A lever split flow valve and brake system

Abstract

The application discloses a lever type shunt valve and a brake system, and relates to the technical field of railway brake valves, which comprises an action part, a control part, a weight following part and a balance beam; the action part and the control part are arranged at the upper two ends of the balance beam, and the action part and the control part apply pressure to the left and right ends of the balance beam; the weight following part is partially arranged at the bottom of the balance beam and is in contact with the bottom of the balance beam, and the contact position of the weight following part and the bottom of the balance beam can be adjusted; the contact position of the weight following part and the bottom of the balance beam is located between the action part and the control part. The lever type shunt valve is simple in principle, and the ratio of the shunted pressure air quantity and the pressure air quantity flowing into the brake cylinder is only related to the vehicle load; the greater the load is, the less the pressure air shunted into the pressure reducing air cylinder is, the more the pressure air flowing into the brake cylinder is, and the greater the brake cylinder pressure is.

Description

Technical Field

[0001] This invention relates to the field of railway brake valve technology, and more specifically to the field of a lever-type diverter valve braking system. Background Technology

[0002] Railway brakes worldwide can be broadly categorized into two types: two-pressure and three-pressure. The mainstream 120-type air control valve brake for freight cars in my country belongs to the two-pressure direct control type. Its characteristic is that when the train pipe is depressurized within the effective depressurization range, the auxiliary air cylinder must also send out a certain amount of air to lower the pressure to the same level as the train pipe, allowing the main piston to achieve balance. When the car is loaded, all the air sent out by the auxiliary air cylinder enters the brake cylinder, resulting in higher loaded car pressure. However, when the car is empty, while regulating the brake cylinder pressure, a portion of the pressurized air sent out by the auxiliary air cylinder must be diverted to certain chambers or other areas to achieve balance of the main piston. Therefore, "simultaneous regulation and diversion" is the fundamental characteristic of the empty / loaded car adjustment device in a two-pressure direct control braking system.

[0003] Most existing empty / loaded car adjustment devices in my country use indirect weighing, which senses changes in the deflection of the bolster spring by the extension of the push rod contact, thereby sensing changes in the vehicle load. However, as train speeds increase, the impact of vehicle vibration on the output signal pressure becomes greater, reducing the accuracy and stability of the signal pressure from indirect weighing. In this case, direct weighing is required. Direct weighing valves are independent of bolster spring deflection and have vibration damping and filtering functions, eliminating the influence of vehicle vibration on the output signal pressure. Therefore, their weighing accuracy is far higher than that of sensor valves that use bolster spring deflection for indirect weighing. Summary of the Invention

[0004] The purpose of this invention is to provide a lever-type flow divider valve braking system in order to solve the above-mentioned technical problems.

[0005] To achieve the above objectives, the present invention specifically adopts the following technical solution: A first aspect of the present invention provides a lever-type flow divider valve, comprising an actuating part, a control part, a weight-following part, and a balance beam; The action and control parts are located at both ends of the upper part of the balance beam, and the action and control parts apply pressure to the left and right ends of the balance beam. The weighted portion is located at the bottom of the balance beam and in contact with the bottom of the balance beam; the contact position between the weighted portion and the bottom of the balance beam can be adjusted. The contact point between the weight-bearing part and the bottom of the balance beam is located between the action part and the control part.

[0006] In one embodiment, the actuating part includes a valve body, a valve cavity disposed inside the valve body, a sandwich valve disposed inside the valve cavity dividing the valve cavity into an upper cavity and a lower cavity, an actuating spring disposed at both ends of the upper cavity and connected to the top of the upper cavity and the sandwich valve respectively, and a pressure reducing piston assembly disposed in the lower cavity. The pressure-reducing piston assembly includes a pressure-reducing piston rod and a pressure-reducing piston sleeved on the pressure-reducing piston rod. The pressure-reducing piston slides and seals with the interior of the lower cavity. The pressure-reducing piston divides the lower cavity into an upper first cavity and a lower second cavity. The first cavity is connected to the upper cavity by a connecting pipe. The bottom of the second cavity is provided with a piston rod outlet that communicates with the outside. The bottom of the pressure-reducing piston rod extends out to contact the left end of the balance beam. The valve body is provided with an air inlet that communicates with the interior of the upper cavity, and an air outlet that communicates with the interior of the first cavity. The air intake is connected to the brake cylinder, and the air outlet is connected to the pressure reduction chamber.

[0007] The pressure-reducing piston rod has an internal discharge pipe that connects to the outside.

[0008] In one embodiment, the control unit includes a control cylinder with an open lower end and a closed upper end, and a control piston assembly disposed within the control cylinder.

[0009] In one embodiment, the control piston assembly includes a control piston rod and a control piston sleeved on the control piston rod. The outer wall of the control piston slides and seals with the inner wall of the control cylinder. The control piston divides the inner cavity of the control cylinder into an upper sealed cavity and a lower open cavity. A control air inlet communicating with the sealed cavity is provided on the side wall of the control cylinder. The bottom of the control piston rod extends out into an open cavity that contacts the right end of the balance beam.

[0010] Both the functional air inlet and the control air inlet are connected to the brake cylinder.

[0011] In one embodiment, the weight-following part includes a weight-following valve fulcrum for supporting the middle of the balance beam and a linear drive mechanism for moving the weight-following valve fulcrum.

[0012] In one embodiment, the linear drive mechanism is an elastic piston drive mechanism, which includes a horizontally arranged follower cylinder, a follower piston assembly disposed within the follower cylinder, and an elastic reset assembly for controlling the reset of the follower piston assembly. The follower piston assembly extends out of the follower cylinder and is connected to the follower valve fulcrum.

[0013] In one embodiment, the following piston assembly includes a horizontally arranged following piston rod and a following piston sleeved on the following piston rod, wherein the outer wall of the following piston is slidably sealed to the inner wall of the following cylinder; the following piston divides the inner part of the following cylinder into a left cavity and a right cavity; The elastic reset component is a follow-weight spring, which is located in the right cavity. One end of the follow-weight spring is connected to the right end of the right cavity, and the other end is connected to the follow-weight piston. The follow-weight piston rod extends out of the left cavity and is connected to the follow-weight valve fulcrum.

[0014] A second aspect of the present invention provides a dual-pressure direct control braking system, comprising the lever-type diverter valve described above, and further comprising a brake cylinder, a direct weighing valve, a pressure reducing chamber, a pressure limiting valve, a type 120 control valve connected to the train pipe, a retarding air cylinder, and an auxiliary air cylinder. The pressurized air output from the 120-type control valve enters the brake cylinder and the lever-type flow divider valve through the pressure relief valve. The pressure in the brake cylinder is divided by the lever-type flow divider valve, and the divided pressurized air enters the depressurization chamber and returns to the pressure relief valve. The lever-type flow divider valve is connected to the direct weighing valve, which transmits the load signal to the 120-type control valve, realizing the automatic stepless adjustment of the flow divider pressure by the lever-type flow divider valve.

[0015] Specifically, the lever-type flow divider valve can be used in conjunction with a direct-feeding valve for a dual-pressure direct-control braking system. The system's pneumatic circuit diagram is shown below. Figure 1 As shown. The pressurized air output from the 120-type control valve enters the brake cylinder through the pressure relief valve and simultaneously enters the lever-type flow divider valve. The lever-type flow divider valve divides the pressure in the brake cylinder, and the divided pressurized air enters the depressurization chamber and returns to the pressure relief valve. At specific times, such as when the vehicle is in a fully empty position, the pressure relief valve is closed, cutting off the passage from the 120-type control valve to the brake cylinder and limiting the maximum pressure in the brake cylinder.

[0016] This lever-type diverter valve can automatically and steplessly adjust the diversion pressure according to the load signal output by the weighing valve. The specific working principle of its empty and loaded positions is as follows: First scenario: Empty parking space (e.g.) Figure 2 The working principle (as shown) is as follows: When the train's inflation is released, the clamp valve in the actuating part closes its valve port under the action of the actuating part spring, cutting off the passage from the brake cylinder to the depressurization chamber. At this time, if there is pressurized air in the depressurization chamber, it will push the depressurization piston downward, expelling the pressurized air from the depressurization chamber through the exhaust port of the depressurization piston rod. The direct-type weighing valve outputs the empty car pressure, which is less than the assembly pressure of the following spring. The following piston will not move, and the following valve fulcrum remains stationary.

[0017] When the train brakes, the pressurized air in the brake cylinder enters the valve port above the actuating part and waits. At the same time, it enters the control piston above, pushing the control piston rod downward. This causes the balance beam to rotate clockwise around the fulcrum of the follower valve by a certain angle. The balance beam pushes the pressure-reducing piston rod upward, opening the valve port of the actuating part and opening the passage from the brake cylinder to the pressure-reducing air chamber. When the force exerted by the pressure in the pressure-reducing air chamber on the pressure-reducing piston and the force exerted by the pressure in the brake cylinder on the control piston reach equilibrium, the balance beam returns to the horizontal position and closes the valve port of the actuating part. At this time, the lever-type diverter valve completes the diversion function of the brake cylinder and is in a pressure-holding state.

[0018] Until the train is released, the pressure in the brake cylinder is discharged into the atmosphere through the pressure relief valve and the 120-type control valve, breaking the balance of the lever-type diverter valve. This causes the balance beam to rotate counterclockwise around the fulcrum of the follower valve by a certain angle, and the pressure air in the depressurization chamber is discharged through the exhaust port of the depressurization piston rod.

[0019] The second scenario: Multiple parking spaces (such as...) Figure 3 The working principle (as shown) is as follows: When the vehicle is in a heavy position, the weighing valve outputs the heavy vehicle pressure. This pressure can overcome the assembly pressure of the following spring and push the following valve piston to the right, pushing the following valve fulcrum to the point where the control piston rod is at the action point of the balance beam. At this time, no matter how much pressure enters the brake cylinder above the control piston, it cannot make the balance beam rotate clockwise around the following valve fulcrum. The balance beam always remains in a horizontal position and cannot open the valve port of the action part, so the brake cylinder pressure cannot be diverted.

[0020] The beneficial effects of this invention are as follows: 1. The lever-type flow divider valve proposed in this invention has a simple principle. The ratio of the amount of pressure air diverted to the amount of pressure air flowing into the brake cylinder is only related to the vehicle load. The greater the load, the less pressure air is diverted into the pressure-reducing air cylinder, and the more pressure air flows into the brake cylinder, resulting in greater brake cylinder pressure.

[0021] 2. This lever-type flow divider valve can be used in conjunction with a direct-load weighing valve for a dual-pressure direct-control braking system. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of a two-pressure direct control braking system. Figure 2 This is a schematic diagram of a lever-type flow divider valve in the empty vehicle position. Figure 3 This is a schematic diagram of a lever-type diverter valve in the case of a heavy-duty vehicle position. Reference numerals: 1. Actuating part; 2. Control part; 3. Weight-bearing part; 4. Balance beam; 1.1 Functional spring; 1.2 Sandwich valve; 1.3 Pressure-reducing piston; 1.4 Pressure-reducing piston rod; 2.1 Control the piston; 2.2 Control the piston rod; 3.1 Weight-following spring; 3.2 Weight-following piston; 3.3 Weight-following valve fulcrum. Detailed Implementation

[0024] To make the technical problems, technical solutions, and technical effects of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0025] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0026] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0027] In the description of the embodiments of the present invention, it should be noted that the terms "inner", "outer", "upper", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention and 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. Therefore, they should not be construed as limiting the present invention.

[0028] Example 1 like Figures 1 to 3 As shown, this embodiment provides a lever-type diverter valve, including an action part 1, a control part 2, a weight-following part 3, and a balance beam 4; The action part 1 and the control part 2 are provided at both ends of the upper part of the balance beam 4. The action part 1 and the control part 2 apply pressure to the left and right ends of the balance beam 4. The weight-bearing part 3 is located at the bottom of the balance beam 4 and is in contact with the bottom of the balance beam 4. The contact position between the weight-bearing part 3 and the bottom of the balance beam 4 can be adjusted. The contact position between the weight-bearing part 3 and the bottom of the balance beam 4 is located between the action part 1 and the control part 2.

[0029] Example 2 like Figures 1 to 3 As shown, this embodiment provides a lever-type diverter valve, including an action part 1, a control part 2, a weight-following part 3, and a balance beam 4; The action part 1 and the control part 2 are provided at both ends of the upper part of the balance beam 4. The action part 1 and the control part 2 apply pressure to the left and right ends of the balance beam 4. The weight-bearing part 3 is located at the bottom of the balance beam 4 and is in contact with the bottom of the balance beam 4. The contact position between the weight-bearing part 3 and the bottom of the balance beam 4 can be adjusted. The contact position between the weight-bearing part 3 and the bottom of the balance beam 4 is located between the action part 1 and the control part 2.

[0030] In one embodiment, the actuating part 1 includes a valve body, a valve cavity disposed inside the valve body, a sandwich valve 1.2 disposed inside the valve cavity and dividing the valve cavity into an upper cavity and a lower cavity, an actuating spring 1.1 disposed at both ends of the upper cavity and connected to the top of the upper cavity and the sandwich valve 1.2 respectively, and a pressure reducing piston 1.3 assembly disposed in the lower cavity; The pressure-reducing piston 1.3 assembly includes a pressure-reducing piston rod 1.4 and a pressure-reducing piston 1.3 sleeved on the pressure-reducing piston rod 1.4. The pressure-reducing piston 1.3 slides and seals with the interior of the lower cavity. The pressure-reducing piston 1.3 divides the lower cavity into an upper first cavity and a lower second cavity. The first cavity is connected to the upper cavity by a connecting pipe. The bottom of the second cavity is provided with a piston rod outlet that communicates with the outside. The bottom of the pressure-reducing piston rod 1.4 extends out to contact the left end of the balance beam 4. The valve body is provided with an air inlet that communicates with the interior of the upper cavity, and an air outlet that communicates with the interior of the first cavity. The air intake is connected to the brake cylinder, and the air outlet is connected to the pressure reduction chamber.

[0031] The control unit 2 includes a control cylinder with an open lower end and a closed upper end, and a control piston 2.1 assembly disposed within the control cylinder. The control piston 2.1 assembly includes a control piston rod 2.2 and a control piston 2.1 sleeved on the control piston rod 2.2. The outer wall of the control piston 2.1 slides and seals against the inner wall of the control cylinder. The control piston 2.1 divides the inner cavity of the control cylinder into an upper sealed cavity and a lower open cavity. A control air inlet communicating with the sealed cavity is provided on the side wall of the control cylinder. The bottom of the control piston rod 2.2 extends out into an open cavity that contacts the right end of the balance beam 4.

[0032] Both the functional air inlet and the control air inlet are connected to the brake cylinder.

[0033] The weight-following part 3 includes a weight-following valve fulcrum 3.3 for supporting the middle part of the balance beam 4 and a linear drive mechanism for moving the weight-following valve fulcrum 3.3.

[0034] Example 3 This embodiment is a further optimization based on the machine in Embodiment 2, specifically: The linear drive mechanism is an elastic piston drive mechanism, which includes a horizontally arranged follow-weight cylinder, a follow-weight piston 3.2 assembly disposed within the follow-weight cylinder, and an elastic reset assembly for controlling the reset of the follow-weight piston 3.2 assembly. The follow-weight piston 3.2 assembly extends out of the follow-weight cylinder and is connected to the follow-weight valve fulcrum 3.3.

[0035] The weight-following piston 3.2 assembly includes a horizontally arranged weight-following piston rod and a weight-following piston 3.2 sleeved on the weight-following piston rod. The outer wall of the weight-following piston 3.2 is slidably sealed to the inner wall of the weight-following cylinder. The weight-following piston 3.2 divides the inner part of the weight-following cylinder into a left cavity and a right cavity. The elastic reset component is a weight-following spring 3.1, which is located in the right cavity. One end of the weight-following spring 3.1 is connected to the right end of the right cavity, and the other end is connected to the weight-following piston 3.2. The weight-following piston rod extends out of the left cavity and is connected to the weight-following valve fulcrum 3.3.

[0036] Example 4 This embodiment provides a dual-pressure direct control braking system, including a lever-type flow divider valve as described in embodiment 3, and also includes a brake cylinder, a direct weighing valve, a pressure reducing chamber, a pressure limiting valve, a 120-type control valve connected to the train pipe, a retarding air cylinder, and an auxiliary air cylinder; The pressurized air output from the 120-type control valve enters the brake cylinder and the lever-type flow divider valve through the pressure relief valve. The pressure in the brake cylinder is divided by the lever-type flow divider valve, and the divided pressurized air enters the depressurization chamber and returns to the pressure relief valve. The lever-type flow divider valve is connected to the direct weighing valve, which transmits the load signal to the 120-type control valve, realizing the automatic stepless adjustment of the flow divider pressure by the lever-type flow divider valve.

[0037] Specifically, the lever-type flow divider valve can be used in conjunction with a direct-feeding valve for a dual-pressure direct-control braking system. The system's pneumatic circuit diagram is shown below. Figure 1 As shown. The pressurized air output from the 120-type control valve enters the brake cylinder through the pressure relief valve and simultaneously enters the lever-type flow divider valve. The lever-type flow divider valve divides the pressure in the brake cylinder, and the divided pressurized air enters the depressurization chamber and returns to the pressure relief valve. At specific times, such as when the vehicle is in a fully empty position, the pressure relief valve is closed, cutting off the passage from the 120-type control valve to the brake cylinder and limiting the maximum pressure in the brake cylinder.

[0038] This lever-type diverter valve can automatically and steplessly adjust the diversion pressure according to the load signal output by the weighing valve. The specific working principle of its empty and loaded positions is as follows: First scenario: Empty parking space (e.g.) Figure 2 The working principle (as shown) is as follows: When the train's inflation is released, the sandwich valve 1.2 of the actuating part 1 closes its valve port under the action of the spring in the actuating part 1, cutting off the passage from the brake cylinder to the depressurization chamber. At this time, if there is pressurized air in the depressurization chamber, it will push the depressurization piston 1.3 downward, expelling the pressurized air in the depressurization chamber through the exhaust port of the depressurization piston rod 1.4. The direct-type weighing valve outputs the empty car pressure, which is less than the assembly pressure of the accompanying spring 3.1. The accompanying piston 3.2 will not move, and the fulcrum of the accompanying valve 3.3 remains stationary.

[0039] When the train brakes, the pressurized air in the brake cylinder enters the valve port of the actuator 1 and waits. At the same time, it enters the valve port of the control piston 2.1, pushing the control piston rod 2.2 downward. This causes the balance beam 4 to rotate clockwise around the follower valve fulcrum 3.3 by a certain angle. The balance beam 4 pushes the pressure reducing piston rod 1.4 upward, opening the valve port of the actuator 1 and opening the passage from the brake cylinder to the pressure reducing chamber. When the pressure in the pressure reducing chamber acting on the pressure reducing piston 1.3 and the pressure in the brake cylinder acting on the control piston 2.1 reach equilibrium, the balance beam 4 returns to the horizontal position and closes the valve port of the actuator 1. At this time, the lever-type diverter valve completes the diversion function of the brake cylinder and is in a pressure-holding state.

[0040] Until the train is released, the pressure in the brake cylinder is discharged into the atmosphere through the pressure relief valve and the 120-type control valve, breaking the balance of the lever-type diverter valve. This causes the balance beam 4 to rotate counterclockwise around the fulcrum 3.3 of the follow-weight valve by a certain angle, and the pressure air in the depressurization chamber is discharged through the exhaust port of the depressurization piston rod 1.4.

[0041] The second scenario: Multiple parking spaces (such as...) Figure 3 The working principle (as shown) is as follows: When the vehicle is in a heavy position, the weighing valve outputs the heavy vehicle pressure. This pressure can overcome the assembly pressure of the following spring 3.1, push the following valve piston to the right, and push the following valve fulcrum 3.3 to the point where the control piston rod 2.2 is at the action point of the balance beam 4. At this time, no matter how much pressure enters the brake cylinder above the control piston 2.1, it is impossible to make the balance beam 4 rotate clockwise around the following valve fulcrum 3.3. The balance beam 4 always remains in a horizontal position and cannot open the valve port of the action part 1, so the brake cylinder pressure cannot be diverted.

Claims

1. A lever-type flow divider valve, characterized in that, It includes the action part, control part, weight-bearing part, and balance beam; The action part and the control part are disposed at both ends of the upper part of the balance beam, and the action part and the control part apply pressure to the left and right ends of the balance beam; The weight-following part is located at the bottom of the balance beam and in contact with the bottom of the balance beam; the contact position between the weight-following part and the bottom of the balance beam can be adjusted. The contact position between the weight-bearing part and the bottom of the balance beam is located between the action part and the control part; The actuating part includes a valve body, a valve cavity disposed inside the valve body, a sandwich valve disposed inside the valve cavity dividing the valve cavity into an upper cavity and a lower cavity, an actuating spring disposed at both ends of the upper cavity and connected to the top of the upper cavity and the sandwich valve respectively, and a pressure reducing piston assembly disposed in the lower cavity. The pressure-reducing piston assembly includes a pressure-reducing piston rod and a pressure-reducing piston sleeved on the pressure-reducing piston rod. The pressure-reducing piston is slidably sealed to the interior of the lower cavity. The pressure-reducing piston divides the lower cavity into an upper first cavity and a lower second cavity. The first cavity communicates with the upper cavity. The bottom of the second cavity is provided with a piston rod outlet that communicates with the outside. The bottom of the pressure-reducing piston rod extends out of the piston rod outlet and contacts the left end of the balance beam. The valve body is provided with an air inlet that communicates with the interior of the upper cavity, and an air outlet that communicates with the interior of the first cavity. The working air inlet is connected to the brake cylinder, and the working air outlet is connected to the pressure reduction chamber; The pressure-reducing piston rod is equipped with an exhaust pipe that communicates with the outside. The control unit includes a control cylinder with an opening at the lower end and a closed upper end, and a control piston assembly disposed within the control cylinder. The control piston assembly includes a control piston rod and a control piston sleeved on the control piston rod. The outer wall of the control piston is slidably sealed to the inner wall of the control cylinder. The control piston divides the inner cavity of the control cylinder into an upper sealed cavity and a lower open cavity. A control air inlet communicating with the sealed cavity is provided on the side wall of the control cylinder. The bottom of the control piston rod extends out of the open cavity and contacts the right end of the balance beam. Both the functional air inlet and the control air inlet are connected to the brake cylinder; The weight-bearing part It includes a weight-following valve fulcrum for supporting the middle part of the balance beam and a linear drive mechanism for moving the weight-following valve fulcrum. The linear drive mechanism is an elastic piston drive mechanism, which includes a horizontally arranged follower cylinder, a follower piston assembly disposed in the follower cylinder, and an elastic reset assembly for controlling the reset of the follower piston assembly. The follower piston assembly extends out of the follower cylinder and is connected to the follower valve fulcrum. The following piston assembly includes a horizontally arranged following piston rod and a following piston sleeved on the following piston rod. The outer wall of the following piston is slidably and sealingly connected to the inner wall of the following cylinder. The following piston divides the inner part of the following cylinder into a left cavity and a right cavity. The elastic reset component is a weight-following spring, which is disposed in the right cavity. One end of the weight-following spring is connected to the right end of the right cavity, and the other end is connected to the weight-following piston. The weight-following piston rod extends out of the left cavity and is connected to the weight-following valve fulcrum.

2. A dual-pressure direct control braking system, characterized in that, Including a lever-type flow divider valve as described in claim 1.

3. The dual-pressure direct control braking system according to claim 2, characterized in that, It also includes a brake cylinder, a direct weighing valve, a pressure reducing air chamber, a pressure limiting valve, a 120-type control valve connected to the train pipe, a slowing air cylinder, and an auxiliary air cylinder; The pressurized air output from the 120-type control valve enters the brake cylinder and the lever-type flow divider valve through the pressure relief valve. The pressure in the brake cylinder is divided by the lever-type flow divider valve, and the divided pressurized air enters the pressure reduction chamber and returns to the pressure relief valve. The lever-type flow divider valve is connected to the direct weighing valve, and the direct weighing valve transmits the load signal to the 120-type control valve, realizing the automatic stepless adjustment of the flow divider pressure by the lever-type flow divider valve.

Images