressure regulating mechanism is opened; when it is an empty car or partially loaded, the pressure regulating mechanism does not work.

[0034] When the signal pressure T reaches the heavy vehicle pressure, it is determined that the piston 3.1 pushes the judgment piston rod 3.2 upward, overcoming the force of the judgment spring 3.5, opening the judgment air inlet valve port 3.3, and the CV pressure is output to the CV' outlet, opening the pressure regulating mechanism; When the signal pressure T is only the empty vehicle or partial load pressure, the force acting on the piston 3.1 cannot overcome the force of the judgment spring 3.5, and the passage of the CV pressure to the CV' outlet is cut off. At this time, if there is already pressure at the CV' outlet, it will push the judgment piston rod 3.2 downward, opening the exhaust valve port EX, and discharging the CV pressure into the atmosphere, ensuring that there is no pressure input to the control mechanism during empty vehicle or partial load. The principle is as Figure 3 shown.

[0035] Embodiment 4 This embodiment is further optimized on the basis of Embodiment 3. Specifically: The pressure regulating mechanism includes a pressure reducing mechanism and a pressure increasing mechanism. The pressure reducing mechanism and the pressure increasing mechanism respectively charge and exhaust the upper and lower parts of the pressure regulating piston according to the reduction amount of the train pipe pressure to control the CV pressure.

[0036] Specifically, the pressure regulating mechanism consists of two parts. The first part is the pressure reducing mechanism, which mainly controls the charging and exhausting of the lower part of the pressure regulating piston. The principle is as Figure 6 shown. The second part is the pressure increasing mechanism, which mainly controls the charging and exhausting of the upper part of the pressure regulating piston. Since the upper and lower parts of the pressure regulating piston need to exhaust to the atmosphere when the train pipe is reduced to 3.8 bar, and there is a process of first exhausting, then inflating, and then exhausting in the upper part of the pressure regulating piston during the reduction of the train pipe pressure, a re-exhaust valve needs to be set in the pressure increasing mechanism. The principle is as Figure 5 shown.

[0037] Embodiment 5 This embodiment is further optimized on the basis of Embodiment 4. Specifically: The pressure reducing mechanism includes a closed pressure reducing piston cavity. From bottom to top in the pressure reducing piston cavity, there are a pressure reducing lower valve port 4.1, a valve plate, a pressure reducing upper valve port 4.2, a pressure reducing piston rod, a partition plate, a pressure reducing piston 4.3, and a pressure reducing spring 4.4 in sequence; the valve plate is located between the pressure reducing lower valve port 4.1 and the pressure reducing upper valve port 4.2. The lower end of the pressure reducing piston rod is fixed on the valve plate, the upper end of the pressure reducing piston rod passes through the partition plate and is connected to the pressure reducing piston 4.3, the lower end of the pressure reducing spring 4.4 is connected to the pressure reducing piston 4.3, and the upper end of the pressure reducing spring 4.4 is connected to the top of the pressure reducing piston cavity; CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the pressure-reducing piston chamber between the upper pressure-reducing valve port 4.2 and the partition plate, and between the partition plate and the pressure-reducing spring 4.4. A CV' secondary outlet communicating with the lower part of the pressure-regulating piston is provided on the side wall of the pressure-reducing piston chamber between the lower pressure-reducing valve port 4.1 and the upper pressure-reducing valve port 4.2. An exhaust valve port is provided on the side wall of the pressure-reducing piston chamber below the lower pressure-reducing valve port 4.1.

[0038] Embodiment 6 This embodiment is a further optimization based on Embodiment 5, specifically: The supercharging mechanism includes a first supercharging piston chamber and a second supercharging piston chamber.

[0039] In the first supercharging piston chamber, there are, from bottom to top, a lower supercharging valve port 5.1, a valve plate, an upper supercharging valve port 5.2, a supercharging piston rod, a partition plate, a supercharging piston 5.3, and a supercharging spring 5.4 in sequence; The valve plate is located between the lower supercharging valve port 5.1 and the upper supercharging valve port 5.2. The lower end of the supercharging piston rod is fixed on the valve plate. The upper end of the supercharging piston rod passes through the partition plate and is connected to the supercharging piston 5.3. The supercharging spring 5.4 is sleeved on the supercharging piston rod between the partition plate and the supercharging piston 5.3. The upper end of the supercharging spring 5.4 is connected to the supercharging piston 5.3, and the lower end of the supercharging spring 5.4 is connected to the partition plate; CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the first supercharging piston chamber between the upper supercharging valve port 5.2 and the partition plate, and between the partition plate and the supercharging spring 5.4. A CV'' outlet communicating with the lower part of the pressure-regulating piston is provided on the side wall of the first supercharging piston chamber between the lower supercharging valve port 5.1 and the upper supercharging valve port 5.2. An exhaust valve port is provided on the side wall of the first supercharging piston chamber below the lower supercharging valve port 5.1.

[0040] In the second supercharging piston chamber, there are, from bottom to top, a second supercharging spring 5.9, a second valve plate, an inflation valve port 5.7, a second supercharging piston rod, a second supercharging piston 5.6, and a third supercharging spring 5.5 in sequence; The upper end of the second supercharging piston rod is fixed on the second supercharging piston 5.6. The lower end of the second supercharging piston rod passes through the inflation valve port 5.7 and contacts the second valve plate. The second supercharging spring 5.9 is connected between the second supercharging piston chamber and the second valve plate. The third supercharging spring 5.5 is connected between the second supercharging piston 5.6 and the top of the second supercharging piston chamber; An air outlet communicating with the upper part of the pressure-regulating piston is provided on the side wall of the second supercharging piston chamber between the second supercharging piston 5.6 and the inflation valve port 5.7. A CV'' inlet communicating with the CV'' outlet of the first supercharging piston chamber is provided on the side wall of the second supercharging piston chamber below the inflation valve port 5.7; A pressure boosting exhaust valve port 5.8 communicating with the second pressure boosting piston chamber above the second pressure boosting piston 5.6 is provided between the second valve plate and the second pressure boosting piston rod, and an exhaust valve port is provided at the top of the second pressure boosting piston chamber.

[0041] The working principle is as follows: In this embodiment, a pressure regulating piston is added to the original CV part and is controlled by a pressure regulating mechanism, and the opening and closing of the pressure regulating mechanism are controlled by a determination mechanism.

[0042] Among them, the pressure regulating mechanism is the main control device in this embodiment. It respectively fills and exhausts the upper and lower parts of the pressure regulating piston according to the pressure reduction amount of the train pipe to control the CV pressure; During the period when the train pipe is depressurized to 4.6 - 4.2 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to be inflated and the upper part to be exhausted to reduce the CV pressure; during the period when the train pipe is depressurized to 4.2 - 3.8 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to be exhausted and the upper part to be inflated to increase the CV pressure; when the train pipe is depressurized to 3.8 bar, the pressure regulating mechanism controls both the upper and lower parts of the pressure regulating piston to be exhausted, and the CV pressure is not adjusted. Specifically as follows: 1) During the period when the train pipe is depressurized to 4.6 - 4.2 bar, it is necessary to reduce the CV pressure.

[0043] At this time, the pressure reducing mechanism controls the lower part of the pressure regulating piston to be inflated. The pressure CV' output from the determination mechanism is respectively input to the lower part of the pressure reducing piston 4.3 and the upper part of the pressure reducing upper valve port 4.2. Since the CV' pressure generated at the CV' inlet is less than the force of the pressure reducing spring 4.4, the pressure reducing upper valve port 4.2 opens and the pressure reducing lower valve port 4.1 closes. The CV' pressure is input to the lower part of the pressure regulating piston to reduce the CV pressure, as Figure 4 shown.

[0044] The pressure boosting mechanism controls the upper part of the pressure regulating piston to be exhausted. The pressure CV' output from the determination mechanism is respectively input to the upper part of the pressure boosting piston 5.3 and the upper part of the pressure boosting upper valve port 5.2. Since the CV' pressure generated at the CV' inlet is less than the force of the pressure boosting spring 5.4, the pressure boosting upper valve port 5.2 closes and the pressure boosting lower valve port 5.1 opens. The pressure CV'' between the pressure boosting upper valve port 5.2 and the pressure boosting lower valve port 5.1 leads to the CV'' outlet. At the same time, the second pressure boosting piston 5.6 of the exhaust valve opens the inflation valve port 5.7 under the action of the third pressure boosting spring 5.5, so that the CV'' pressure communicates with the upper part of the pressure regulating piston, and the upper part of the pressure regulating piston exhausts to the atmosphere, as Figure 5 shown.

[0045] 2) During the period when the train pipe is depressurized to 4.2 - 3.8 bar, it is necessary to increase the CV pressure.

[0046] At this time, the pressure reduction mechanism controls the exhaust of the lower part of the pressure regulating piston, and the pressure CV' output from the determination mechanism increases to be greater than the force of the pressure reduction spring 4.4, pushing the pressure reduction piston 4.3 upward, closing the upper pressure reduction valve port 4.2, opening the lower pressure reduction valve port 4.1, closing the secondary outlet of CV', and opening the exhaust valve port EX at the lower part of the pressure regulating piston, as Figure 6 shown.

[0047] The pressure increase mechanism controls the inflation of the upper part of the pressure regulating piston, and the pressure CV' output from the determination mechanism also increases to be greater than the force of the pressure increase spring 5.4, pushing the pressure increase piston 5.3 downward, opening the upper pressure increase valve port 5.2, closing the lower pressure increase valve port 5.1, closing the passage for exhausting the pressure CV'' to the atmosphere, and opening the passage for inputting from the CV' inlet to the CV'' outlet. At this time, the output pressure CV'' is input to the lower part of the second pressure increase piston 5.6. Since its pressure is less than the force of the third pressure increase spring 5.5, the state of the exhaust valve remains unchanged, and the pressure CV'' is input to the upper part of the pressure regulating piston to increase the CV pressure, as Figure 7 shown.

[0048] 3) When the train pipe is reduced to 3.8 bar, the CV pressure cannot be adjusted.

[0049] At this time, the state of the pressure reduction mechanism remains unchanged, still controlling the exhaust of the lower part of the pressure regulating piston to the atmosphere, as Figure 6 shown.

[0050] The state of the pressure increase mechanism also remains unchanged, keeping the passage for inputting from the CV' inlet to the CV'' outlet open. However, at this time, the pressure of the output pressure CV'' continues to increase, and its pressure overcomes the force of the third pressure increase spring 5.5, closing the inflation valve port 5.7 of the exhaust valve and opening the pressure increase exhaust valve port 5.8, exhausting the upper part of the pressure regulating piston to the atmosphere, as Figure 8 shown.

Claims

1. A method for realizing a brake cylinder pressure conversion function, characterized in that: The steps include: The stepless relay valve and the brake cylinder pressure conversion device are integrated into one, and the brake cylinder pressure conversion device includes a pressure regulating piston arranged on the CV part, a pressure regulating mechanism for controlling the pressure regulating piston, and a determination mechanism for controlling the opening and closing of the pressure regulating mechanism; the pressure regulating mechanism controls the CV pressure by respectively charging and exhausting the upper and lower parts of the pressure regulating piston according to the decompression amount of the train pipe; The stepless relay valve mainly transmits the CV pressure to the acting part through the lever, so that the acting part generates a brake cylinder pressure C of corresponding size to balance the CV pressure. The position of its fulcrum is controlled by the pressure signal of the weighing valve to realize the conversion of the brake cylinder pressure C.

2. The method for realizing the brake cylinder pressure conversion function according to claim 1, characterized in that: The control logic of the control mechanism of the brake cylinder pressure conversion device is as follows: An empty or loaded vehicle is determined by a determination mechanism: when the vehicle is determined to be a loaded vehicle, the pressure regulating mechanism is turned on; when the vehicle is determined to be an empty vehicle or partially loaded, the pressure regulating mechanism does not work.

3. The method for realizing the brake cylinder pressure conversion function according to claim 2, characterized in that: When the vehicle is heavy, after the pressure regulating mechanism is turned on, the CV pressure is adjusted by the pressure regulating piston. The specific method is as follows: When the train pipe is depressurized to 4.6-4.2 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to inflate and the upper part to exhaust to reduce the CV pressure; When the train pipe is depressurized to 4.2-3.8 bar, the pressure regulating mechanism controls the lower part of the pressure regulating piston to exhaust air and the upper part to inflate air, so as to increase the CV pressure; When the train pipe is depressurized to 3.8 bar, the pressure regulating mechanism controls the upper and lower parts of the pressure regulating piston to exhaust air, and the CV pressure is not adjusted.

4. The method for realizing the brake cylinder pressure conversion function according to claim 3, characterized in that: The determination mechanism comprises a closed determination piston chamber, in which there are, from bottom to top, a determination piston (3.1), a determination piston rod (3.2), a determination intake valve port (3.3), a valve plate and a determination spring (3.5); The lower end of the determination piston rod (3.2) is connected to the determination piston (3.1), and the upper end thereof passes through the determination intake valve port (3.3) and contacts the valve plate. The two ends of the determination spring (3.5) are respectively fixed to the valve plate and the top of the determination piston cavity. A CV inlet is provided on the side wall of the determination piston cavity above the determination intake valve port (3.3), a CV' outlet is provided on the side wall of the determination piston cavity between the determination intake valve port (3.3) and the determination piston (3.1), and a pressure inlet adapted to the train pipe decompression amount is provided on the side wall of the determination piston cavity below the determination piston (3.1).

5. The method for realizing the brake cylinder pressure conversion function according to claim 4, characterized in that: The pressure regulating mechanism includes a pressure reducing mechanism and a pressure increasing mechanism. The pressure reducing mechanism and the pressure increasing mechanism respectively inflate and exhaust the upper and lower parts of the pressure regulating piston according to the pressure reduction amount of the train pipe to control the CV pressure.

6. A method for realizing a brake cylinder pressure conversion function according to claim 5, characterized in that: The pressure reducing mechanism comprises a closed pressure reducing piston chamber, wherein the pressure reducing piston chamber has, from bottom to top, a pressure reducing lower valve port (4.1), a valve plate, a pressure reducing upper valve port (4.2), a pressure reducing piston rod, a partition plate, a pressure reducing piston (4.3) and a pressure reducing spring (4.4); the valve plate is located between the pressure reducing lower valve port (4.1) and the pressure reducing upper valve port (4.2); the lower end of the pressure reducing piston rod is fixed to the valve plate; the upper end of the pressure reducing piston rod passes through the partition plate and is connected to the pressure reducing piston (4.3); the lower end of the pressure reducing spring (4.4) is connected to the pressure reducing piston (4.3); and the upper end of the pressure reducing spring (4.4) is connected to the top of the pressure reducing piston chamber; A CV' inlet communicating with a CV' outlet of a determination mechanism is provided on the side wall of the pressure reducing piston cavity between the pressure reducing upper valve port (4.2) and the partition plate, and between the partition plate and the pressure reducing spring (4.4). A CV' secondary outlet communicating with a lower portion of a pressure regulating piston is provided on the side wall of the pressure reducing piston cavity between the pressure reducing lower valve port (4.1) and the pressure reducing upper valve port (4.2). An exhaust valve port is provided on the side wall of the pressure reducing piston cavity below the pressure reducing lower valve port (4.1).

7. The method for realizing the brake cylinder pressure conversion function according to claim 5, characterized in that: The boosting mechanism includes a first boosting piston chamber and a second boosting piston chamber.

8. The method for realizing the brake cylinder pressure conversion function according to claim 7, characterized in that: The first booster piston chamber has, from bottom to top, a booster lower valve port (5.1), a valve plate, a booster upper valve port (5.2), a booster piston rod, a partition, a booster piston (5.3) and a booster spring (5.4); The valve plate is located between the boost lower valve port (5.1) and the boost upper valve port (5.2); the lower end of the boost piston rod is fixed to the valve plate; the upper end of the boost piston rod passes through the partition plate and is connected to the boost piston (5.3); the boost spring (5.4) is sleeved on the boost piston rod between the partition plate and the boost piston (5.3); the upper end of the boost spring (5.4) is connected to the boost piston (5.3); and the lower end of the boost spring (5.4) is connected to the partition plate; A CV' inlet communicating with a CV' outlet of a determination mechanism is provided on the side wall of the first boosting piston chamber between the boosting upper valve port (5.2) and the partition plate and between the partition plate and the boosting spring (5.5); a CV'' outlet communicating with a lower portion of a pressure regulating piston is provided on the side wall of the first boosting piston chamber between the boosting lower valve port (5.1) and the boosting upper valve port (5.2); and an exhaust valve port is provided on the side wall of the first boosting piston chamber below the boosting lower valve port (5.1).

9. A method for realizing a brake cylinder pressure conversion function according to claim 8, characterized in that: The second boosting piston chamber has, from bottom to top, a second boosting spring (5.9), a second valve plate, an air charging valve port (5.7), a second boosting piston rod, a second boosting piston (5.6), and a third boosting spring (5.5); The upper end of the second boosting piston rod is fixed on the second boosting piston (5.6), the lower end of the second boosting piston rod passes through the inflation valve port (5.7) and contacts the second valve plate, the second boosting spring (5.9) is connected between the second boosting piston chamber and the second valve plate, and the third boosting spring (5.5) is connected between the second boosting piston (5.6) and the top of the second boosting piston chamber; An air outlet communicating with the upper part of the pressure regulating piston is provided on the side wall of the second boosting piston chamber between the second boosting piston (5.6) and the charging valve port (5.7), and a CV'' inlet communicating with the CV'' outlet of the first boosting piston chamber is provided on the side wall of the second boosting piston chamber below the charging valve port (5.7); A boosting exhaust valve port (5.8) communicating with the second boosting piston chamber above the second boosting piston (5.6) is provided between the second valve plate and the second boosting piston rod, and an exhaust valve port is provided at the top of the second boosting piston chamber.

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