Integrated railway wagon two-stage empty and loaded wagon adjusting device and control method thereof

Abstract

The present application relates to a kind of integral railway wagon two-stage empty and heavy vehicle adjusting device and its control method, for the complex pipeline of existing stepless adjusting device, many leakage points and the demand of only empty and heavy two-stage adjustment for heavy load special line, proportioning valve assembly and sensing valve assembly are integrated, simplify installation and arrangement and reduce pipeline joint and potential leakage risk.The proportioning valve assembly of the device adjusts the compressed air flow of brake control valve to brake cylinder, sensing valve assembly controls brake cylinder and pressure reducing air cylinder according to vehicle load state, and pressure regulating assembly controls proportioning piston back cavity exhaust through pressure reducing air cylinder pressure;When empty, sensing valve assembly opens brake cylinder and pressure reducing air cylinder passage, close when heavy, realize the accurate two-stage pressure adjustment of empty and heavy vehicle working condition, while considering structure light weight, convenient arrangement and system reliability.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle braking control technology, and in particular to an integrated two-stage empty / loaded car adjustment device for railway freight cars and its control method. Background Technology

[0002] Currently, the continuously variable adjustment (CVT) empty / loaded car adjustment devices widely used in domestic railway freight cars typically consist of two separate parts: a pressure relief valve (or proportional valve) and a sensing valve, which are installed at different locations on the vehicle. Due to the numerous and complex pipeline interfaces connecting to the empty and loaded cars, there are many potential leakage points, increasing the difficulty of system maintenance and safety risks. At the same time, heavy-haul dedicated line trains only need to cope with two typical operating conditions in actual operation: empty and heavy load. The existing CVT mode is difficult to accurately match such specific needs, and the split structure has problems such as structural complexity, large weight, and volume redundancy, which does not meet the development direction of vehicle lightweighting and the requirements of convenient layout.

[0003] Therefore, there is an urgent need to develop an integrated two-stage empty / loaded car adjustment device to simplify installation and layout, reduce the number of pipelines and joints, reduce leakage risk, and adapt to the operating environment of heavy-duty dedicated lines through two-stage precise adjustment, while achieving structural lightweighting and layout optimization. Summary of the Invention

[0004] This invention addresses the problems of existing split-type empty / loaded car adjustment devices, such as complex piping, high leakage risk, and difficulty in matching the two-stage operating conditions of heavy-duty dedicated lines. It proposes an integrated two-stage adjustment device that integrates a proportional valve, a sensor valve, and a pressure regulating component, simplifying installation and piping layout and reducing leakage points. The sensor valve controls the on / off state of the brake cylinder and the pressure-reducing air cylinder, and the pressure regulation and proportional valve work together to precisely control the pressure of the empty car brake cylinder, achieving two-stage pressure adjustment. This adapts to dedicated line operating conditions and combines the advantages of small size, optimized layout, and high reliability. The technical solution provided by this invention is as follows: In a first aspect, the present invention provides an integrated two-stage empty / loaded car adjustment device for railway freight cars, comprising: A proportional valve assembly, including a proportional valve port, a proportional piston, and a proportional spring, is used to regulate the flow of compressed air from the brake control valve to the brake cylinder. The sensor valve assembly, including a sensor valve, a sensor valve piston, and a return spring, is used to control the on / off connection between the brake cylinder and the depressurization cylinder according to the vehicle load condition. The pressure regulating assembly, including a rising piston and a sandwich valve, is controlled by the pressure of the pressure-reducing air cylinder to open or close the exhaust passage of the proportional piston back chamber. In the unloaded state, the pressure ratio between the brake cylinder and the brake control valve is determined by the following formula: in, The output pressure of the brake cylinder. The effective working area of ​​the proportional piston. This is the equivalent flow area of ​​the proportional valve orifice. The input pressure for the brake control valve. This is the preload of the proportional spring.

[0005] In some specific embodiments, the device further includes a relief check valve, the inlet of which is connected to the brake cylinder and the pressure-reducing air cylinder respectively, and the outlet is connected to the atmosphere, for simultaneously discharging the pressurized air from the brake cylinder and the pressure-reducing air cylinder when the pressure of the brake control valve is released.

[0006] In some specific embodiments, the inlet of the proportional valve port is connected to the brake control valve, and the outlet is connected to the brake cylinder; The proportional piston divides the valve body cavity into an upstream cavity that communicates with the brake cylinder and a back cavity that contacts the proportional spring. The proportional spring is located in the back cavity and is used to apply a preload force to the proportional valve port to make it tend to open.

[0007] In some specific embodiments, one end of the sensing valve is connected to the brake cylinder, and the other end is connected to the pressure-reducing air cylinder; The piston of the sensing valve is slidably mounted in the inner cavity of the sensing valve, with its head extending out of the lower end face of the sensing valve and positioned opposite to the contact plate fixed to the side frame of the vehicle. The reset spring is sleeved on the outer periphery of the piston rod of the sensing valve, with one end abutting against the wall of the sensing valve and the other end abutting against the piston of the sensing valve. It is used to apply a preload force to the piston of the sensing valve to tend to disconnect the pressure-reducing air cylinder from the sensing valve.

[0008] In some specific embodiments, the rising piston is connected to the pressure-reducing cylinder and is used to respond to pressure changes in the pressure-reducing cylinder and drive the sandwich valve to move upward; the exhaust port of the sandwich valve is connected to the atmosphere, and the control port is connected to the back cavity of the proportional piston.

[0009] In some specific embodiments, the proportional valve assembly further includes a constriction orifice disposed between the upstream cavity and the back cavity to form a continuous throttling channel for slowly filling the back cavity with air during braking to establish back pressure.

[0010] In some specific embodiments, the proportional valve assembly further includes a back pressure valve port and a back pressure discharge port. The back pressure valve port is connected to the outlet side of the proportional valve port and is used to adjust the back pressure of the brake cylinder. The back pressure discharge port is connected to the back pressure valve port and is used to discharge the back pressure gas adjusted by the back pressure valve port.

[0011] In some specific embodiments, the outlet end of the sensing valve is provided with a diversion port, which is used to divert part of the pressurized air from the brake cylinder to the pressure-reducing air cylinder when the vehicle is in an unloaded state.

[0012] Secondly, the present invention also provides a control method based on the above-described integrated two-stage empty / loaded car adjustment device for railway freight cars, comprising the following steps: Air is supplied to the proportional valve port through the brake control valve. Compressed air enters the back chamber of the proportional piston. Under the preload of the proportional spring, the proportional valve port is fully open, and the brake cylinder pressure increases. The increased pressure from the brake cylinder pushes the sensor valve piston toward the contact plate fixed to the vehicle side frame; If the vehicle is empty, the piston of the sensing valve continues to move downward, allowing the pressurized air in the brake cylinder to enter the depressurization cylinder. The rising piston moves upward under the pressure of the depressurization cylinder, causing the sandwich valve to open. The back chamber of the proportional piston quickly exhausts air, and the back pressure decreases. Under the pressure of the brake control valve, the proportional piston overcomes the elastic force of the proportional spring and closes the proportional valve port, so that the pressure of the brake cylinder is lower than the pressure of the brake control valve according to a preset ratio, thereby achieving pressure reduction control in the empty vehicle state. If the vehicle is a heavy vehicle, the piston of the sensing valve is limited by the contact plate, the pressure-reducing air cylinder is cut off, the sandwich valve is closed, the pressure in the back chamber of the proportional piston is equal to the pressure in the upstream chamber, the proportional valve port is kept fully open under the action of the proportional spring, and the pressure of the brake cylinder is equal to the pressure of the brake control valve, so as to realize the full pressure output under the heavy vehicle state. When the brake control valve is depressurized, the relief check valve opens due to the pressure difference, and the pressurized air of the brake cylinder and the depressurization air cylinder is synchronously discharged to the atmosphere through the same discharge channel, and the sensor valve piston and the proportional piston are reset.

[0013] Thirdly, the present invention also provides an air braking device, including the aforementioned integrated two-stage empty / loaded car adjustment device for railway freight cars.

[0014] By adopting the above technical solution, the integrated two-stage empty / loaded car adjustment device and its control method for railway freight cars provided by the present invention have the following beneficial effects: 1. By innovatively integrating the proportional valve assembly and the sensing valve assembly into a single structure, the traditional two independent valve components are combined into a single functional integrated valve, reducing the number of pipeline connections and interfaces, simplifying the overall structural layout, reducing the number of potential leakage points in the system from the source, effectively improving the airtightness and operational reliability of the braking system, and reducing potential failures caused by leakage.

[0015] 2. Through a unique proportional valve port and proportional piston structure design, combined with the precise sensing of vehicle load status by the sensor valve (open when empty, closed when loaded), two-stage precise control of brake cylinder pressure is achieved under empty and loaded conditions; when empty, the brake cylinder output pressure is adjusted according to a set ratio (e.g., 40%-60%) to effectively reduce braking force and prevent wheel lock-up; when loaded, it provides maximum braking force, precisely matching the only two typical operating requirements of heavy-duty dedicated lines: empty and loaded, with high control precision.

[0016] 3. The integrated design reduces the number of parts and the overall volume, lowers the weight of the device, conforms to the trend of lightweight development of railway freight cars, and is also easier to install and arrange in the limited space of the vehicle, thus improving space utilization efficiency. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the integrated two-stage empty / loaded car adjustment device for railway freight cars provided in this application embodiment when braking in the empty car position; Figure 2 A schematic diagram of the integrated two-stage empty / loaded car adjustment device for railway freight cars provided in this application embodiment during braking at the loaded car position; Figure 3 A schematic diagram of the integrated two-stage empty / loaded car adjustment device for railway freight cars provided in the embodiments of this application in the empty car position relief state.

[0019] The following is supplementary explanation of the attached figures: 11-Proportional valve port; 12-Proportional piston; 13-Proportional spring; 14-Contraction orifice; 15-Back pressure valve port; 16-Back pressure discharge port; 21-Sensing valve; 22-Sensing valve piston; 23-Return spring; 24-Flow divider port; 31-Lifting piston; 32-Clamping valve; 41-Relief check valve; 51-Brake control valve; 52 Brake cylinder; 53-Pressure-reducing air cylinder; 54-Contact plate. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0021] The term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the invention. In the description of the invention, it should be understood that the terms "upper," "lower," "top," "bottom," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature. Moreover, the terms "first," "second," etc., are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein.

[0022] When a numerical range is disclosed herein, the range is considered continuous and includes the minimum and maximum values ​​of the range, as well as every value between the minimum and maximum values. Furthermore, when the range refers to an integer, it includes every integer between the minimum and maximum values ​​of the range. Additionally, when multiple ranges are provided to describe a feature or characteristic, the ranges may be combined. In other words, unless otherwise specified, all ranges disclosed herein should be understood to include any and all subranges to which they are included. For example, a specified range from “1 to 10” should be considered to include any and all subranges between the minimum value 1 and the maximum value 10. Exemplary subranges of the range 1 to 10 include, but are not limited to, 1 to 6.1, 3.5 to 7.8, 5.5 to 10, etc.

[0023] Please see Figures 1 to 3 This invention provides an integrated two-stage empty / loaded car adjustment device for railway freight cars, comprising: The proportional valve assembly, including a proportional valve port 11, a proportional piston 12, and a proportional spring 13, is used to regulate the flow rate of compressed air from the brake control valve 51 to the brake cylinder 52. Specifically, the proportional valve port 11 is installed at the front end of the proportional piston 12 and connects to the output channel of the brake control valve 51 to form a variable throttling structure. The rear end of the proportional piston 12 is preloaded by the proportional spring 13, and its back cavity is connected to the pressure-reducing air cylinder 53 through a sandwich valve 32. The displacement of the proportional piston 12 can directly change the flow area of ​​the proportional valve port 11. When the brake control valve 51 directs the air flow to the brake cylinder 52, the proportional valve port 11 can be adjusted to regulate the flow rate of compressed air from the brake control valve 51 to the brake cylinder 52. When the air is supplied in a unified manner, the air pressure generated by the compressed air acts on the front end of the proportional piston 12. This air pressure overcomes the preload of the proportional spring 13 and pushes the proportional piston 12 to move backward. As the proportional piston 12 moves backward, the proportional valve port 11 gradually opens. During this process, the flow rate of compressed air flowing through the proportional valve port 11 is adjusted according to the law of "dynamic balance of the effective working area of ​​the proportional piston 12, the stiffness of the proportional spring 13, and the back cavity pressure (transmitted from the pressure reducing air cylinder 53 through the sandwich valve 32)" to achieve continuous proportional control of the charging pressure of the brake cylinder 52.

[0024] The sensor valve assembly, including a sensor valve 21, a sensor valve piston 22, and a return spring 23, is used to control the connection and disconnection between the brake cylinder 52 and the pressure-reducing cylinder 53 according to the vehicle's load status. Specifically, the sensor valve 21 can be a cylindrical metal valve body, with the sensor valve piston 22 coaxially arranged inside. The rod end of the sensor valve piston 22 is fixedly connected to one end of the return spring 23 via a spring seat, and the other end of the return spring 23 abuts against the closed end face of the sensor valve 21 to form a pre-tightening. The shoulder of the sensor valve piston 22 divides the valve chamber into upper and lower chambers, which are respectively connected to the brake cylinder 52 and the pressure-reducing cylinder 53 through internal channels. When the vehicle load increases, the contact plate 54 moves upward, and the sensor valve piston 22 moves backward under pressure, compressing the return spring 23. The sensor valve piston 22 cuts off the passage between the two chambers, isolating the pressure-reducing cylinder 53 from the brake cylinder 52, and the system switches to the heavy vehicle position. When the load decreases, the contact plate 54 descends, and the return spring 23 pushes the piston back to its original position, reconnecting the two chambers and establishing an empty vehicle position. By utilizing the instantaneous pressure difference between the brake cylinder 52 and the pressure-reducing air cylinder 53, as well as the balance of spring force, the piston displacement is continuous, achieving precise control of two-stage on / off operation and ensuring that the braking pressure of empty and loaded vehicles matches the load.

[0025] The pressure regulating component, including the lifting piston 31 and the clamp valve 32, is controlled by the pressure reducing cylinder 53 to open or close the exhaust passage of the proportional piston 12's back chamber. Specifically, the lifting piston 31 and the clamp valve 32 work together. The pressure of the pressure reducing cylinder 53 acts on the lifting piston 31, causing it to move accordingly. This movement drives the clamp valve 32 to change its position. When the pressure of the pressure reducing cylinder 53 reaches a specific value, the mechanical linkage between the lifting piston 31 and the clamp valve 32 opens or closes the exhaust passage of the proportional piston 12's back chamber. This precisely controls the exhaust situation of the proportional piston 12's back chamber, ensuring that the system manages the opening and closing of the proportional piston 12's back chamber exhaust passage reasonably according to the pressure changes of the pressure reducing cylinder 53, maintaining system pressure balance and stable braking performance.

[0026] In the unloaded state, the pressure ratio between brake cylinder 52 and brake control valve 51 is determined by the following formula: in, The output pressure of brake cylinder 52, The effective working area of ​​the proportional piston 12, The equivalent flow area of ​​the proportional valve port 11 is... The input pressure for the brake control valve 51, This is the preload force of the proportional spring 13.

[0027] Specifically, please refer to Figure 1 When braking in an empty position, the compressed air supplied by the brake control valve 51 enters the chamber of the proportional piston 12 and enters its back through the contraction orifice 14. At this time, the pressure inside and outside the proportional piston 12 is balanced, and it is in the open position (proportional valve port 11 is fully open) under the preload of the proportional spring 13. The compressed air from the brake control valve 51 enters the brake cylinder 52 directly through the open proportional valve port 11, and simultaneously flows into the upper part of the sensor valve piston 22, pushing the sensor valve piston 22 to move downward against the resistance of the return spring 23. Since the touch plate 54 is installed on the vehicle side frame and the empty / loaded valve is installed on the vehicle body in the empty state, the relative positions of the two are the farthest (the touch plate 54 is located lower). After the sensor valve piston 22 moves down, it opens. The passage between brake cylinder 52 and pressure-reducing air cylinder 53 is established. Simultaneously, compressed air from pressure-reducing air cylinder 53 enters below the lifting piston 31, pushing the lifting piston 31 to open the clamp valve 32. This allows compressed air on the back of proportional piston 12 to be rapidly discharged to the atmosphere through the back pressure valve port 15, whose flow rate is greater than that of the constriction orifice 14. Because the exhaust rate of the back pressure valve port 15 is much higher than the replenishment rate of compressed air through the constriction orifice 14 to brake control valve 51, the proportional piston 12, under the continuous pressure of brake control valve 51, overcomes the resistance of the proportional spring 13 and moves downwards, closing the proportional valve port 11. At this time, the proportional valve enters a precise proportional adjustment state. If the pressure of brake control valve 51 continues to rise, the pressure of brake cylinder 52 will follow the formula:

[0028] By adjusting the ratio of the effective working area of ​​the proportional piston 12 to the equivalent flow area of ​​the proportional valve port 11 or the preload of the proportional spring 13, the ratio of the pressure of the brake cylinder 52 to the pressure of the brake control valve 51 when the vehicle is unloaded can be controlled (usually 40%~60%), thereby keeping the pressure of the unloaded brake cylinder 52 within a reasonable range, reducing the braking force required for the unloaded vehicle condition, and avoiding wheel lock-up due to excessive braking force.

[0029] Please see Figure 2 When braking a heavy vehicle, the compressed air supplied by the brake control valve 51 enters the chamber of the proportional piston 12 and enters its back through the contraction orifice 14. At this time, the pressure inside and outside the proportional piston 12 is balanced, and it is in the open position (proportional valve port 11 is fully open) under the preload of the proportional spring 13. The upstream compressed air enters the brake cylinder 52 in full through the open valve port. At the same time, the compressed air in the brake cylinder 52 flows synchronously into the upper part of the sensor valve piston 22, pushing the sensor valve piston 22 to overcome the resistance of the return spring 23 and continue to move downward until it contacts the contact plate 54 (due to the heavy vehicle). In the vehicle's state, the touch plate 54 is installed on the side frame of the vehicle, and the empty / loaded car valve is installed on the car body. The two are relatively close to each other. After the sensor valve piston 22 moves down to the touch plate 54 and stops moving, the sensor valve piston 22 cannot open the passage from the brake cylinder 52 to the pressure-reducing air cylinder 53. Based on the above process, the compressed air flowing through the brake control valve 51 enters the brake cylinder 52 without diversion, so that the vehicle can obtain the maximum braking force in the loaded position, accurately meeting the high requirements for braking performance under heavy-load conditions of railway freight cars, and ensuring the reliability and safety of the braking system.

[0030] In some specific embodiments, a release check valve 41 is also included. Its inlet is connected to the brake cylinder 52 and the pressure-reducing air cylinder 53 respectively, and its outlet is connected to the atmosphere. It is used to simultaneously discharge the pressurized air from the brake cylinder 52 and the pressure-reducing air cylinder 53 when the pressure of the brake control valve 51 is released. Specifically, in the vacant position release state, when the control pressure of the brake control valve 51 is released, its output pressure drops, resulting in a significant pressure difference on both sides of the release check valve 41 (i.e., the pressure in the brake cylinder 52 and the pressure-reducing air cylinder 53 is higher than the atmospheric pressure). This causes the release check valve 41 to open, and the compressed air in the brake cylinder 52 and the pressure-reducing air cylinder 53 is quickly discharged to the atmosphere through the valve, realizing a rapid initial release of system pressure. At the same time, the proportional piston 12 begins to reset under the preload of the proportional spring 13, pushing the proportional valve port 11 to reopen and restoring the air supply passage from the brake control valve 51 to the brake cylinder 52. The sensor valve piston 22 also moves upward and resets under the action of the reset spring 23, disengaging from the contact plate 54. However, at this time, the residual compressed air in the pressure-reducing air cylinder 53 has not been completely discharged. Entering the second stage of relief, as the brake control pressure further decreases, the pressure difference across the relief check valve 41 continues to increase, driving the efficient discharge of residual compressed air from the brake cylinder 52 and the pressure-reducing air cylinder 53, further accelerating the system pressure drop. The proportional piston 12 is fully reset under the action of the proportional spring 13, and the proportional valve port 11 is fully opened, ensuring unobstructed air supply passage between the brake control valve 51 and the brake cylinder 52. At the same time, the sensor valve piston 22 completes its final reset under the continuous action of the reset spring 23, and discharges the residual compressed air in the pressure-reducing air cylinder 53 to the atmosphere through the exhaust channel at the specially set contact rod position on the sensor valve 21, completely eliminating residual pressure in the system, realizing reliable reset of each functional component and full unobstructed air supply passage, providing stable and reliable initial conditions for the next braking cycle, thereby ensuring the efficiency, reliability, and continuity of the entire relief process and system cycle.

[0031] In some specific embodiments, the inlet of the proportional valve port 11 is connected to the brake control valve 51, and the outlet is connected to the brake cylinder 52; the proportional piston 12 divides the inner cavity of the valve body into an upstream cavity connected to the brake cylinder 52 and a back cavity in contact with the proportional spring 13; the proportional spring 13 is located in the back cavity and is used to apply a preload force to the proportional valve port 11 to make it tend to open. Specifically, the inlet of the proportional valve port 11 is directly connected to the brake control valve 51 (such as valve 120) through the brake system pipeline, forming an input channel for compressed air, and its outlet is connected to the brake cylinder 52, forming the main passage for supplying compressed air to the brake cylinder 52; the proportional piston 12 is installed in the inner cavity of the proportional valve port 11, clearly dividing the inner cavity of the proportional valve port 11 into two independent chambers, the upper upstream chamber connected to the brake cylinder 52 (this chamber is directly connected to the brake cylinder 52 through the proportional valve port 11 and is used to receive and transmit compressed air from the proportional valve port 11), and the lower back cavity in contact with the proportional spring 13 (this chamber is connected to the front end of the proportional piston 12 through the constriction orifice 14). The proportional spring 13 is preloaded and installed in the back cavity of the proportional piston 12 (usually fixed to the bottom of the back cavity or on the support structure). Its elastic force is opposite to the closing direction of the proportional valve port 11. It is used to apply a constant preload force to the proportional valve port 11 to make it tend to open. When the pressure inside and outside the proportional piston 12 is balanced, the proportional spring 13 pushes the proportional piston 12 to the open position, ensuring that the proportional valve port 11 is kept at the maximum opening, thereby giving priority to ensuring that the compressed air of the brake control valve 51 enters the brake cylinder 52 without obstruction through the proportional valve port 11, providing basic path control and mechanical balance conditions for subsequent proportional adjustment.

[0032] In some specific embodiments, one end of the sensing valve 21 is connected to the brake cylinder 52, and the other end is connected to the pressure-reducing air cylinder 53; the sensing valve piston 22 is slidably installed in the inner cavity of the sensing valve 21, with its head extending out of the lower end face of the sensing valve 21 and being disposed opposite to the contact plate 54 fixed to the side frame of the vehicle; the return spring 23 is sleeved on the outer periphery of the rod of the sensing valve piston 22, with one end abutting against the wall of the sensing valve 21 and the other end abutting against the sensing valve piston 22, and is used to apply a preload force to the sensing valve piston 22 to tend to disconnect the pressure-reducing air cylinder 53. Specifically, one end of the sensing valve 21 is connected to the upstream brake cylinder 52 via a dedicated pipeline, and the other end is connected to the pressure-reducing air cylinder 53 via an independent air passage, forming a key valve for controlling the on / off state of the brake cylinder 52 and the pressure-reducing air cylinder 53; the sensing valve piston 22 is slidably installed in the inner cavity of the sensing valve 21 (precisely fitted along the axial guide hole), and its head (lower end) extends out of the lower end face of the sensing valve 21 valve body, and maintains a set relative position relationship with the contact plate 54 fixed on the vehicle side frame (the contact plate 54 is installed on the side frame, the sensing valve 21 is installed on the vehicle body, and the distance between the two changes with the vehicle load); the return spring 23 is fitted around the outer periphery of the rod of the sensing valve piston 22 (arranged along the piston axial direction), and one end of it abuts against the wall of the sensing valve 21 (or the positioning structure of the inner wall of the sensing valve 21). The other end abuts against the rod step surface or the upper end surface of the head of the sensor valve piston 22, and is used to apply a preload force to the sensor valve piston 22 to disconnect the pressure-reducing cylinder 53 from the brake cylinder 52 (i.e., under normal conditions, push the piston to block the passage between the brake cylinder 52 and the pressure-reducing cylinder 53); when the vehicle load changes and the relative position of the contact plate 54 and the sensor valve piston 22 changes (when the vehicle is empty, the contact plate 54 is lower, pushing the piston down to open the passage; when the vehicle is loaded, the contact plate 54 is higher, and the piston is reset and blocked under the action of the return spring 23), the sensor valve piston 22 responds to the force of the contact plate 54 by axial sliding, and precisely controls the on / off state between the brake cylinder 52 and the pressure-reducing cylinder 53, so as to realize the air circuit isolation or connection function of the braking system under different load conditions.

[0033] In some specific embodiments, the lifting piston 31 is connected to the pressure-reducing cylinder 53 to respond to pressure changes within the cylinder 53 and drive the sandwich valve 32 upward. The exhaust port of the sandwich valve 32 is connected to the atmosphere, and its control port is connected to the back cavity of the proportional piston 12. Specifically, the lifting piston 31 is a pressure-response actuator, with its lower air inlet directly connected to the pressure-reducing cylinder 53 via an independent pipeline, used to sense pressure changes in the compressed air inside the cylinder 53 in real time. When the pressure inside the pressure-reducing cylinder 53 reaches a set threshold, the lifting piston 31 generates an upward pushing force under this pressure and drives the sandwich valve 32, which is mechanically connected to it, to move upward as a whole. The sandwich valve 32 is a key valve body integrating exhaust and control functions, with an exhaust port at its lower end directly connected to the atmosphere (for rapid discharge of the proportional piston 12). The compressed air in the back cavity), and the upper control port are sealed and connected to the back cavity of the proportional piston 12 (i.e., the back chamber of the proportional piston 12, which is connected to the front end of the proportional piston 12 through the shrinkage hole 14 and is acted upon by the proportional spring 13) through a dedicated passage. Thus, the opening and closing state of the clamp valve 32 is precisely controlled by the displacement of the lifting piston 31, thereby realizing the directional opening or closing of the exhaust channel of the back cavity of the proportional piston 12, and adjusting the pressure balance between the inner and outer sides of the proportional piston 12, ultimately completing the proportional adjustment of the pressure of the brake cylinder 52 and the dynamic control of the system pressure.

[0034] In some specific embodiments, the proportional valve assembly also includes a constriction orifice 14, which is disposed between the upstream cavity and the back cavity to form a continuous throttling channel for slowly filling the back cavity with air during braking to build back pressure. Specifically, the constriction orifice 14 is disposed on the partition wall (or the body of the proportional piston 12) between the upstream chamber (the chamber communicating with the brake cylinder 52) and the back chamber (the chamber in contact with the proportional spring 13 and accommodating the back pressure of the proportional piston 12) in the proportional valve cavity, forming a continuous and stable throttling channel. During braking, when the upstream chamber receives compressed air from the brake control valve 51 through the proportional valve port 11, the constriction orifice 14 allows a portion of the compressed air in the upstream chamber to pass slowly at a limited flow rate and continuously fill the back chamber, thereby gradually establishing a stable back pressure (i.e., the balance pressure on the back side of the proportional piston 12) in the back chamber. This back pressure and the preload of the proportional spring 13 work together on the proportional piston 12, forming a dynamic balance with the high pressure in the upstream chamber, accurately adjusting the position of the proportional piston 12 (such as limiting its excessive movement or assisting its reset), and finally achieving dynamic control of the opening of the proportional valve port 11, ensuring that the pressure of the brake cylinder 52 is stably adjusted according to the set ratio, while providing the necessary back pressure support and mechanical balance conditions for the proportional adjustment function of the proportional valve assembly.

[0035] In some specific embodiments, the proportional valve assembly further includes a back pressure valve port 15 and a back pressure discharge port 16. The back pressure valve port 15 is connected to the outlet side of the proportional valve port 11 and is used to adjust the back pressure of the brake cylinder 52. The back pressure discharge port 16 is connected to the back pressure valve port 15 and is used to discharge the back pressure gas adjusted by the back pressure valve port 15. Specifically, the back pressure valve port 15 is connected to the outlet side of the proportional valve port 11 (i.e., the compressed air output end directly connected to the brake cylinder 52) through an internal air passage. It is used to dynamically adjust the back pressure of the brake cylinder 52 (i.e., the balance pressure inside the brake cylinder 52 or in the relevant air passage) during braking to ensure that the pressure of the brake cylinder 52 accurately matches the working condition requirements. The back pressure exhaust port 16 is directly connected to the back pressure valve port 15 (usually through a dedicated exhaust channel) as a dedicated exhaust path for excess back pressure gas after adjustment by the back pressure valve port 15. It is used to promptly exhaust the back pressure gas (such as excess compressed air on the back of the proportional piston 12 or the side of the brake cylinder 52) controlled and released by the back pressure valve port 15 to the atmosphere or other low-pressure areas. The two work together to finely regulate the back pressure of the brake cylinder 52 through the back pressure valve port 15 (such as balancing pressure fluctuations or limiting excessive pressure), and then the adjusted back pressure gas is directionally discharged through the back pressure exhaust port 16, jointly ensuring the stability and reliability of the braking system pressure regulation.

[0036] In some specific embodiments, the outlet end of the sensing valve 21 is provided with a diversion port 24, which is used to divert part of the pressurized air from the brake cylinder 52 to the depressurization air cylinder 53 when the vehicle is in an unloaded state. Specifically, the diversion port 24 is an independent airflow channel structure. Its inlet is directly connected to the outlet of the sensing valve 21 (i.e., the compressed air output end connected to the brake cylinder 52), and its outlet is connected to the pressure-reducing air cylinder 53 through a dedicated pipeline. In the empty state, when compressed air is filled into the brake cylinder 52, part of the pressure air in the brake cylinder 52 is diverted to the pressure-reducing air cylinder 53 through the diversion port 24, thereby establishing an auxiliary pressure in the pressure-reducing air cylinder 53 that is related to the pressure of the brake cylinder 52. This diversion design allows the pressure of the pressure-reducing air cylinder 53 to reflect the pressure status of the brake cylinder 52 in real time, providing a key pressure signal source for the subsequent action of the sensing valve piston 22 (such as pushing the sensing valve piston 22 down to open the passage between the brake cylinder 52 and the pressure-reducing air cylinder 53) and the lifting piston 31 to drive the sandwich valve 32 to open (driven by the pressure of the pressure-reducing air cylinder 53).

[0037] This invention also provides a control method based on the above-mentioned integrated two-stage empty / loaded car adjustment device for railway freight cars, comprising the following steps: Air is supplied to the proportional valve port 11 through the brake control valve 51. Compressed air enters the back cavity of the proportional piston 12. Under the preload of the proportional spring 13, the proportional valve port 11 is in a fully open state, and the pressure of the brake cylinder 52 rises. The increased pressure of the brake cylinder 52 pushes the sensor valve piston 22 to move toward the contact plate 54 fixed to the vehicle side frame; If the vehicle is empty, the sensor valve piston 22 continues to move downward, causing the pressurized air in the brake cylinder 52 to enter the pressure-reducing air cylinder 53. The lifting piston 31 moves upward under the pressure of the pressure-reducing air cylinder 53, which drives the sandwich valve 32 to open. The back chamber of the proportional piston 12 is quickly vented, and the back pressure drops. Under the action of the upstream pressure, the proportional piston 12 overcomes the elastic force of the proportional spring 13 and closes the proportional valve port 11, so that the pressure of the brake cylinder 52 is lower than the pressure of the brake control valve 51 according to the preset ratio, thereby realizing pressure reduction control in the empty vehicle state. If the vehicle is a heavy vehicle, the piston 22 of the sensing valve is limited by the contact plate 54, the pressure reduction cylinder 53 is cut off, the sandwich valve 32 is closed, the pressure in the back chamber of the proportional piston 12 is equal to the pressure in the upstream chamber, the proportional valve port 11 is kept fully open under the action of the proportional spring 13, the pressure of the brake cylinder 52 is equal to the pressure of the brake control valve 51, and the full pressure output is realized in the heavy vehicle state. When the brake control valve 51 is depressurized, the relief check valve 41 opens due to the pressure difference, and the pressurized air of the brake cylinder 52 and the pressure-reducing air cylinder 53 is synchronously discharged to the atmosphere through the same discharge channel, and the sensor valve piston 22 and the proportional piston 12 are reset.

[0038] This invention also provides an air braking device, including the aforementioned integrated two-stage empty / loaded car adjustment device for railway freight cars.

[0039] The above are merely optional embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated two-stage empty / loaded car adjustment device for railway freight cars, characterized in that, include: The proportional valve assembly includes a proportional valve port (11), a proportional piston (12), and a proportional spring (13) for regulating the flow rate of compressed air from the brake control valve (51) to the brake cylinder (52); the inlet of the proportional valve port (11) is connected to the brake control valve (51), and the outlet is connected to the brake cylinder (52); the proportional piston (12) divides the valve body cavity into an upstream cavity connected to the brake cylinder (52) and a back cavity in contact with the proportional spring (13); the proportional spring (13) is located in the back cavity and is used to apply a preload force to the proportional valve port (11) to make it tend to open; The sensor valve (21) assembly includes a sensor valve (21), a sensor valve piston (22), and a return spring (23) for controlling the on / off state between the brake cylinder (52) and the depressurization cylinder (53) according to the vehicle load condition; The pressure regulating assembly, including the rising piston (31) and the sandwich valve (32), is controlled by the pressure of the pressure reducing cylinder (53) to open or close the exhaust passage of the back chamber of the proportional piston (12); In the unloaded state, the pressure ratio between the brake cylinder (52) and the brake control valve (51) is determined by the following formula: in, For the output pressure of the brake cylinder (52), The effective working area of ​​the proportional piston (12) is The equivalent flow area of ​​the proportional valve port (11) is The input pressure of the brake control valve (51), The preload of the proportional spring (13) is given.

2. The empty / loaded car adjustment device according to claim 1, characterized in that, The device also includes a relief check valve (41), whose inlet is connected to the brake cylinder (52) and the pressure-reducing air cylinder (53) respectively, and whose outlet is connected to the atmosphere. It is used to simultaneously discharge the pressure air from the brake cylinder (52) and the pressure-reducing air cylinder (53) when the pressure of the brake control valve (51) is released.

3. The empty / loaded car adjustment device according to claim 1, characterized in that, One end of the sensing valve (21) is connected to the brake cylinder (52), and the other end is connected to the pressure-reducing air cylinder (53); The piston (22) of the sensing valve is slidably installed in the inner cavity of the sensing valve (21), with its head extending out of the lower end face of the sensing valve (21) and being positioned opposite to the touch plate (54) fixed to the side frame of the vehicle. The reset spring (23) is sleeved on the outer periphery of the rod of the sensor valve piston (22), with one end abutting against the wall of the sensor valve (21) and the other end abutting against the sensor valve piston (22), and is used to apply a preload force to the sensor valve piston (22) to tend to disconnect the pressure-reducing cylinder (53) from the sensor valve (21).

4. The empty / loaded car adjustment device according to claim 1, characterized in that, The lifting piston (31) is connected to the pressure reducing cylinder (53) and is used to respond to the pressure change in the pressure reducing cylinder (53) and drive the sandwich valve (32) to move upward; the exhaust port of the sandwich valve (32) is connected to the atmosphere, and the control port is connected to the back cavity of the proportional piston (12).

5. The empty / loaded car adjustment device according to claim 1, characterized in that, The proportional valve assembly also includes a constriction orifice (14), which is disposed between the upstream cavity and the back cavity to form a continuous throttling channel for slowly filling the back cavity with air during braking to establish back pressure.

6. The empty / loaded car adjustment device according to claim 1, characterized in that, The proportional valve assembly further includes a back pressure valve port (15) and a back pressure discharge port (16). The back pressure valve port (15) is connected to the outlet side of the proportional valve port (11) and is used to adjust the back pressure of the brake cylinder (52). The back pressure discharge port (16) is connected to the back pressure valve port (15) and is used to discharge the back pressure gas adjusted by the back pressure valve port (15).

7. The empty / loaded car adjustment device according to claim 1, characterized in that, The sensor valve (21) is provided with a diversion port (24) at its outlet end, which is used to divert part of the pressurized air of the brake cylinder (52) to the pressure-reducing air cylinder (53) when the vehicle is in an empty state.

8. A control method for an integrated two-stage empty / loaded car adjustment device for railway freight cars according to any one of claims 1-7, characterized in that, Includes the following steps: Air is supplied to the proportional valve port (11) through the brake control valve (51), and compressed air enters the back cavity of the proportional piston (12). Under the preload of the proportional spring (13), the proportional valve port (11) is fully open, and the pressure of the brake cylinder (52) increases. The increased pressure of the brake cylinder (52) pushes the sensor valve piston (22) to move toward the contact plate (54) fixed to the vehicle side frame; If the vehicle is empty, the sensor valve piston (22) continues to move downward, causing the air in the brake cylinder (52) to enter the pressure-reducing air cylinder (53). The rising piston (31) moves upward under the pressure of the pressure-reducing air cylinder (53), causing the sandwich valve (32) to open. The back chamber of the proportional piston (12) is quickly vented, and the back pressure drops. Under the pressure of the brake control valve (51), the proportional piston (12) overcomes the elastic force of the proportional spring (13) to close the proportional valve port (11), so that the pressure of the brake cylinder (52) is lower than the pressure of the brake control valve (51) according to the preset ratio, thereby realizing pressure reduction control in the empty vehicle state. If the vehicle is a heavy vehicle, the piston (22) of the sensing valve is limited by the contact plate (54), the pressure-reducing air cylinder (53) is cut off, the sandwich valve (32) is closed, the pressure in the back chamber of the proportional piston (12) is equal to the pressure in the upstream chamber, the proportional valve port (11) is kept fully open under the action of the proportional spring (13), and the pressure of the brake cylinder (52) is equal to the pressure of the brake control valve (51), so as to realize the full pressure output in the heavy vehicle state; When the brake control valve (51) is depressurized, the relief check valve (41) opens due to the pressure difference, and the pressure air of the brake cylinder (52) and the pressure-reducing air cylinder (53) is synchronously discharged to the atmosphere through the same discharge channel, and the sensor valve piston (22) and the proportional piston (12) are reset.

9. An air braking device, comprising the integrated two-stage empty / loaded car adjustment device for railway freight cars as described in any one of claims 1-7.

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