A method for implementing the function of brake cylinder pressure conversion

Abstract

The present invention discloses a method for realizing the function of brake cylinder pressure conversion, which relates to the technical field of railway transportation. It includes integrating a stepless relay valve and a brake cylinder pressure conversion device into one. The brake cylinder pressure conversion device includes a pressure regulating piston, 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 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, realizing the conversion of the brake cylinder pressure C.

Description

Technical Field

[0001] The present invention relates to the technical field of railway transportation, and more specifically to the technical field of a method for realizing 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 coupled, the SS-class freight vehicles will undertake more braking work, so that the wheels of such vehicles will have excessive heat loads during continuous downhill. Therefore, a brake cylinder pressure conversion device is needed to make the output brake cylinder pressure meet the following requirements:

[0003] 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.

[0004] 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.

[0005] Specifically as Figure 1 shown: Reference curve 1a) represents: the brake cylinder pressure curve without conversion function when the vehicle is fully loaded;

[0006] Reference curve 1b) represents: the brake cylinder pressure curve when the vehicle is partially loaded;

[0007] Reference curves 1c) and 2b) represent: the brake cylinder pressure curve when the vehicle is empty;

[0008] Reference curve 2a) represents: the brake cylinder pressure curve with conversion function when the vehicle is fully loaded;

[0009] 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.

[0010] 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 this newly added product cannot be used independently and needs to be used in cooperation with the relay valve. Summary of the Invention

[0011] The object of the present invention is: to solve the above technical problems, the present invention provides a method for realizing the function of brake cylinder pressure conversion.

[0012] In order to achieve the above object, the present invention specifically adopts the following technical solutions:

[0013] The present invention provides a method for realizing the function of brake cylinder pressure conversion, including the following steps:

[0014] 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, 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.

[0015] The stepless relay valve 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.

[0016] Specifically, the stepless relay valve 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 pressure reduction amount of the train pipe. The smaller the pressure reduction amount of the train pipe, the smaller the CV pressure; the larger the pressure reduction amount of the train pipe, the larger the CV pressure.

[0017] In one embodiment, the control logic of the control mechanism of the brake cylinder pressure conversion device is as follows:

[0018] Judge whether it is an empty car or a loaded car through the determination mechanism: when it is judged to be a loaded car, the pressure regulating mechanism is opened; when it is judged to be an empty car or partially loaded, the pressure regulating mechanism does not work.

[0019] 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 reference curve 2a shown in the brake cylinder pressure curve without conversion function, and the specific method is as follows: Figure 1 shown. Specifically:

[0020] 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;

[0021] 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;

[0022] When the train pipe pressure is reduced to 3.8 bar, the pressure regulating mechanism controls the exhaust of both the upper and lower parts of the pressure regulating piston, and the CV pressure is not adjusted.

[0023] In one embodiment, the determination mechanism includes a closed determination piston chamber, in which there are a determination piston, a determination piston rod, a determination air inlet valve port, a valve plate, and a determination spring in sequence from bottom to top;

[0024] The lower end of the determination piston rod is connected to the determination piston, its upper end passes through the determination air inlet valve port and contacts the valve plate, both ends of the determination spring are respectively fixed on the valve plate and the top of the determination piston chamber, a CV inlet is provided on the side wall of the determination piston chamber above the determination air inlet valve port, a CV' outlet is provided on the side wall of the determination piston chamber between the determination air inlet valve port and the determination piston, and a pressure inlet adapted to the train pipe pressure reduction amount is provided on the side wall of the determination piston chamber below the determination piston.

[0025] Specifically, when the determination mechanism determines that it is a heavy vehicle, the pressure regulating mechanism is opened, and when it is an empty vehicle or partially loaded, the pressure regulating mechanism does not work.

[0026] When the signal pressure T reaches the heavy vehicle pressure, the determination piston pushes the determination piston rod upward, overcoming the force of the determination spring, opening the determination air inlet valve port, and the CV pressure is output to CV', and the pressure regulating mechanism is opened;

[0027] 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 determination 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 determination 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.

[0028] 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 exhaust the upper and lower parts of the pressure regulating piston according to the train pipe pressure reduction amount to control the CV pressure.

[0029] 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 4 shown. The second part is the pressure reducing mechanism, which mainly controls the charging and exhausting of the upper part of the pressure regulating piston. Since both the upper and lower parts of the pressure regulating piston need to exhaust the atmosphere when the train pipe pressure 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 pressure 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.

[0030] In one embodiment, the pressure reduction mechanism includes a closed pressure reduction piston chamber. In the pressure reduction piston chamber, there are, from bottom to top, a pressure reduction lower valve port, a valve plate, a pressure reduction upper valve port, a pressure reduction piston rod, a partition plate, a pressure reduction piston, and a pressure reduction spring. The valve plate is located between the pressure reduction lower valve port and the pressure reduction upper valve port. The lower end of the pressure reduction piston rod is fixed to the valve plate, and the upper end of the pressure reduction piston rod passes through the partition plate and is connected to the pressure reduction piston. The lower end of the pressure reduction spring is connected to the pressure reduction piston, and the upper end of the pressure reduction spring is connected to the top of the pressure reduction piston chamber.

[0031] CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the pressure reduction piston chamber between the pressure reduction upper 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 regulating piston is provided on the side wall of the pressure reduction piston chamber between the pressure reduction lower valve port and the pressure reduction upper valve port. An exhaust valve port is provided on the side wall of the pressure reduction piston chamber below the pressure reduction lower valve port.

[0032] In one embodiment, the pressure increase mechanism includes a first pressure increase piston chamber and a second pressure increase piston chamber.

[0033] In the first pressure increase piston chamber, there are, from bottom to top, a pressure increase lower valve port, a valve plate, a pressure increase upper valve port, a pressure increase piston rod, a partition plate, a pressure increase piston, and a pressure increase spring.

[0034] The valve plate is located between the pressure increase lower valve port and the pressure increase upper valve port. The lower end of the pressure increase piston rod is fixed to the valve plate, and the upper end of the pressure increase piston rod passes through the partition plate and is connected to the pressure increase piston. The pressure increase spring is sleeved on the pressure increase piston rod between the partition plate and the pressure increase piston. The upper end of the pressure increase spring is connected to the pressure increase piston, and the lower end of the pressure increase spring is connected to the partition plate.

[0035] CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the first pressure increase piston chamber between the pressure increase upper valve port and the partition plate and between the partition plate and the pressure increase spring. A CV'' outlet communicating with the lower part of the pressure regulating piston is provided on the side wall of the first pressure increase piston chamber between the pressure increase lower valve port and the pressure increase upper valve port. An exhaust valve port is provided on the side wall of the first pressure increase piston chamber below the pressure increase lower valve port.

[0036] In one embodiment, in the second pressure increase piston chamber, there are, from bottom to top, a second pressure increase spring, a second valve plate, an inflation valve port, a second pressure increase piston rod, a second pressure increase piston, and a third pressure increase spring.

[0037] The upper end of the second pressure increase piston rod is fixed to the second pressure increase piston. The lower end of the second pressure increase piston rod passes through the inflation valve port and contacts the second valve plate. The second pressure increase spring is connected between the second pressure increase piston chamber and the second valve plate. The third pressure increase spring is connected between the second pressure increase piston and the top of the second pressure increase piston chamber.

[0038] 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 and the charging valve port, and 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 charging valve port;

[0039] 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, and an exhaust valve port is provided at the top of the second supercharging piston chamber.

[0040] The beneficial effects of the present invention are as follows:

[0041] The present invention patent proposes a method for realizing the braking cylinder pressure conversion function, which indirectly controls the braking cylinder pressure C by controlling the change of the CV pressure to realize the conversion of the braking pressure. This technical solution can be integrated into the original relay valve without adding a separate conversion device. The existing conversion devices all add a separate braking cylinder pressure conversion device between the relay valve and the braking cylinder, and realize it by directly controlling the braking 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. Description of the Drawings

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required to be used 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.

[0043] Figure 1 is the braking cylinder pressure conversion curve;

[0044] Figure 2 is the schematic diagram of the principle of a method for realizing the braking cylinder pressure conversion function;

[0045] Figure 3 is the schematic diagram of the determination mechanism;

[0046] Figure 4 is the schematic diagram of the decompression mechanism (charging position);

[0047] Figure 5 is the schematic diagram of the supercharging mechanism (exhaust position);

[0048] Figure 6 is the schematic diagram of the decompression mechanism (exhaust position);

[0049] Figure 7 is the schematic diagram of the supercharging mechanism (charging position);

[0050] Figure 8It is the schematic diagram of the supercharging mechanism (re-exhaust position);

[0051] Reference numerals: 3.1 - judgment piston, 3.2 - judgment piston rod, 3.3 - judgment air inlet valve port, 3.4 - judgment exhaust valve port, 3.5 - judgment spring;

[0052] 4.1 - decompression lower valve port, 4.2 - decompression upper valve port, 4.3 - decompression piston, 4.4 - decompression spring;

[0053] 5.1 - supercharging lower valve port, 5.2 - supercharging upper valve port, 5.3 - supercharging piston, 5.4 - supercharging spring, 5.5 - third supercharging spring, 5.6 - second supercharging piston, 5.7 - inflation valve port, 5.8 - supercharging exhaust valve port, 5.9 - second supercharging spring. Detailed implementation manners

[0054] To make the technical problems, technical solutions and technical effects of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with 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 the embodiments. 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.

[0055] 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. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts belong to the scope of protection of the present invention.

[0056] It should be noted that: similar reference numerals and letters represent 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.

[0057] 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.

[0058] Embodiment 1

[0059] This embodiment provides a method for realizing the brake cylinder pressure conversion function, including the following steps:

[0060] 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, 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 reduction amount of the train pipe to control the CV pressure;

[0061] The stepless relay valve 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, realizing the conversion of the brake cylinder pressure C.

[0062] Specifically, the stepless relay valve 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, and the larger the reduction amount of the train pipe, the larger the CV pressure.

[0063] Embodiment 2

[0064] This embodiment further optimizes on the basis of Embodiment 1, specifically:

[0065] The control logic of the control mechanism of the brake cylinder pressure conversion device is as follows:

[0066] Judge whether it is an empty car or a loaded car through the determination mechanism: when it is judged to be a loaded car, the pressure regulating mechanism is opened; when it is judged to be an empty car or partially loaded, the pressure regulating mechanism does not work.

[0067] 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 reference curve 2a of the brake cylinder pressure curve without conversion function Figure 1 shown, the specific method is as follows:

[0068] During the period when the train pipe 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 be exhausted to reduce the CV pressure;

[0069] During the period when the train pipe is reduced 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;

[0070] When the train pipe is reduced 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.

[0071] Embodiment 3

[0072] This embodiment is further optimized on the basis of Embodiment 1 or Embodiment 2. Specifically:

[0073] The determination mechanism includes a closed determination piston chamber. Inside the determination piston chamber, 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.

[0074] The lower end of the determination piston rod 3.2 is connected to the determination piston 3.1, and its upper end 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 inside the determination piston chamber. A CV inlet is provided on the side wall of the determination piston chamber above the determination intake valve port 3.3. A CV' outlet is provided on the side wall of the determination piston chamber between the determination intake valve port 3.3 and the determination piston 3.1. A pressure inlet adapted to the reduction amount of the train pipe is provided on the side wall of the determination piston chamber below the determination piston 3.1.

[0075] A determination exhaust valve port 3.4 communicating with the exhaust valve port above the determination piston rod 3.2 is provided between the valve plate and the determination piston rod 3.2.

[0076] Specifically, when the determination mechanism determines 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.

[0077] When the signal pressure T reaches the heavy vehicle pressure, the determination piston 3.1 pushes the determination piston rod 3.2 upward, overcoming the force of the determination spring 3.5, opening the determination intake valve port 3.3, and the CV pressure is output to the CV' outlet, activating the pressure regulating mechanism;

[0078] When the signal pressure T is only the empty vehicle or partially loaded pressure, the force acting on the piston 3.1 cannot overcome the force of the determination 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 determination 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 when it is an empty vehicle or partially loaded. The principle is as Figure 3 shown.

[0079] Embodiment 4

[0080] This embodiment is further optimized on the basis of Embodiment 3. Specifically:

[0081] 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 the upper and lower parts of the pressure regulating piston according to the reduction amount of the train pipe to control the CV pressure.

[0082] 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 the lower part of the pressure regulating piston. The principle is as Figure 6As shown, the second part is the pressurizing mechanism, which mainly controls the charging and discharging of the upper part of the pressure regulating piston. Since the train pipe is depressurized to 3.8 bar, both the upper and lower parts of the pressure regulating piston need to exhaust to the atmosphere. During the depressurization of the train pipe, the upper part of the pressure regulating piston has a process of first exhausting, then inflating, and then exhausting again. Therefore, a re-exhaust valve needs to be set in the pressurizing mechanism, and its principle is as Figure 5 shown.

[0083] Embodiment 5

[0084] This embodiment is a further optimization based on Embodiment 4. Specifically:

[0085] The pressure reducing mechanism includes a closed pressure reducing piston chamber. From bottom to top in the pressure reducing piston chamber, there are a lower pressure reducing valve port 4.1, a valve plate, an upper pressure reducing 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 lower pressure reducing valve port 4.1 and the upper pressure reducing 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 chamber;

[0086] 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.

[0087] Embodiment 6

[0088] This embodiment is a further optimization based on Embodiment 5. Specifically:

[0089] The pressurizing mechanism includes a first pressurizing piston chamber and a second pressurizing piston chamber.

[0090] From bottom to top in the first pressurizing piston chamber, there are a lower pressurizing valve port 5.1, a valve plate, an upper pressurizing valve port 5.2, a pressurizing piston rod, a partition plate, a pressurizing piston 5.3, and a pressurizing spring 5.4 in sequence;

[0091] The valve plate is located between the lower pressurizing valve port 5.1 and the upper pressurizing valve port 5.2. The lower end of the pressurizing piston rod is fixed on the valve plate, the upper end of the pressurizing piston rod passes through the partition plate and is connected to the pressurizing piston 5.3. The pressurizing spring 5.4 is sleeved on the pressurizing piston rod between the partition plate and the pressurizing piston 5.3. The upper end of the pressurizing spring 5.4 is connected to the pressurizing piston 5.3, and the lower end of the pressurizing spring 5.4 is connected to the partition plate;

[0092] 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, there are both CV' inlets communicating with the CV' outlet of the determination mechanism. 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, there is a CV'' outlet communicating with the lower part of the pressure regulating piston. On the side wall of the first supercharging piston chamber below the lower supercharging valve port 5.1, there is an exhaust valve port.

[0093] In the second supercharging piston chamber, from bottom to top, there are successively 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;

[0094] 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 inside the second supercharging piston chamber;

[0095] On the side wall of the second supercharging piston chamber between the second supercharging piston 5.6 and the inflation valve port 5.7, there is an air outlet communicating with the upper part of the pressure regulating piston. On the side wall of the second supercharging piston chamber below the inflation valve port 5.7, there is a CV'' inlet communicating with the CV'' outlet of the first supercharging piston chamber;

[0096] Between the second valve plate and the second supercharging piston rod, there is a supercharging exhaust valve port 5.8 communicating with the second supercharging piston chamber above the second supercharging piston 5.6. On the top of the second supercharging piston chamber, there is an exhaust valve port.

[0097] The working principle is as follows:

[0098] 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.

[0099] 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 reduction amount of the train pipe pressure to control the CV pressure;

[0100] 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 be exhausted 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 be exhausted 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 be exhausted, and the CV pressure is not adjusted. Specifically as follows:

[0101] 1), During the reduction of the train pipe pressure to 4.6 - 4.2 bar, it is necessary to reduce the CV pressure.

[0102] At this time, the pressure reduction mechanism controls the inflation of the lower part of the pressure regulating piston. The pressure CV' output from the judgment mechanism is respectively input to the lower part of the pressure reduction piston 4.3 and the upper part of the pressure reduction upper valve port 4.2. Since the CV' pressure generated at the CV' inlet is less than the force of the pressure reduction spring 4.4, the pressure reduction upper valve port 4.2 opens, the pressure reduction lower valve port 4.1 closes, and the CV' pressure is input to the lower part of the pressure regulating piston to reduce the CV pressure, as Figure 4 shown.

[0103] The pressure increasing mechanism controls the exhaust of the upper part of the pressure regulating piston. The pressure CV' output from the judgment mechanism is respectively input to the upper part of the pressure increasing piston 5.3 and the upper part of the pressure increasing upper valve port 5.2. Since the CV' pressure generated at the CV' inlet is less than the force of the pressure increasing spring 5.4, the pressure increasing upper valve port 5.2 closes, the pressure increasing lower valve port 5.1 opens, and the pressure CV'' between the pressure increasing upper valve port 5.2 and the pressure increasing lower valve port 5.1 leads to the CV'' outlet. At the same time, the second pressure increasing piston 5.6 of the exhaust valve opens the inflation valve port 5.7 under the action of the third pressure increasing 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.

[0104] 2), During the reduction of the train pipe pressure to 4.2 - 3.8 bar, it is necessary to increase the CV pressure.

[0105] At this time, the pressure reduction mechanism controls the exhaust of the lower part of the pressure regulating piston. The pressure CV' output from the judgment 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 pressure reduction upper valve port 4.2, opening the pressure reduction lower valve port 4.1, closing the CV' secondary outlet, and opening the exhaust valve port EX at the lower part of the pressure regulating piston, as Figure 6 shown.

[0106] The pressure increasing mechanism controls the inflation of the upper part of the pressure regulating piston. The pressure CV' output from the judgment mechanism also increases to be greater than the force of the pressure increasing spring 5.4, pushing the pressure increasing piston 5.3 downward, opening the pressure increasing upper valve port 5.2, closing the passage for the pressure CV'' to exhaust to the atmosphere, opening the passage 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 increasing piston 5.6. Since its pressure is less than the force of the third pressure increasing spring 5.5 and the state of the exhaust valve remains unchanged, the pressure CV'' is input to the upper part of the pressure regulating piston to increase the CV pressure, as Figure 7 shown.

[0107] 3), When the train pipe pressure is reduced to 3.8 bar, the CV pressure cannot be adjusted.

[0108] At this time, the state of the pressure relief mechanism remains unchanged, and it still controls the lower part of the pressure regulating piston to exhaust to the atmosphere, as Figure 6 shown.

[0109] The state of the pressure boosting mechanism also remains unchanged, maintaining the passage from the inlet of CV' to the outlet of CV'' open. However, at this time, the output pressure of CV'' continues to increase, and its pressure overcomes the force of the third pressure boosting spring 5.5, closing the charging valve port 5.7 of the re-exhaust valve and opening the pressure boosting exhaust valve port 5.8, causing the upper part of the pressure regulating piston to exhaust to the atmosphere, as Figure 8 shown.

Claims

1. A method for implementing a brake cylinder pressure conversion function, characterized in that It includes 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, 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 charges and discharges 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 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. The control logic of the control mechanism of the brake cylinder pressure conversion device is as follows: Determine whether it is an empty car or a loaded car through the determination mechanism: when it is determined to be a loaded 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. When it is a loaded car, after the pressure regulating mechanism is opened, the CV pressure is adjusted through the pressure regulating piston. The specific method is as follows: 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; The determination mechanism includes a closed determination piston chamber. From bottom to top in the determination piston chamber, there are a determination piston (3.1), a determination piston rod (3.2), a determination air inlet valve port (3.3), a valve plate, and a determination spring (3.5) in sequence; The lower end of the determination piston rod (3.2) is connected to the determination piston (3.1), its upper end passes through the determination air inlet valve port (3.3) and contacts the valve plate. The two ends of the determination spring (3.5) are respectively fixed on the valve plate and the top of the determination piston chamber. A CV inlet is provided on the side wall of the determination piston chamber above the determination air inlet valve port (3.3), a CV' outlet is provided on the side wall of the determination piston chamber between the determination air inlet valve port (3.3) and the determination piston (3.1), and a pressure inlet adapted to the pressure reduction amount of the train pipe is provided on the side wall of the determination piston chamber below the determination piston (3.1).

2. The implementation method of a brake cylinder pressure conversion function according to claim 1, wherein, The pressure regulating mechanism includes a pressure reduction mechanism and a pressure increase mechanism. The pressure reduction mechanism and the pressure increase mechanism respectively charge and discharge 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.

3. The implementation method of a brake cylinder pressure conversion function according to claim 2, characterized in that, The pressure reduction mechanism includes a closed pressure reduction piston chamber. From bottom to top in the pressure reduction piston chamber, there are a pressure reduction lower valve port (4.1), a valve plate, a pressure reduction upper valve port (4.2), a pressure reduction piston rod, a partition plate, a pressure reduction piston (4.3), and a pressure reduction spring (4.4) in sequence. The valve plate is located between the pressure reduction lower valve port (4.1) and the pressure reduction upper valve port (4.2). The lower end of the pressure reduction piston rod is fixed on the valve plate, the upper end of the pressure reduction piston rod passes through the partition plate and is connected to the pressure reduction piston (4.3). The lower end of the pressure reduction spring (4.4) is connected to the pressure reduction piston (4.3), and the upper end of the pressure reduction spring (4.4) is connected to the top of the pressure reduction piston chamber; CV' inlets communicating with the CV' outlet of the determination mechanism are provided on the side walls of the pressure relief piston chamber between the pressure relief upper valve port (4.2) and the partition plate, and between the partition plate and the pressure relief 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 relief piston chamber between the pressure relief lower valve port (4.1) and the pressure relief upper valve port (4.2). An exhaust valve port is provided on the side wall of the pressure relief piston chamber below the pressure relief lower valve port (4.1).

4. The implementation method of a brake cylinder pressure conversion function according to claim 2, characterized in that, The supercharging mechanism includes a first supercharging piston chamber and a second supercharging piston chamber.

5. The implementation method of a brake cylinder pressure conversion function according to claim 4, characterized in that In the first supercharging piston chamber, there are, from bottom to top, a supercharging lower valve port (5.1), a valve plate, a supercharging upper 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 supercharging lower valve port (5.1) and the supercharging upper valve port (5.2). 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 (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 supercharging upper valve port (5.2) and the partition plate, and between the partition plate and the supercharging spring (5.5). 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 supercharging lower valve port (5.1) and the supercharging upper valve port (5.2). An exhaust valve port is provided on the side wall of the first supercharging piston chamber below the supercharging lower valve port (5.1).

6. The implementation method of a brake cylinder pressure conversion function according to claim 5, characterized in that 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 to 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 supercharging exhaust valve port (5.8) communicating with the second supercharging piston chamber above the second supercharging piston (5.6) 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.

Images