CN114572269A

CN114572269A - Brake control system of vehicle, vehicle and train

Info

Publication number: CN114572269A
Application number: CN202011375950.4A
Authority: CN
Inventors: 王小飞; 李政; 桑兴华; 张建峰; 董一多; 孟宪玖; 李响响
Original assignee: CRRC Shandong Co Ltd
Current assignee: CRRC Shandong Co Ltd
Priority date: 2020-11-30
Filing date: 2020-11-30
Publication date: 2022-06-03
Also published as: GB202210760D0; WO2022110513A1; GB2615845A; GB2615845B

Abstract

The application provides a brake control system of a vehicle, the vehicle and a train, wherein a first air port of a relay valve is connected with an air cylinder through a distribution valve, and a second air port of the relay valve is connected with a brake pipe through a switch structure; a third air port of the relay valve is connected with the air cylinder, and a fourth air port of the relay valve is connected with the brake cylinder; the switching device is connected with the distribution valve; the conversion device is connected with the switch structure; when the switching device is in different gears, the distribution valve can input gas with different pressures to the first air port of the relay valve, and the switch structure is controlled to input gas with different pressures to the second air port of the relay valve, so that the relay valve controls the pressure of circulating gas between the third air port of the relay valve and the fourth air port of the relay valve through the air cylinder under the action of the distribution valve and the switch structure, and gas with different pressures is input to the brake cylinder, and the vehicle can meet the braking requirements on two different lines.

Description

Brake control system of vehicle, vehicle and train

Technical Field

The present application relates to a vehicle braking technology, and in particular, to a brake control system for a vehicle, and a train.

Background

With the development of rail transportation, the transportation of goods can adopt a state railway line or a subway line to transport at present.

Because the requirements of the national railway line and the subway line on the deceleration and the braking distance of the vehicle are different, in the prior art, two braking control systems with different requirements can be installed in the vehicle so as to adapt to different requirements of different lines on the braking of the vehicle.

However, installing both brake control systems directly in the vehicle increases the manufacturing cost and the post-maintenance cost of the vehicle.

Disclosure of Invention

The application provides a braking control system, vehicle and train of vehicle for when solving when the vehicle operation in state railway circuit and subway line, need install two kinds of different braking system, make the problem that vehicle manufacturing and maintenance cost improve.

In a first aspect, the present application provides a brake control system for a vehicle, comprising: a relay valve, a distribution valve, a switch structure and a conversion device; the first air port of the relay valve is connected with an air cylinder through a distribution valve, and the second air port of the relay valve is connected with a brake pipe through the switch structure; a third air port of the relay valve is connected with the air cylinder, and a fourth air port of the relay valve is connected with the brake cylinder; the switching device is connected with the distribution valve; the conversion device is connected with the switch structure;

the air cylinder is used for inputting air to the third air ports of the distribution valve and the relay valve when the brake pipe is exhausted;

the brake pipe is used for exhausting air to the switch structure;

the switching device is used for controlling the distribution valve to output gas with different pressures to the first gas port of the relay valve when the switching device is located at different gears, and controlling the switch structure to output gas with different pressures to the second gas port of the relay valve when the switching device is located at different gears;

the relay valve is configured to control a pressure of a gas flowing between a third port of the relay valve and a fourth port of the relay valve in accordance with a gas having a different pressure from a first port of the relay valve and a gas having a different pressure from a second port of the relay valve, so as to input the gas having the different pressures to the brake cylinder.

In one possible design, the switch structure includes a kill switch and a check valve; a first air port of the cut-off switch is connected with a second air port of the relay valve, and the second air port of the cut-off switch is connected with the brake pipe; the air outlet of the one-way valve is connected with the third air port of the cut-off switch, and the air inlet of the one-way valve is connected with the brake pipe; the conversion device is connected with the cut-off switch; the first air port of the cut-off switch is adjacent to the third air port of the cut-off switch;

the switching device is specifically configured to control the cut-off switch to be turned on or turned off when the switching device is located at different gears, so that the brake pipe outputs gas at different pressures to the second gas port of the relay valve through the switch structure.

In one possible design, the switching device is specifically configured to control the cut-off switch to be turned off when the switching device is located in a first gear of the different gears; and when the conversion device is positioned at a second gear of different gears, the cut-off switch is controlled to be opened.

In one possible design, the relay valve includes a first valve body, a second valve body, and a balance beam; the first valve body and the second valve body are positioned at two ends of the balance beam;

the third air port of the relay valve and the fourth air port of the relay valve are positioned on the first valve body, and the second air port of the relay valve is positioned on the second valve body; the first valve body is communicated with the second valve body through a first communication pipe, and a first air port of the relay valve is positioned on the first communication pipe;

and the second valve body is used for applying different pressures to the first valve body through the balance beam when the first air port of the relay valve is input with air with different pressures and the second air port of the relay valve is input with air with different pressures so as to change the pressure of the circulating air between the third air port of the relay valve and the fourth air port of the relay valve.

In one possible design, a pressure limiting valve and a first control valve are arranged in the first valve body; the bottom end of the first control valve is arranged on the first end of the balance beam, and the pressure limiting valve is positioned at the top of the first control valve;

the distribution valve is used for inputting gas with a first pressure to the first air port of the relay valve when the conversion device is located at a first gear of different gears; when the switching device is located at a second gear of different gears, inputting gas of a second pressure to a first air port of the relay valve, wherein the first pressure is greater than the second pressure;

the switch structure is used for inputting gas with first air pressure to the second air port of the relay valve when the switching device is located at a first gear of different gears; when the conversion device is located at a second gear of different gears and the air pressure of the brake pipe is a third pressure, controlling the air pressure at a second air port of the relay valve to be a second air pressure, wherein the second air pressure is smaller than the first air pressure; when the conversion device is located at a second gear of different gears and the air pressure of the brake pipe is a fourth pressure, controlling the air pressure at a second air port of the relay valve to be a third air pressure, wherein the third air pressure is smaller than the second air pressure, and the fourth pressure is smaller than the third pressure;

the second valve body is used for applying a first force to the first control valve through the balance beam based on the gas at the first pressure and the gas at the first air pressure; applying a second force to the first control valve through the balance beam based on the gas at the second pressure and the gas at the second pressure, the second force being greater than the first force; applying a third force to the first control valve through the balance beam based on the gas at the second pressure and the gas at the third pressure, the third force being greater than the second force;

the first control valve is used for lifting the pressure limiting valve based on the first pressure so that the third air port of the relay valve is communicated with the fourth air port of the relay valve, and the size of a cavity between the third air port of the relay valve and the fourth air port of the relay valve in the first valve body is a first size; raising the pressure limiting valve based on the second pressure such that the third port of the relay valve and the fourth port of the relay valve are in communication and a size of a cavity in the first valve body between the third port of the relay valve and the fourth port of the relay valve is a second size, the second size being greater than the first size; based on the third pressure, raising the pressure limiting valve to communicate the third gas port of the relay valve with the fourth gas port of the relay valve, and a size of a cavity in the first valve body between the third gas port of the relay valve and the fourth gas port of the relay valve being a third size, the third size being greater than the second size.

In one possible design, the second valve body is provided with a first cavity and a second cavity therein; the second air port of the relay valve is positioned on the first cavity, a first piston is arranged in the first cavity, and a first port is arranged on the first cavity and communicated with the atmosphere;

an upper template, a lower template and a second control valve are arranged in the second cavity; the lower template is arranged on the second control valve in a penetrating mode, and the upper template is located at the top end of the second control valve; a second port is formed in the lower end of the second cavity and communicated with the atmosphere; the bottom end of the second control valve is arranged on the second end of the balance beam;

a second communicating pipe and a third communicating pipe are connected between the first cavity and the second cavity; the first communicating pipe is communicated with the second communicating pipe, one end of the third communicating pipe is adjacent to the first port, and the other end of the third communicating pipe is positioned between the upper template and the lower template;

the first piston is used for enabling the gas at the lower end of the upper template to be communicated with the atmosphere through the third communicating pipe and the first port on the basis of the fact that the gas at the first pressure and the gas at the first air pressure do not move, and therefore the upper template applies a first force to the second control valve; the gas based on the second pressure and the second gas pressure do not move to cause the upper die plate to apply a second force to the second control valve, the second force being greater than the first force; moving the gas based on the second pressure and the gas based on the third air pressure to enable the second communicating pipe to be communicated with the third communicating pipe, so that a third force is applied to the second control valve by the lower template, and the third force is greater than the second force;

the second control valve is used for applying the first force to the first control valve through the balance beam based on the first force; applying the second force to the first control valve through the balance beam based on the second force; applying the third force to the first control valve through the balance beam based on the third force.

In one possible design, the relay valve further comprises a support point for supporting the balance, and a second piston; the supporting point is connected with one end of the second piston, and the other end of the second piston is connected with the empty and heavy vehicle adjusting device.

In one possible design, the first port of the distribution valve is connected to the first port of the relay valve, the second port of the distribution valve is connected to the reservoir, and the third port of the distribution valve is connected to the brake pipe;

the distribution valve is specifically configured to input gas of a first pressure to the first port of the relay valve through the first port of the distribution valve according to the output gas of the reservoir when the switching device is located in the first gear of the different gears; when the switching device is located in a second gear of different gears, gas with a second pressure is input to the first air port of the relay valve through the first air port of the distribution valve according to the output gas of the air cylinder.

In a second aspect, embodiments of the present application provide a vehicle, on which a brake control system according to the first aspect is provided.

In one possible design, an air cylinder and a brake pipe are further arranged on the vehicle; the brake pipe is connected with the air cylinder through the distribution valve;

the brake pipe is used for charging air to the air cylinder.

In one possible design, an air cylinder, a brake pipe and a main air pipe are further arranged on the vehicle; the main air pipe is connected with the air cylinder;

and the main air pipe is used for charging air to the air cylinder.

In a third aspect, embodiments of the present application provide a train comprising a locomotive and a vehicle as described in the second aspect; the locomotive is used for providing power for the vehicle.

According to the brake control system of the vehicle, the vehicle and the train, a first air port of a relay valve is connected with an air cylinder through a distribution valve, and a second air port of the relay valve is connected with a brake pipe through a switch structure; a third air port of the relay valve is connected with the air cylinder, and a fourth air port of the relay valve is connected with the brake cylinder; the switching device is connected with the distribution valve; the conversion device is connected with the switch structure; when the switching device is in different gears, the distribution valve can input gas with different pressures to the first air port of the relay valve, and the switch structure is controlled to input gas with different pressures to the second air port of the relay valve, so that the relay valve controls the pressure of circulating gas between the third air port of the relay valve and the fourth air port of the relay valve through the air cylinder under the action of the distribution valve and the switch structure, and gas with different pressures is input to the brake cylinder, and the vehicle can meet the braking requirements on two different lines.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.

FIG. 1 is a schematic structural diagram of a brake control system of a vehicle according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural diagram of another vehicle brake control system provided in an embodiment of the present application;

fig. 3 is a schematic structural diagram of a relay valve according to an embodiment of the present application.

Reference numerals:

1: a relay valve;

11: a first port of the relay valve;

12: a second port of the relay valve;

13: a third port of the relay valve;

14: a fourth port of the relay valve;

15: the other end of the second piston;

161: a first communication pipe;

162: a second communicating pipe;

163: a third communicating pipe;

17: a balance beam;

18: a pressure limiting valve;

191: a first control valve;

192: a second control valve;

101: a first piston;

102: mounting a template;

103: a lower template;

2: a dispensing valve;

21: a first port of the dispensing valve;

22: a second port of the dispensing valve;

23: a third port of the distribution valve;

3: a switch structure;

4: a conversion device;

5: an air reservoir;

6: a brake pipe;

7: a brake cylinder;

8: a cut-off switch;

81: a first port of the cut-off switch;

82: a second air port of the cut-off switch;

83: a third air port of the cut-off switch;

9: a one-way valve.

Detailed Description

The embodiment of the application is applied to a brake control system of a vehicle, the vehicle and a train. It should be noted that, when the solution of the embodiment of the present application is applied to a brake control system of a present vehicle or a brake control system of a vehicle that may appear in the future, names of the respective structures may be changed, but this does not affect implementation of the solution of the embodiment of the present application.

The vehicle is an important vehicle for people to travel far away and is also one of the important vehicles for goods transportation. When the goods are transported in a long distance, the goods can be transported by adopting a state railway or a subway line.

The railway track is long, so that a long braking distance can be provided for the vehicle, and the deceleration of the vehicle during braking is small; on the other hand, since the subway line has a shorter track as compared with the subway line, the braking distance applied to the vehicle is shorter, and the deceleration at the time of braking the vehicle is higher. For a vehicle that can operate on both a subway line and a national railway line, the braking system on the vehicle needs to adapt to the different requirements of both lines.

In one example, two different brake control systems may be installed on a vehicle to accommodate different demands on the vehicle brakes from different lines. However, two different brake control systems are directly installed in the vehicle, which increases the manufacturing cost of the vehicle, wastes more manpower and material resources in the later repair and maintenance process, and correspondingly increases the repair and maintenance cost.

The application provides a brake control system of a vehicle, the vehicle and a train, and aims to solve the technical problems in the prior art.

Fig. 1 is a schematic structural diagram of a brake control system of a vehicle according to an embodiment of the present disclosure. As shown in fig. 1, the brake control system for a vehicle includes:

relay valve 1, distribution valve 2, switch structure 3 and switching device 4; wherein, a first air port 11 of the relay valve is connected with the air cylinder 5 through the distribution valve 2, and a second air port 12 of the relay valve is connected with the brake pipe 6 through the switch structure 3; the third air port 13 of the relay valve is connected with the air cylinder 5, and the fourth air port 14 of the relay valve is connected with the brake cylinder 7; the switching device 4 is connected with the distribution valve 2; the switching means 4 are connected to the switching structure 3.

And a reservoir 5 for supplying gas to the third ports 13 of the distribution valve 2 and the relay valve when the brake pipe 6 is exhausted.

A brake pipe 6 for exhausting air to the switch construction 3.

And the switching device 4 is used for controlling the distribution valve 2 to output gas with different pressures to the first gas port 11 of the relay valve when the switching device 4 is positioned at different gears, and controlling the switch structure 3 to output gas with different pressures to the second gas port 12 of the relay valve when the switching device 4 is positioned at different gears.

The relay valve 1 is configured to control the pressure of the gas flowing between the third port 13 of the relay valve and the fourth port 14 of the relay valve so as to input the gas of different pressures to the brake cylinder 6, based on the gas of different pressures from the first port 11 of the relay valve and the gas of different pressures from the second port 12 of the relay valve.

For example, since different lines have different deceleration requirements for vehicle braking, it is desirable to provide a brake control system for a vehicle that can simultaneously meet the requirements for vehicle braking on different lines.

In order to meet the requirements of vehicle braking on two lines (a subway line and a national railway line), the braking control system of the vehicle provided by the embodiment is provided with the following components: relay valve 1, distribution valve 2, switch structure 3 and switching device 4. The relay valve 1 comprises at least the following air ports: a first port 11 of the relay valve, a second port 12 of the relay valve, a third port 13 of the relay valve, and a fourth port 14 of the relay valve. In order to complete the control process of the vehicle brake provided by the embodiment, the first air port 11 of the relay valve needs to be connected with the air cylinder 3 through the distribution valve 2, and the air cylinder 3 can store air in advance, and when the vehicle brakes, the air cylinder 3 can provide pressure for the first air port 11 of the relay valve through the distribution valve 2; the second air port 12 of the relay valve is connected with the brake pipe 6 through the switch structure 3, namely, the air in the brake pipe 6 can apply certain pressure to the switch structure 3 and apply certain pressure to the second air port 12 of the relay valve through the switch structure 3; the third air port 13 of the relay valve is connected with the air cylinder 5, and the fourth air port 14 of the relay valve is connected with the brake cylinder 7; the switching device 4 is connected with the distribution valve 2; the switching device 4 is connected with the switch structure 3;

a third control valve is arranged in the brake pipe 6 of the vehicle and is used to control the exhaust and charging processes of the brake pipe 6. When the vehicle needs to be braked, the user can exhaust the brake pipe 6 by controlling the third control valve, and when the brake pipe 6 exhausts, because the first air port 11 of the relay valve is communicated with the air cylinder 5 through the distribution valve 2, the air in the air cylinder 5 can flow to the distribution valve 2 and then to the first air port 11 of the relay valve; and the gas in the reservoir 5 will also flow to the third port 13 of the relay valve.

In addition, the switching device 4 is an adjusting device with different gears, the switching device 4 is connected with a handle for adjusting the output pressure in the distribution valve 2 through a connecting rod, and the handle for adjusting the output pressure in the distribution valve 2 is driven by adjusting the gears of the switching device 4 to change the position of the handle for adjusting the output pressure in the distribution valve 2, so that the distribution valve 2 outputs gas with different pressures. When the vehicle is running, the gear of the switching device 4 is adjusted, so that the distribution valve 2 outputs gas with different pressures, and further, when the vehicle brakes, the third control valve is adjusted, so that the brake pipe 6 exhausts, the pressure in the brake pipe 6 drops, at this time, the passages at the first gas port 11 of the distribution valve 2 and the relay valve are opened, so that the gas in the air cylinder 5 flows to the distribution valve 2, and the gas flowing to the first gas port 11 of the relay valve through the distribution valve 2 is made into gas with different pressures.

In addition, the switching device 4 is also connected with the switch structure 3 through a connecting rod, when the vehicle brakes, the brake pipe 6 exhausts and the pressure is reduced, so that the pressure is provided at one end of the switch structure 3 connected with the brake pipe 6, when the gear of the switching device 4 is adjusted, the air path communication between one end and the other end in the switch structure 3 can be changed, further, the air pressure generated by one end in the switch structure 3 to the other end of the switch structure 3 can be changed, and further, the air with different pressures can be output at the second air port 12 of the relay valve connected with the other end of the switch structure.

In the relay valve 1, the communication between the third port 13 of the relay valve and the fourth port 14 of the relay valve is established according to the different pressure of the gas of the first port 11 of the relay valve and the different pressure of the gas of the second port 12 of the relay valve, so that the gas in the reservoir 5 can flow to the brake cylinder sequentially through the third port 13 of the relay valve and the fourth port 14 of the relay valve, and since the pressure at the first port 11 of the relay valve is different and the pressure at the second port 12 of the relay valve is different when the switching device is in different shift positions, the pressure of the gas input into the brake cylinder 7 from the reservoir 5 through the relay valve 1 is also different. Because the brake cylinder 7 is connected with the wheels of the vehicle through the connecting structure, when the gas in the brake cylinder 7 is at different pressures, the brake cylinder 7 can apply different acting forces to the wheels through the connecting structure, so that the wheels adopt different decelerations to brake under the action of different acting forces, and further, a brake system in the vehicle can be suitable for different line requirements at the same time.

In the present embodiment, a brake control system of a vehicle is provided, in which a first port 11 of a relay valve is connected to an air reservoir 5 through a distribution valve 2, and a second port 12 of the relay valve is connected to a brake pipe 6 through a switching structure 3; the third air port 13 of the relay valve is connected with the air cylinder 5, and the fourth air port 14 of the relay valve is connected with the brake cylinder 7; the switching device 4 is connected with the distribution valve 2; the switching device 4 is connected with the switch structure 3; when the switching device 4 is in different gears, the distribution valve 2 can input gas with different pressures into the relay valve first air port 11, and the switch structure 3 is controlled to input gas with different pressures into the relay valve second air port 12, so that the relay valve 1 controls the pressure of circulating gas between the air cylinder 5 and the third air port 13 of the relay valve and the fourth air port 14 of the relay valve under the action of the distribution valve 2 and the switch structure 3, so as to input gas with different pressures into the brake cylinder 7, and therefore the vehicle can meet the braking requirements on two different lines.

Fig. 2 is a schematic structural diagram of another vehicle brake control system according to an embodiment of the present application. As shown in fig. 2, in addition to the embodiment shown in fig. 1, the switch structure 3 further includes: a cut-off switch 8 and a check valve 9; the first air port 81 of the cut-off switch is connected with the second air port 12 of the relay valve, and the second air port 82 of the cut-off switch is connected with the brake pipe 6; the air outlet of the one-way valve 9 is connected with the third air port 83 of the cut-off switch, and the air inlet of the one-way valve 9 is connected with the brake pipe 6; the conversion device 4 is connected with the cut-off switch 8; the first port 81 of the kill switch is adjacent to the third port 83 of the kill switch;

the switching device 4 is specifically used for controlling the cut-off switch 8 to be opened or closed when the switching device 4 is located at different gears, so that the brake pipe 6 outputs gas with different pressures to the second gas port 12 of the relay valve through the switch structure 3.

In one example, the switching device 4 is specifically configured to control the cut-off switch 8 to be turned off when the switching device 4 is located in a first gear of different gears; when the switching device 4 is located in a second gear of different gears, the cut-off switch 8 is controlled to be opened.

In one example, the first port 21 of the distribution valve is connected to the first port 11 of the relay valve, the second port 22 of the distribution valve is connected to the reservoir 5, and the third port 23 of the distribution valve is connected to the brake pipe 6.

A distribution valve 2, which is specifically used for inputting gas of a first pressure to the first gas port 11 of the relay valve according to the output gas of the air cylinder 5 through the first gas port 21 of the distribution valve when the switching device 4 is located at a first gear of different gears; when the switching device 4 is in the second gear of the different gear, the gas of the second pressure is input to the first port 11 of the relay valve through the first port 21 of the distribution valve in accordance with the output gas of the reservoir 5.

Illustratively, on the basis of the embodiment shown in fig. 1, the switch structure 3 may specifically include: cut-off switch 8 and check valve 9, wherein, cut-off switch 8 is including following several gas ports: a first port 81 of the block switch, a second port 82 of the block switch, and a third port 83 of the block switch. The check valve 9 comprises the following ports: an air inlet of the one-way valve 9 and an air outlet of the one-way valve 9. The distribution valve 2 mainly comprises the following air ports: a first port 21 of the distribution valve, a second port 22 of the distribution valve, and a third port 23 of the distribution valve.

In order to complete the control process of the vehicle brake of the embodiment, the first air port 81 of the cut-off switch is connected with the second air port 12 of the relay valve, the second air port 82 of the cut-off switch is connected with the brake pipe 6, and when the cut-off switch 8 is opened, the second air port 12 of the relay valve is connected with the brake pipe 6 through the cut-off switch 8, so that the pressure at the second air port 12 of the relay valve is reduced along with the reduction of the pressure in the brake pipe 6; the air outlet of the one-way valve 9 is connected with the third air port 83 of the cut-off switch, and the air inlet of the one-way valve 9 is connected with the brake pipe 6, i.e. the air in the brake pipe 6 can flow to the second air port 12 of the relay valve through the one-way valve 9, and when the pressure of the brake pipe 6 is reduced, the air at the second air port 12 of the relay valve can not flow to the brake pipe 6 through the one-way valve 9; the switching device 4 is connected to the cut-off switch 8 by a connecting rod.

The switching device 4 has two different gear positions, a first gear position and a second gear position, wherein the first gear position is suitable for a state railway line and the second gear position is suitable for a subway line. When the switching device 4 is adjusted to the first gear, the switching device 4 drives the connecting rod connected with the cut-off switch 8 at this time, so that the cut-off switch 8 is closed, that is, the air passage between the first air port 81 of the cut-off switch and the second air port 82 of the cut-off switch is closed at this time, when the vehicle is running, the air in the brake pipe 6 can be transmitted to the second air port 12 of the relay valve through the air inlet of the check valve 9, the air outlet of the check valve 9, the third air port 83 of the cut-off switch and the first air port 81 of the cut-off switch, so as to provide an air pressure for the second air port 12 of the relay valve, and when the vehicle brakes, the pressure of the brake pipe 6 drops, the air at the second air port 12 of the relay valve cannot flow out, that is, at this time, the pressure at the second air port 12 of the relay valve can be kept unchanged.

When the switching device 4 is adjusted to the second gear, the switching device 4 drives the connecting rod connected with the cut-off switch 8 to open the cut-off switch 8, that is, the air passage between the first air port 81 of the cut-off switch and the second air port 82 of the cut-off switch is communicated at this time, when the vehicle runs, the air in the brake pipe 6 can flow to the second air port 12 of the relay valve through the second air port 82 of the cut-off switch and the first air port 81 of the cut-off switch in sequence, the air in the brake pipe 6 can also be transmitted to the second air port 12 of the relay valve through the air inlet of the check valve 9, the air outlet of the check valve 9, the third air port 83 of the cut-off switch and the first air port 81 of the cut-off switch, and when the vehicle brakes, the pressure of the brake pipe 6 is reduced at this time, the air at the second air port 12 of the relay valve can flow to the brake pipe 6 through the first air port 81 of the cut-off switch and the second air port 82 of the cut-off switch 8 in sequence, so that the air pressure at the second port 12 of the relay valve decreases as the pressure in the brake pipe 6 decreases.

The first port 21 of the distribution valve is connected to the first port 11 of the relay valve, the second port 22 of the distribution valve is connected to the reservoir 5, and the third port 23 of the distribution valve is connected to the brake pipe 6; when the vehicle brakes, the pressure in the brake pipe 6 decreases, and the pressure at the third port 23 of the distribution valve connected to the brake pipe 6 also decreases, and at this time, the first port 21 of the distribution valve opens, and since the reservoir 5 is connected to the second port 22 of the distribution valve, the gas in the reservoir 5 can flow to the first port 11 of the relay valve through the second port 22 of the distribution valve and the first port 21 of the distribution valve in this order.

In addition, the switching device 4 is connected with the distribution valve 2 through a connecting rod, when the switching device 4 is switched to the first gear, the switching device 4 drives the connecting rod to further enable the distribution valve 2 to output a pressure, namely, when the vehicle brakes, the air in the air cylinder 5 sequentially passes through the second air port 22 of the distribution valve and the third air port 23 of the distribution valve to input the air of the first pressure to the first air port 11 of the relay valve; when the switching device 4 is switched to the second gear, the switching device 4 drives the connecting rod to further enable the distribution valve 2 to output another pressure, namely, when the vehicle brakes, the air in the air cylinder 5 sequentially passes through the second air port 22 of the distribution valve and the third air port 23 of the distribution valve to input the air of the second pressure to the first air port 11 of the relay valve.

In one example, the relay valve 1 includes a first valve body, a second valve body, and a balance beam 17; the first valve body and the second valve body are positioned at two ends of the balance beam 17.

The third air port 13 and the fourth air port 14 of the relay valve are positioned on the first valve body, and the second air port 12 of the relay valve is positioned on the second valve body; the first valve body and the second valve body are communicated with each other through a first communication pipe 161, and the first port 11 of the relay valve is located in the first communication pipe 161.

And a second valve body for applying different pressures to the first valve body through the balance beam 17 when the gas of different pressures is input to the first port 11 of the relay valve and the gas of different pressures is input to the second port 12 of the relay valve, so that the pressure of the gas flowing between the third port 13 of the relay valve and the fourth port 14 of the relay valve is changed.

In one example, the first valve body has a pressure limiting valve 18 and a first control valve 191 disposed therein; the bottom end of the first control valve 191 is arranged on the first end of the balance beam 17, and the pressure limiting valve 18 is arranged at the top of the first control valve 191;

a distribution valve 2 for inputting gas of a first pressure to a first gas port 11 of the relay valve when the switching device 4 is in a first gear of different gears; when the switching device 4 is located at a second gear of different gears, gas with a second pressure is input into the first air port 11 of the relay valve, and the first pressure is greater than the second pressure;

the switch structure 3 is used for inputting gas with a first air pressure to the second air port 12 of the relay valve when the switching device 4 is located at a first gear of different gears; when the switching device 4 is located at a second gear of different gears and the air pressure of the brake pipe 6 is a third pressure, controlling the air pressure at a second air port 12 of the relay valve to be a second air pressure, wherein the second air pressure is smaller than the first air pressure; when the switching device 4 is located at a second gear of different gears and the air pressure of the brake pipe 6 is a fourth pressure, controlling the air pressure at the second air port 12 of the relay valve to be a third air pressure, wherein the third air pressure is smaller than the second air pressure, and the fourth pressure is smaller than the third pressure;

a second valve body for applying a first force to the first control valve 191 through the balance beam 17 based on the gas of the first pressure and the gas of the first air pressure; applying a second force to the first control valve 191 through the balance beam 17 based on the gas at the second pressure and the gas at the second pressure, the second force being greater than the first force; applying a third force to the first control valve 191 through the balance beam 17 based on the gas at the second pressure and the gas at the third pressure, the third force being greater than the second force;

a first control valve 191 for raising the pressure limiting valve 18 based on the first pressure so that the third port 13 of the relay valve and the fourth port 14 of the relay valve communicate, and the size of a cavity in the first valve body between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a first size; based on the second pressure, the pressure limiting valve 18 is raised so that the third gas port 13 of the relay valve and the fourth gas port 14 of the relay valve are communicated, and the size of the cavity in the first valve body between the third gas port 13 of the relay valve and the fourth gas port 14 of the relay valve is a second size, and the second size is larger than the first size; based on the third pressure, the pressure limiting valve 18 is raised so that the third port 13 of the relay valve and the fourth port 14 of the relay valve communicate and the size of the cavity in the first valve body between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a third size, the third size being larger than the second size.

For example, fig. 3 is a schematic structural diagram of a relay valve provided in an embodiment of the present application, and as shown in fig. 3, the relay valve 1 includes a first valve body, a second valve body, and a balance beam 17, where the first valve body is located on one side of the balance beam 17, and the second valve body is located on the other side of the balance beam 17. The first valve body and the second valve body are communicated through a first communication pipe 161.

The first valve body is provided with a third port 13 and a fourth port 14 of the relay valve, the second valve body is provided with a second port 12 of the relay valve, and the first communication pipe 161 between the first valve body and the second valve body is provided with a first port 11 of the relay valve.

When the vehicle brakes, the air cylinder 5 inputs air with different pressure to the first air port 11 of the relay valve in the second valve body through the distribution valve 2, and due to the on-off of the cut-off switch 8 and the pressure change of the brake pipe 6, air with different pressure is input to the second air port 12 of the relay valve in the second valve body, under the combined action of the two air port pressures, different forces are applied to the first valve body through the balance beam 17, so that in the first valve body, the air cylinder 5 inputs air with different pressure to the fourth air port 14 of the relay valve through the third air port 13 of the relay valve, and therefore air with different pressure is input to the brake cylinder 7 connected with the fourth air port 14 of the relay valve.

In addition, a pressure limiting valve 18 and a first control valve 191 are further arranged in the first valve body, the bottom end of the first control valve 191 is in contact with one section of the balance beam 17, and the first control valve 191 is located at the top of the balance beam 17.

When the switching device 4 is in the first gear (i.e. when the vehicle is in a state railway), during normal braking or emergency braking of the vehicle, the brake pipe 6 is under the action of the third control valve, the gas pressure in the brake pipe 6 starts to drop, and since the brake pipe 6 is connected with the third air port 23 of the distribution valve, the pressure at the third air port 23 of the distribution valve also drops along with the drop of the pressure in the brake pipe 6, and at the moment, the first air port 21 of the distribution valve is opened, so that the gas in the air cylinder 5 can input the gas at the first pressure to the first air port 11 of the relay valve through the second air port 22 of the distribution valve and the first air port 21 of the distribution valve in sequence. Furthermore, when the switching device 4 is in the first gear position and before the vehicle brakes, the switch structure 3 can allow the gas in the brake pipe 6 connected with the switch structure 3 to flow to the second gas port 12 of the relay valve connected with the switch structure 3 through the switch structure 3, so that the pressure of the gas is the first gas pressure, and the gas at the second gas port 12 of the relay valve cannot flow back to the brake pipe 6; when the vehicle brakes and the gas pressure in the brake pipe 6 drops, the pressure at the second air port 12 of the relay valve is kept unchanged and is still the first air pressure; under the combined action of the gas based on the first pressure and the gas based on the first air pressure, the second valve body applies a first force to the first control valve 191 in the first valve body through the balance beam 17, the first control valve 191 raises the pressure limiting valve 18 under the action of the first force, so that a template originally positioned between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is raised, the air passages between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve are communicated, and the size of a cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is a first size. At this time, since the air cylinder 5 is connected to the third air port 13 of the relay valve, the air in the air cylinder 5 flows to the fourth air port 14 of the relay valve through the third air port 13 of the relay valve, and the brake cylinder 7 connected to the fourth air port 14 of the relay valve is inflated, so that the brake cylinder 7 applies the first acting force to the wheel, at this time, the template passing through the first control valve 191 is pressed downward by the pressure at the fourth air port 14 of the relay valve, and the pressure limiting valve 18 at the upper end of the first control valve 191 is also moved downward, so that the air passage between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 is finished.

When the switching device 4 is in the second gear position (i.e. when the vehicle is in the subway line), the pressure in the brake pipe 6 starts to decrease under the action of the third control valve when the vehicle brakes, and when the air pressure in the brake pipe 6 decreases to the third pressure when the vehicle brakes normally, the pressure at the third air port 23 of the distribution valve also decreases along with the decrease of the pressure in the brake pipe 6 because the brake pipe 6 is connected with the third air port 23 of the distribution valve, and the first air port 21 of the distribution valve is opened, so that the air in the air cylinder 5 can input the air of the second pressure to the first air port 11 of the relay valve through the second air port 22 of the distribution valve and the first air port 21 of the distribution valve in sequence, wherein the second pressure is higher than the first pressure. Furthermore, when the switching device 4 is in the second gear position and before the vehicle brakes, the gas in the brake pipe 6 connected to the switching device 3 can flow through the switching device 3 to the second port 12 of the relay valve connected to the switching device 3, and the gas at the second port 12 of the relay valve can flow back to the brake pipe 6 through the switching device 3; when the vehicle brakes and the gas pressure in the brake pipe 6 drops, the gas at the second gas port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected with the gas pressure, so that the gas pressure at the second gas port 12 of the relay valve is changed into a second gas pressure, wherein the second gas pressure is smaller than the first gas pressure; the second valve body presses down one end of the balance beam under the combined action of the gas based on the second pressure and the gas of the second air pressure, and applies a second force to the first control valve 191 in the first valve body by the leverage of the balance beam 17, wherein the second force is greater than the first force; the first control valve 191 raises the pressure limiting valve 18 under the action of the second force, so that the original template between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve rises, the air passage between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is communicated, the size of the cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is the second size, and the second size is larger than the first size. At this time, since the reservoir 5 is connected to the third port 13 of the relay valve, the gas in the reservoir 5 can flow to the fourth port 14 of the relay valve through the third port 13 of the relay valve, and the brake cylinder 7 connected to the fourth port 14 of the relay valve is inflated, so that the brake cylinder 7 applies a second acting force to the wheel, wherein the second acting force is greater than the first acting force. At this time, under the action of the pressure at the fourth air port 14 of the relay valve, the template penetrating through the first control valve 191 is pressed downwards, and then the pressure limiting valve 18 at the upper end of the first control valve 191 also moves downwards, so that the air path between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 is finished.

When the switching device 4 is in the second gear and the vehicle is braked, the pressure in the brake pipe 6 starts to fall under the action of the third control valve, and when the vehicle is emergently braked, the air pressure in the brake pipe 6 is reduced to a fourth pressure (the fourth pressure is 0 at the moment), wherein the fourth pressure is less than the third pressure; since the brake pipe 6 is connected to the third port 23 of the distribution valve, the pressure at the third port 23 of the distribution valve also decreases with the decrease of the pressure in the brake pipe 6, and at this time, the first port 21 of the distribution valve is opened, and the gas in the reservoir 5 can input the gas of the second pressure, which is greater than the first pressure, to the first port 11 of the relay valve through the second port 22 of the distribution valve and the first port 21 of the distribution valve in this order. Furthermore, when the switching device 4 is in the second gear position, before the vehicle brakes, the gas in the brake pipe 6 connected to the switching device 3 can flow through the switching device 3 to the second port 12 of the relay valve connected to the switching device 3, and the gas at the second port 12 of the relay valve can flow back to the brake pipe 6 through the switching device 3; when the vehicle brakes and the air pressure in the brake pipe 6 drops to a fourth air pressure, the air at the second air port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected with the relay valve, so that the air pressure at the second air port 12 of the relay valve is changed into a third air pressure, wherein the third air pressure is smaller than the second air pressure; the second valve body presses down one end of the balance beam under the combined action of the gas based on the second pressure and the gas of the third gas pressure, and applies a third force to the first control valve 191 in the first valve body through the leverage of the balance beam 17, wherein the third force is greater than the second force; the first control valve 191 raises the pressure limiting valve 18 under the action of the third force, so that the original template between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve rises, the air passage between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is communicated, the size of the cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is the third size, and the third size is larger than the second size. At this time, since the reservoir 5 is connected to the third port 13 of the relay valve, the gas in the reservoir 5 can flow to the fourth port 14 of the relay valve through the third port 13 of the relay valve, and the brake cylinder 7 connected to the fourth port 14 of the relay valve is inflated, so that the brake cylinder 7 exerts a third acting force on the wheel, wherein the third acting force is greater than the second acting force. At this time, under the action of the pressure at the fourth air port 14 of the relay valve, the template penetrating through the first control valve 191 is pressed downwards, and then the pressure limiting valve 18 at the upper end of the first control valve 191 also moves downwards, so that the air path between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 is finished.

In one example, the second valve body is provided with a first cavity and a second cavity therein; the second air port 12 of the relay valve is positioned on a first cavity, a first piston 101 is arranged in the first cavity, a first port is arranged on the first cavity, and the first port is communicated with the atmosphere;

an upper template 102, a lower template 103 and a second control valve 192 are arranged in the second cavity; the lower template 103 is arranged on the second control valve 192 in a penetrating way, and the upper template 102 is positioned at the top end of the second control valve 192; a second port is formed in the lower end of the second cavity and communicated with the atmosphere; the bottom end of the second control valve 192 is disposed on the second end of the balance beam 17;

a second communicating pipe 162 and a third communicating pipe 163 are connected between the first cavity and the second cavity; a first communicating pipe 161 and a second communicating pipe 162 are communicated with each other, one end of a third communicating pipe 163 is adjacent to the first port, and the other end of the third communicating pipe 163 is positioned between the upper mold plate 102 and the lower mold plate 103;

a first piston 101 for not moving the gas based on the first pressure and the first air pressure to communicate the gas at the lower end of the upper die plate 102 with the atmosphere through the third communication pipe 163 and the first port, so that the upper die plate 102 applies the first force to the second control valve 192; the gas based on the second pressure and the second pressure do not move to cause the upper plate 102 to apply a second force to the second control valve 192, the second force being greater than the first force; the gas based on the second pressure and the gas based on the third air pressure move to communicate the second communication pipe 162 with the third communication pipe 163, so that the lower template 103 applies a third force to the second control valve 192, where the third force is greater than the second force;

a second control valve 192 for applying a first force to the first control valve 191 through the balance beam 17 based on the first force; applying a second force to the first control valve 191 through the balance beam 17 based on the second force; based on the third force, a third force is applied to the first control valve 191 through the balance beam 17.

Illustratively, the second valve body of the relay valve 1 includes a first cavity and a second cavity, and the first cavity includes the second port 12 of the relay valve and the first piston 101. The first piston 101 is also provided with a first port which communicates with the atmosphere so that the piston can communicate with the atmosphere through the first port.

In the second cavity, including: the lower die plate 103 is provided with a first cavity, the first cavity is provided with a first opening, the first opening is opened in the atmosphere, and the lower surface of the lower die plate 103 is communicated with the atmosphere.

In addition, the first chamber and the second chamber are communicated with each other through the second communication pipe 162 and the third communication pipe 163. One end of the third communicating pipe 163 is adjacent to the first port on the first cavity, and the other end of the third communicating pipe 163 is between the upper mold plate 102 and the lower mold plate 103.

When the switching device 4 is in the first gear (i.e. when the vehicle is in a state railway), during normal braking or emergency braking of the vehicle, the pressure of the brake pipe 6 starts to drop under the action of the third control valve, and since the brake pipe 6 is connected with the third air port 23 of the distribution valve, the pressure at the third air port 23 of the distribution valve also drops along with the drop of the pressure in the brake pipe 6, and the first air port 21 of the distribution valve is opened, so that the air in the air cylinder 5 can input the air at the first pressure to the first air port 11 of the relay valve through the second air port 22 of the distribution valve and the first air port 21 of the distribution valve in sequence. Furthermore, when the switching device 4 is in the first gear position and before the vehicle brakes, the switching device 3 can allow the gas in the brake pipe 6 connected to the switching device 3 to flow to the second port 12 of the relay valve connected to the switching device 3 through the switching device 3 to make the pressure of the gas be the first gas pressure, and the gas at the second port 12 of the relay valve cannot flow back to the brake pipe 6; when the vehicle brakes and the gas pressure in the brake pipe 6 drops, the pressure at the second air port 12 of the relay valve is kept unchanged and is still the first air pressure; in the second valve body, since the second air port 12 of the relay valve is communicated with the first piston 101, and the pressure at the second air port 12 of the relay valve is kept unchanged, the first piston 101 is subjected to a first air pressure, so that the air at the lower end of the upper die plate 102 is communicated with the first port through the third communicating pipe 163 to the atmosphere, the upper end of the upper die plate 102 is communicated with the first air port 11 of the relay valve communicated with the first communicating pipe 161, the air pressure at the upper end of the upper die plate 102 and the pressure at the first air port 11 of the relay valve are both the first pressure, and the upper end of the upper die plate 102 and the lower end of the upper die plate 102 are different in pressure at the moment; the air at the upper end of the lower template 103 is communicated with the first port through the third communicating pipe 163 to the atmosphere, the air at the lower end of the lower template 103 is communicated with the atmosphere through the second port of the second cavity, at this time, the air pressure at the upper end of the lower template 103 is the same as the air pressure at the lower end of the lower template 103, therefore, in the second cavity, because the air pressure at the upper end of the upper template 102 is greater than the air pressure at the lower end of the upper template 102, the upper template 102 exerts a first force on the second control valve 192, one end of the balance beam 17 is pressed downwards, and a first force is exerted on the first control valve 191 in the first valve body through the leverage of the balance beam 17, the first control valve 191 raises the pressure limiting valve 18 under the first force, so that the template originally positioned between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is lifted, the air passage between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is communicated, and the size of the cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is the first atmosphere Is small. At this time, since the reservoir 5 is connected to the third port 13 of the relay valve, the gas in the reservoir 5 flows to the fourth port 14 of the relay valve through the third port 13 of the relay valve, and the brake cylinder 7 connected to the fourth port 14 of the relay valve is inflated, so that the brake cylinder 7 applies the first acting force to the wheel. At this time, under the action of the pressure at the fourth air port 14 of the relay valve, the template penetrating through the first control valve 191 is pressed downwards, and then the pressure limiting valve 18 at the upper end of the first control valve 191 also moves downwards, so that the air path between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 is finished.

When the switching device 4 is in the second gear position (i.e. when the vehicle is in the subway line), the pressure in the brake pipe 6 starts to decrease under the action of the third control valve when the vehicle brakes, and when the air pressure in the brake pipe 6 decreases to the third pressure when the vehicle brakes normally, the pressure at the third air port 23 of the distribution valve also decreases along with the decrease of the pressure in the brake pipe 6 because the brake pipe 6 is connected with the third air port 23 of the distribution valve, and the first air port 21 of the distribution valve is opened, so that the air in the air cylinder 5 can input the air of the second pressure to the first air port 11 of the relay valve through the second air port 22 of the distribution valve and the first air port 21 of the distribution valve in sequence, wherein the second pressure is higher than the first pressure. Furthermore, when the switching device 4 is in the second gear position and before the vehicle brakes, the switching device 3 may allow the gas in the brake pipe 6 connected to the switching device 3 to flow through the switching device 3 to the second port 12 of the relay valve connected to the switching device 3, so that the first piston 101 connected to the second port 12 of the relay valve moves to the left. When the vehicle brakes and the gas pressure in the brake pipe 6 drops, the gas at the second gas port 12 of the relay valve can flow out into the brake pipe 6 through the switch structure 3 connected with the relay valve, so that the gas pressure at the second gas port 12 of the relay valve is reduced to a second gas pressure, wherein the second gas pressure is smaller than the first gas pressure; in the second valve body, since the second port 12 of the relay valve communicates with the first piston 101, and the pressure at the second port 12 of the relay valve is reduced to the second air pressure as the pressure of the brake pipe 6 connected thereto through the switching means is reduced, at which time the pressure at the first piston 101 communicating with the second port 12 of the relay valve is also reduced to the second air pressure, but the pressure drop at the first piston 101 is not of sufficient magnitude to cause the first piston 101 to move, at this time, therefore, the first piston 101 is subjected to the second air pressure, so that the gas at the lower end of the upper die plate 102 is communicated with the first port to the atmosphere through the third communication pipe 163, the upper end of the upper die plate 102 is communicated with the first air port 11 of the relay valve communicated with the first communication pipe 161, the air pressure of the upper end of the upper die plate 102 and the pressure of the first air port 11 of the relay valve are both the second pressure, and the pressure of the upper end of the upper die plate 102 is different from the pressure of the lower end of the upper die plate 102; the gas at the upper end of the lower template 103 is communicated with the first port through the third communicating pipe 163 to the atmosphere, the gas at the lower end of the lower template 103 is communicated with the atmosphere through the second port of the second cavity, and at this time, the gas pressure at the upper end of the lower template 103 is the same as the gas pressure at the lower end of the lower template 103, so that in the second cavity, as the second pressure at the upper end of the upper template 102 is greater than the gas pressure at the lower end of the upper template 102, the upper template 102 applies a second force to the second control valve 192 under the action of the second pressure, and as the second pressure is greater than the first pressure, the second force is greater than the first force; and the second control valve 192 presses down on the balance beam end, applying a second force to the first control valve 191 in the first valve body by the leverage of the balance beam 17, wherein the second force is greater than the first force; the first control valve 191 raises the pressure limiting valve 18 under the second force, so that the original template between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve rises, the air passage between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is communicated, and the size of the cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is a second size, wherein the second size is larger than the first size. At this time, since the reservoir 5 is connected to the third port 13 of the relay valve, the gas in the reservoir 5 can flow to the fourth port 14 of the relay valve through the third port 13 of the relay valve, so that the brake cylinder 7 connected to the fourth port 14 of the relay valve is inflated, and the brake cylinder 7 applies a second acting force to the wheel, wherein the second acting force is greater than the first acting force, so that the braking speed of the vehicle on the subway line is greater than the braking speed of the vehicle on the national subway line. At this time, under the action of the pressure at the fourth air port 14 of the relay valve, the template penetrating through the first control valve 191 is pressed downwards, and then the pressure limiting valve 18 at the upper end of the first control valve 191 also moves downwards, so that the air path between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 is finished.

When the switching device 4 is in the second gear and the vehicle is braked, the pressure in the brake pipe 6 starts to drop under the action of the third control valve, and when the vehicle is emergently braked, the pressure in the brake pipe 6 is reduced to a fourth pressure, wherein the fourth pressure is less than the third pressure; since the brake pipe 6 is connected to the third port 23 of the distribution valve, the pressure at the third port 23 of the distribution valve also decreases as the pressure in the brake pipe 6 decreases, and the first port 21 of the distribution valve opens, so that the air in the reservoir 5 can be supplied to the first port 11 of the relay valve through the second port 22 of the distribution valve and the first port 21 of the distribution valve in this order at a second pressure, which is higher than the first pressure. Furthermore, when the switching device 4 is in the second gear position and before the vehicle brakes, the switch structure 3 can allow the gas in the brake pipe 6 connected with the switch structure 3 to flow to the second gas port 12 of the relay valve connected with the switch structure 3 through the switch structure 3, so that the first piston 101 connected with the second gas port 12 of the relay valve moves to the left; when the vehicle brakes and the air pressure in the brake pipe 6 drops to a fourth air pressure, the air at the second air port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected with the relay valve, so that the air pressure at the second air port 12 of the relay valve is changed into a third air pressure, wherein the third air pressure is smaller than the second air pressure; in the second valve body, since the second air port 12 of the relay valve is communicated with the first piston 101, and the pressure at the second air port 12 of the relay valve is reduced to the third air pressure along with the reduction of the pressure of the brake pipe 6 connected thereto through the switching device, the pressure at the first piston 101 communicated with the second air port 12 of the relay valve is also reduced to the third air pressure, the first piston 101 moves rightward, and the first piston 101 moves to a position between one end of the third communication pipe 163 and the first port, at this time, the air passages between the first communication pipe 161, the second communication pipe 162 and the third communication pipe 163 are communicated, and since the first air port 11 of the relay valve communicated with the first communication pipe 161, the air pressures in the first communication pipe 161, the second communication pipe 162 and the third communication pipe 163 are the second pressure, that is, at this time, the upper end of the upper die 102 is communicated with the lower end of the upper die 102 through the second communication pipe 162, the air pressure at the upper end of the upper template 102 and the air pressure at the lower end of the upper template 102 are both the second pressure; in addition, since the upper end of the lower template 103 is communicated with the lower end of the upper template 102, the air pressure at the upper end of the lower template 103 is also the second pressure, and the lower end of the lower template 103 is communicated with the atmosphere due to the second port, so that the air at the lower end of the lower template 103 is communicated with the atmosphere through the second port, and therefore the pressure at the upper end of the lower template 103 is greater than the pressure at the lower end of the lower template 103, so that the lower template 103 applies the third force to the second control valve 192, and since the surface area of the lower template 103 is greater than that of the upper template 102, the third force is greater than the second force. And the second control valve 192, pressing down on the balance beam end, applies a third force to the first control valve 191 in the first valve body by the leverage of the balance beam 17, wherein the third force is greater than the second force; the first control valve 191 raises the pressure limiting valve 18 under the action of the third force, so that the original template between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve rises, the air passages between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve are communicated, the size of the cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is the third size, and the third size is larger than the second size. At this time, since the reservoir 5 is connected to the third port 13 of the relay valve, the gas in the reservoir 5 can flow to the fourth port 14 of the relay valve through the third port 13 of the relay valve, and then the brake cylinder 7 connected to the fourth port 14 of the relay valve is inflated, so that the brake cylinder 7 exerts a third acting force on the wheel, wherein the third acting force is greater than the second acting force, and thus the speed of the emergency braking of the vehicle on the subway is greater than the speed of the emergency braking of the vehicle on the subway. At this time, under the action of the pressure at the fourth air port 14 of the relay valve, the template penetrating through the first control valve 191 is pressed downwards, and then the pressure limiting valve 18 at the upper end of the first control valve 191 also moves downwards, so that the air path between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 is finished.

In one example, the relay valve 1 further comprises a support point for supporting the balance beam 17, and a second piston; the bearing point is connected with one end of a second piston, and the other end 15 of the second piston is connected with an empty and heavy vehicle adjusting device.

The lower end of the balance beam 17 of the relay valve 1 is also provided, exemplarily, with a movable support point, and a second piston. One end of the second piston is connected to the support point and the other end 15 of the second piston can be connected to a dry weight adjustment device (e.g. a weighing valve).

In order to ensure that the vehicle can be braked at the same deceleration when the vehicle is under different loads, therefore, an empty and heavy vehicle adjusting device can be connected to the other end 15 of the second piston of the relay valve 1, when the load of the vehicle increases, in order to ensure that the deceleration of the vehicle is the same when the vehicle is braked at the same line, the brake cylinder 7 is required to provide larger force to the wheel, and at this time, the empty vehicle adjusting device pushes the second piston to move to the left due to the increase of the load of the vehicle, and further, the supporting point connected with one end of the second piston moves to the left. When the vehicle brakes, the distance between the bottom end of the second control valve 192 and the supporting point is increased, and at this time, if the force applied by the second control valve 192 to one end of the support beam is the first force, because the distance between the bottom end of the second control valve 192 and the supporting point is increased, the fourth force applied by the support beam to the first control valve 191 is greater than the original first force, further enabling the third air port 13 of the relay valve to communicate with the fourth air port 14 of the relay valve, the size of the cavity between the third air port 13 of the relay valve and the fourth air port 14 of the relay valve is the fourth size, wherein the fourth size is greater than the first size, so that more air in the air cylinder 5 communicated with the third air port 13 of the relay valve can flow to the brake cylinder 7 through the third air port 13 of the relay valve and the fourth air port 14 of the relay valve in sequence, the brake cylinder 7 further applies a fourth acting force to the wheel, wherein the fourth acting force is greater than the first acting force, this ensures that the same deceleration can be applied to the brakes on the same line as the vehicle load increases.

In the present embodiment, a brake control system for a vehicle is provided, which includes a switching device 4. The shift of the switching device 4 can be adjusted so that the distribution valve 2 connected thereto outputs different pressures, which in turn affects the magnitude of the pressure at the first port 11 of the relay valve connected to the third port 23 of the distribution valve; meanwhile, the switching device 4 can also control the opening and closing of the cutoff switch 8 connected with the switching device to further influence the air pressure at the second air port 12 of the relay valve connected with the first air port 81 of the cutoff switch, so that the piston at the second air port 12 of the relay valve is in different positions, and different air pressures are generated on the upper surface and the lower surface of the upper template 102 and the lower template 103 respectively in the second cavity, so that the upper template 102 or the lower template 103 drives the second control valve 192 to apply different forces to the first control valve 191 through the support beam, the first control valve 191 applies different forces to the pressure limiting valve 18 on the first control valve 191 under the action of different forces, so that the third air port 13 of the relay valve is communicated with the fourth air port 14 of the relay valve, and the air cylinder 5 can input different air pressures to the brake cylinder 7 through the third air port 13 of the relay valve and the fourth air port 14 of the relay valve, so that the brake cylinders 7 exert different acting forces on the wheels, so that the vehicle can meet the braking requirements of different lines. In addition, an empty and heavy vehicle adjusting device can be connected to the other end 15 of the second piston of the relay valve 1, so that when the load of the vehicle is increased and the vehicle runs on the same line, the same deceleration can be realized, and the safety of the device at the connection position of the vehicle is ensured; in addition, the brake control system of the vehicle provided by the embodiment of the application does not need power supply control, can meet the demand of the vehicle without electricity, can reduce the electricity consumption cost of the vehicle, and avoids the simultaneous installation of two different brake control systems in the vehicle, thereby reducing the manufacturing cost and the maintenance cost of the vehicle. In addition, the brake control system may connect a plurality of relay valves 1 and a plurality of brake cylinders 7 at the same time.

The embodiment of the application provides a vehicle, and the vehicle is provided with the brake control system provided by any one of the embodiments.

In one example, the vehicle is also provided with an air cylinder 5 and a brake pipe 6; the brake pipe 6 is connected with the air cylinder 5 through the distribution valve 2;

and the brake pipe 6 is used for charging air to the air cylinder 5.

In one example, the vehicle is also provided with an air cylinder 5, a brake pipe 6 and a main air pipe; the main air pipe is connected with the air cylinder 5; and the main air pipe is used for filling air to the air cylinder 5.

Illustratively, the reservoir 5 needs to be charged before the vehicle brakes. In a possible way, the air in the reservoir 5 can come from the brake pipe 6, and on the basis of the structure of the above embodiment, when the vehicle is running, the first air port 21 of the distribution valve is closed, the second air port 22 of the distribution valve and the third air port 23 of the distribution valve are opened, and the air in the brake pipe 6 can flow to the second air port 22 of the distribution valve through the third air port 23 of the distribution valve connected with the air port, and further flows to the reservoir 5 connected with the air port through the second air port 22 of the distribution valve to charge the reservoir 5.

In another possible implementation, the air in the reservoir 5 may also come from the main ductwork. On the basis of the structure of the embodiment, the vehicle is provided with the main air pipe, the main air pipe can be connected with one end of the pressure reducing valve, and the other end of the pressure reducing valve is connected with air. When the vehicle runs, the pressure reducing valve can be manually controlled to enable the main air pipe, the pressure reducing valve and the air reservoir 5 to be communicated, and then the main air pipe can inflate the air reservoir 5.

The embodiment of the application also provides a train, the train comprises a locomotive and the vehicle provided by the embodiment, and the locomotive is used for providing power for the vehicle.

As used in this application, although the terms "first," "second," etc. may be used in this application to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, unless the meaning of the description changes, so long as all occurrences of the "first element" are renamed consistently and all occurrences of the "second element" are renamed consistently. The first and second elements are both elements, but may not be the same element.

The above description of the technology may refer to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration embodiments in which the described embodiments may be practiced. While these embodiments are described in sufficient detail to enable those skilled in the art to practice them, they are not limiting; other embodiments may be utilized and changes may be made without departing from the scope of the described embodiments. For example, the order of operations described in a flowchart is non-limiting, and thus the order of two or more operations illustrated in and described in accordance with the flowchart may be altered in accordance with several embodiments. As another example, in several embodiments, one or more operations illustrated in and described with respect to the flowcharts are optional or may be eliminated. Additionally, certain steps or functions may be added to the disclosed embodiments, or two or more steps may be permuted in order. All such variations are considered to be encompassed by the disclosed embodiments and the claims.

Additionally, terminology is used in the foregoing description of the technology to provide a thorough understanding of the described embodiments. However, no unnecessary detail is required to implement the described embodiments. Accordingly, the foregoing description of the embodiments has been presented for purposes of illustration and description. The embodiments presented in the foregoing description and the examples disclosed in accordance with these embodiments are provided solely to add context and aid in the understanding of the described embodiments. The above description is not intended to be exhaustive or to limit the described embodiments to the precise form disclosed. Many modifications, alternative uses, and variations are possible in light of the above teaching. In some instances, well known process steps have not been described in detail in order to avoid unnecessarily obscuring the described embodiments.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims

1. A brake control system for a vehicle, the system comprising: relay valve, distribution valve, switch structure and switching device; the first air port of the relay valve is connected with an air cylinder through a distribution valve, and the second air port of the relay valve is connected with a brake pipe through the switch structure; a third air port of the relay valve is connected with the air cylinder, and a fourth air port of the relay valve is connected with the brake cylinder; the switching device is connected with the distribution valve; the conversion device is connected with the switch structure;

the brake pipe is used for exhausting air to the switch structure;

2. The system of claim 1, wherein the switch structure comprises a kill switch and a one-way valve; a first air port of the cut-off switch is connected with a second air port of the relay valve, and the second air port of the cut-off switch is connected with the brake pipe; the air outlet of the one-way valve is connected with the third air port of the cut-off switch, and the air inlet of the one-way valve is connected with the brake pipe; the conversion device is connected with the cut-off switch; the first air port of the cut-off switch is adjacent to the third air port of the cut-off switch;

the switching device is specifically configured to control the cut-off switch to be turned on or off when the switching device is located at different gears, so that the brake pipe outputs gas at different pressures to the second gas port of the relay valve through the switch structure.

3. The system according to claim 2, characterized in that said switching means, in particular for controlling said cut-off switch to be closed when said switching means is in a first of said different gears; and when the conversion device is positioned at a second gear of different gears, the cut-off switch is controlled to be opened.

4. The system of claim 1, wherein the relay valve comprises a first valve body, a second valve body, and a balance beam; the first valve body and the second valve body are positioned at two ends of the balance beam;

5. The system of claim 4, wherein a pressure limiting valve and a first control valve are disposed in the first valve body; the bottom end of the first control valve is arranged on the first end of the balance beam, and the pressure limiting valve is positioned at the top of the first control valve;

the distribution valve is used for inputting gas with a first pressure to a first gas port of the relay valve when the switching device is located in a first gear of the different gears; when the switching device is located in a second gear of the different gears, gas with a second pressure is input into a first air port of the relay valve, and the first pressure is larger than the second pressure;

6. The system of claim 5, wherein the second valve body has a first cavity and a second cavity disposed therein; the second air port of the relay valve is positioned on the first cavity, a first piston is arranged in the first cavity, and a first port is arranged on the first cavity and communicated with the atmosphere;

the second control valve is used for applying the first force to the first control valve through the balance beam based on the first force; applying the second force to the first control valve through the balance beam based on the second force; applying, by the balance beam, the third force to the first control valve based on the third force.

7. The system of claim 4, wherein the relay valve further comprises a support point for supporting the balance beam, and a second piston; the supporting point is connected with one end of the second piston, and the other end of the second piston is connected with the empty and heavy vehicle adjusting device.

8. The system of any one of claims 1 to 7, wherein the first port of the distribution valve is connected to the first port of the relay valve, the second port of the distribution valve is connected to the reservoir, and the third port of the distribution valve is connected to the brake pipe;

the distribution valve is specifically used for inputting gas with a first pressure to the first port of the relay valve according to the fact that the output gas of the air cylinder passes through the first gas port of the distribution valve when the switching device is located in the first gear of the different gears; when the switching device is located at a second gear of different gears, gas of a second pressure is input to the first air port of the relay valve through the first air port of the distribution valve according to the output gas of the air cylinder.

9. A vehicle, characterized in that the vehicle is provided with a brake control system according to any one of claims 1-8.

10. The vehicle of claim 9, further comprising an air reservoir and a brake pipe disposed thereon; the brake pipe is connected with the air cylinder through the distribution valve;

the brake pipe is used for charging air to the air cylinder.

11. The vehicle of claim 9, further comprising an air reservoir, a brake pipe, and a main air duct; the main air pipe is connected with the air cylinder;

and the main air pipe is used for charging air to the air cylinder.

12. A train comprising a locomotive and a vehicle according to any of claims 9-11; the locomotive is used for providing power for the vehicle.