CN112590747B

CN112590747B - Relay valve structure for electro-pneumatic braking and electro-pneumatic braking control system

Info

Publication number: CN112590747B
Application number: CN202011538870.6A
Authority: CN
Inventors: 王文刚; 王蒙; 丁颖; 王洪昆; 边志宏; 王萌; 焦杨; 马瑞峰; 刘亚梅; 蒋勇; 朱宇; 刘文军; 贺才建; 杨金龙; 宋志勇; 唐琦
Original assignee: Shenhua Railway Equipment Co Ltd; Meishan CRRC Brake Science and Technology Co Ltd
Current assignee: Shenhua Railway Equipment Co Ltd; Meishan CRRC Brake Science and Technology Co Ltd
Priority date: 2020-12-23
Filing date: 2020-12-23
Publication date: 2022-03-25
Anticipated expiration: 2040-12-23
Also published as: CN112590747A

Abstract

The invention relates to a relay valve structure for electro-pneumatic braking and an electro-pneumatic braking control system. The relay valve structure for electro-pneumatic braking comprises a valve body and a piston assembly. The piston assembly comprises a piston, a diaphragm plate, a valve rod and an elastic reset piece, and the elastic reset piece is sleeved on the top of the valve rod and is abutted against the valve body; the piston is fixed on the upper part of the valve rod. The diaphragm plate and the piston divide the hollow cavity into an upper cavity for communicating with the pre-control chamber and a lower cavity for communicating with a train pipe. The piston assembly is also provided with an air exhaust valve port for communicating with a train pipe, and the piston assembly can move in the hollow cavity to open or close the air exhaust valve port. Therefore, the pressure change of the train pipe is controlled at intervals by controlling the pressure change of the pre-control chamber, so that the synchronization of the air exhaust of the train pipe is improved. In addition, the pressure in the train pipe is relieved, so that the pressure of the train pipe is kept consistent with the pressure of the pre-control chamber, the braking instruction generated by a driver can be accurately transmitted to each vehicle, the exhaust of the train pipe is accelerated, and the synchronization of the instruction is realized.

Description

Relay valve structure for electro-pneumatic braking and electro-pneumatic braking control system

Technical Field

The invention relates to the technical field of train braking, in particular to a relay valve structure for electro-pneumatic braking and an electro-pneumatic braking control system.

Background

With the development of railway freight transportation in China, the advantages of environmental protection, energy conservation and high efficiency of heavy-duty transportation are regarded as an important development direction of railway freight transportation. The heavy-duty transport train adopts an electric pneumatic brake system, namely a train brake system taking compressed air as power, and the network signal sent by a locomotive controls the common use and the emergency brake. However, the control precision of the traditional relay valve is low, and the control requirement of the electro-pneumatic brake system cannot be met, so that the brake command generated by a driver cannot be accurately transmitted to each vehicle.

Disclosure of Invention

Accordingly, there is a need for a relay valve structure for electro-pneumatic braking and an electro-pneumatic braking control system, which can accurately transmit a braking command generated by a driver to each vehicle, accelerate the exhaust of a train pipe, and achieve command synchronization.

A relay valve structure for electric pneumatic braking, comprising:

the valve body is provided with a hollow cavity; the piston assembly comprises a diaphragm movably arranged in the hollow cavity, a piston, a valve rod and an elastic resetting piece, the elastic resetting piece is arranged at the top of the valve rod and is abutted against the valve body, and the piston is arranged at the upper part of the valve rod; one side of the diaphragm plate is connected with the valve body, the other side of the diaphragm plate is movably arranged in the piston, and the diaphragm plate and the piston divide the hollow cavity into an upper cavity for communicating with a pre-control chamber and a lower cavity for communicating with a train pipe; the piston assembly is also provided with an air exhaust valve port for communicating the train pipe, and the valve rod can move in the hollow cavity to open or close the air exhaust valve port.

In one embodiment, the relay valve structure for electro-pneumatic braking further includes an exhaust solenoid valve correspondingly disposed in the pre-control chamber and a cut-off control valve disposed in the train pipe, the exhaust solenoid valve is configured to control exhaust of the pre-control chamber, and the cut-off control valve is configured to control communication or cut-off of a passage between the train pipe and the exhaust valve port.

In one embodiment, the relay valve structure for electro-pneumatic braking further comprises a switching solenoid valve connected to the cutoff control valve; when the switching electromagnetic valve is in a power-off state, the exhaust electromagnetic valve is powered off, and the cut-off control valve is in a closed position; and when the conversion electromagnetic valve is electrified, the exhaust electromagnetic valve is electrified, and the cut-off control valve is in an open position.

In one embodiment, the relay valve structure for electric pneumatic braking further comprises a local reduction control valve, and the local reduction control valve is used for controlling communication or isolation of a local reduction chamber and the pre-control chamber.

In one embodiment, the relay valve structure for electro-pneumatic braking further comprises an exhaust solenoid valve, a cut-off control valve and a switching solenoid valve, wherein the switching solenoid valve is respectively connected to the cut-off control valve and the local reduction control valve; when the conversion electromagnetic valve is in an electrified state, the exhaust electromagnetic valve is electrified, and the cutoff control valve and the local reduction control valve are in an open position; and under the power-off state of the switching electromagnetic valve, the exhaust electromagnetic valve is powered off, and the cut-off control valve is in a closed position.

In one embodiment, the piston assembly further comprises a sealing ring and a valve seat, the exhaust valve port is arranged on the valve seat, and the sealing ring is arranged at the position of the valve rod corresponding to the exhaust valve port.

In one embodiment, a positioning groove is formed in one end, close to the valve seat, of the valve rod, a notch of the positioning groove is in an outward expansion shape, and the sealing ring is arranged in the positioning groove.

In one embodiment, the relay valve structure for electro-pneumatic braking further comprises a dust filter sheet arranged on the valve seat, and the dust filter sheet is arranged corresponding to the exhaust valve port; the valve seat is provided with an outer edge, the outer edge is arranged along the edge of the air exhaust valve port, and the outer edge is higher than the top of the air exhaust valve port.

In one embodiment, the valve body comprises a middle body and an end cover, the end cover is connected with the valve rod in a sliding mode, and the end cover is arranged on the middle body and surrounds the middle body to form the hollow cavity; the piston and the diaphragm plate are circular, the outer diameter of the piston is smaller than that of the hollow cavity, the inner edge of the diaphragm plate is movably arranged in the piston, and the outer edge of the diaphragm plate is arranged between the end cover and the intermediate body.

The utility model provides an electro-pneumatic brake control system, electro-pneumatic brake control system include in advance control room, train pipe and the relay valve structure for electro-pneumatic brake, in advance control room with the epicoele intercommunication, train pipe with the cavity of resorption intercommunication.

In the relay valve structure for the electro-pneumatic brake and the electro-pneumatic brake control system, one side of the diaphragm plate is movably arranged in the piston, and the other side of the diaphragm plate is connected to the valve body, so that the hollow cavity is divided into an upper cavity communicated with the pre-control chamber and a lower cavity communicated with the train pipe. When the pressure of the pre-control chamber is reduced and the air pressure of the train pipe is greater than the sum of the air pressure of the pre-control chamber and the elastic force of the elastic reset piece, the diaphragm drives the piston and the valve rod to move upwards in the hollow cavity, so that the air exhaust valve port is opened. At the moment, the gas of the train pipe is exhausted to the atmosphere through the exhaust valve port, and simultaneously the gas of the train pipe also enters the lower cavity. When the air pressure of the train pipe and the precontrol chamber is in a balanced state, the diaphragm plate drives the piston and the valve rod to move downwards under the action of the elastic reset piece, so that the air exhaust valve port is closed, the pressure of the train pipe and the precontrol chamber is kept consistent, and the synchronization of pressure reduction is ensured. Therefore, the pressure change of the train pipe is controlled at intervals by controlling the pressure change of the pre-control chamber, so that the air exhaust synchronism of the train pipe is effectively improved. In addition, the pressure in the train pipe is relieved, so that the pressure of the train pipe is kept consistent with the pressure of the pre-control chamber, and the braking instruction generated by a driver can be accurately transmitted to each vehicle, so that the exhaust of the train pipe is accelerated, and the synchronism of the instruction is realized.

Drawings

Fig. 1 is a sectional view of a relay valve structure for a wireless air brake according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a valve seat of a relay valve structure for a wireless air brake according to an embodiment of the present invention;

fig. 3 is a schematic structural diagram of a valve body of a relay valve structure for a wireless air brake according to an embodiment of the invention;

fig. 4 is a schematic structural diagram of an electro-pneumatic brake control system according to an embodiment of the present invention.

Description of the drawings: 10. a valve body; 11. an intermediate; 111. positioning a step; 12. an end cap; 13. an upper chamber; 14. a lower cavity; 20. a piston assembly; 21. a piston; 22. a diaphragm plate; 23. a valve stem; 24. an elastic reset member; 25. a valve seat; 251. an exhaust valve port; 252. an outer edge; 26. a seal ring; 30. an exhaust solenoid valve; 40. a cut-off control valve; 50. a local reduction control valve; 51. a local reduction chamber; 60. switching the electromagnetic valve; 70. a pre-control room; 80. a train pipe; 90. a dust filter.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

Referring to fig. 1 and 4, a relay valve structure for electric pneumatic braking according to an embodiment of the present invention includes a valve body 10 and a piston assembly 20. The valve body 10 is provided with a hollow cavity. The piston assembly 20 comprises a piston 21 movably arranged in the hollow cavity, a diaphragm 22, a valve rod 23 and an elastic resetting piece 24, wherein the elastic resetting piece 24 is arranged at the top of the valve rod 23 and is abutted against the valve body 10; the piston 21 is provided above the valve stem 23. One side of the diaphragm 22 is connected to the valve body 10, and the other side is movably disposed in the piston 21, and separates the hollow cavity with the piston 21 into an upper cavity 13 for communicating with the pre-control chamber 70 and a lower cavity 14 for communicating with the train pipe 80. The piston assembly 20 is further provided with an exhaust port 251 for communicating with the train pipe 80, and the valve rod 23 can move in the hollow cavity to open or close the exhaust port 251.

Specifically, referring to fig. 1, the top end of the valve rod 23 is provided with a sleeve hole, and the elastic restoring member 24 is arranged in the sleeve hole. One end of the elastic reset piece 24 is abutted against the hole wall of the trepanning, and the other end is abutted against the cavity wall of the hollow cavity. Thus, the elastic restoring piece 24 can provide a certain pretightening force for the valve rod 23.

In the above-described relay valve structure for an electro-pneumatic brake, one side of the diaphragm 22 is movably disposed in the piston 21, and the other side thereof is connected to the valve body 10, and divides the hollow chamber into an upper chamber 13 communicating with the pilot chamber 70 and a lower chamber 14 communicating with the train pipe 80. When the pressure in the pre-control chamber 70 is reduced and the air pressure in the train pipe 80 is greater than the sum of the air pressure in the pre-control chamber 70 and the elastic force of the elastic restoring piece 24, the diaphragm 22 drives the piston 21 and the valve rod 23 to move upwards in the hollow cavity, so that the exhaust valve port 251 is opened. At this time, the gas in the train pipe 80 is discharged to the atmosphere through the discharge port 251, and the gas in the train pipe 80 also enters the lower chamber 14. When the air pressure of the train pipe 80 and the air pressure of the pre-control chamber 70 are in a balanced state, under the action of the elastic reset piece 24, the diaphragm 22 drives the piston 21 and the valve rod 23 to move downwards, so that the air exhaust valve port 251 is closed, the pressure of the train pipe 80 and the pressure of the pre-control chamber 70 are kept consistent, and the synchronization of pressure reduction is ensured. Thus, the pressure change of the train pipe 80 is controlled at intervals by controlling the pressure change of the pre-control chamber 70, thereby effectively improving the synchronization of the air exhaust of the train pipe 80. In addition, the pressure in the train pipe 80 is relieved, so that the pressure of the train pipe 80 is kept consistent with the pressure of the pre-control chamber 70, and the braking instruction generated by a driver can be accurately transmitted to each vehicle, so that the exhaust of the train pipe 80 is accelerated, and the synchronism of the instruction is realized.

In one embodiment, referring to fig. 1 and 4, the relay valve structure for electro-pneumatic braking further includes an exhaust solenoid valve 30 disposed in the pre-control chamber 70, and a cut-off control valve 40 disposed in the train pipe 80, wherein the exhaust solenoid valve 30 is used for controlling exhaust of the pre-control chamber 70, and the cut-off control valve 40 is used for controlling communication or cut-off of a passage between the train pipe 80 and the atmosphere. It can be understood that, when the air pressure of the train pipe 80 is smaller than the air pressure of the pre-control chamber 70, under the action of the elastic restoring member 24, the diaphragm 22 drives the piston 21 and the valve rod 23 to move downwards, so that the exhaust valve port 251 is closed, and the exhaust solenoid valve 30 is in a power-off state. At the same time, the shutoff control valve 40 is closed, so that the passage between the train pipe 80 and the atmosphere is shut off. At this time, even if the exhaust valve port 251 is not tightly sealed, the sealing is invalid, and the like, because the cut-off control valve 40 is in the closed position, the air of the train pipe 80 cannot reach the vicinity of the exhaust valve port 251, so the leakage of the exhaust valve port 251 cannot cause the leakage of the train pipe 80, and the failure of the whole ECP control system caused by the leakage of the train pipe 80 can be avoided, thereby ensuring that the vehicle can be normally relieved, and avoiding the occurrence of railway accidents caused by the leakage of the train pipe 80.

Alternatively, the cut-off control valve 40 described above is a cut-off spool valve. Of course, the shutoff control valve 40 is not limited to the shutoff spool valve, but may be other components having the same function.

Further, the relay valve structure for electro-pneumatic braking further includes a switching solenoid valve 60, and the switching solenoid valve 60 is connected to the cutoff control valve 40. Wherein, under the power-off state of the switching solenoid valve 60, the exhaust solenoid valve 30 is powered off, and the cut-off control valve 40 is in the closed position; in the energized state of the switching solenoid valve 60, the exhaust solenoid valve 30 is energized, and the shutoff control valve 40 is in the open position. It will be appreciated that when the exhaust solenoid valve 30 receives the brake signal, the switching solenoid valve 60 is energized, the exhaust solenoid valve 30 is energized to generate exhaust air, and the cut-off control valve 40 is in the open position, allowing the train pipe 80 to communicate with the atmosphere. When the switching solenoid valve 60 is de-energized, the exhaust solenoid valve 30 is de-energized, and the shutoff control valve 40 is closed, so that the passage between the train pipe 80 and the atmosphere is shut off.

Referring to fig. 1 and 4, when the exhaust solenoid valve 30 receives a braking signal, the exhaust solenoid valve 30 is powered on to generate exhaust air, and the air pressure in the pre-control chamber 70 is reduced. At the same time, the intercept control valve 40 is in the open position. When the air pressure of the train pipe 80 is greater than the sum of the air pressure of the pre-control chamber 70 and the elastic force of the elastic reset piece 24, the diaphragm 22 drives the piston 21 and the valve rod 23 to move upwards in the hollow cavity, so that the exhaust valve opening 251 is opened, the air in the train pipe 80 is exhausted to the atmosphere from the exhaust valve opening 251, and the pressure reduction of the train pipe 80 is realized. During this process, gas within the train pipe 80 also enters the lower chamber 14. When the air pressure of the train pipe 80 is balanced with the air pressure of the pre-control chamber 70, the diaphragm 22 drives the piston 21 and the valve rod 23 to move downwards under the action of the elastic resetting piece 24, so that the exhaust valve port 251 is closed, the pressure of the train pipe 80 is kept consistent with that of the pre-control chamber 70, and the synchronization of vehicle pressure reduction is ensured. When the air pressure in the train pipe 80 reaches the target value, the exhaust electromagnetic valve 30 is de-energized, the cut-off control valve 40 is in a closed position, the passage of the train pipe 80 is cut off through the cut-off control valve 40, and the leakage of the train pipe 80 caused by the sealing failure of the exhaust valve port 251 is effectively prevented, so that the heavy-duty transport vehicle can be normally relieved, and railway accidents caused by the leakage of the train pipe 80 are avoided.

In one embodiment, referring to fig. 1 and 4, the relay valve structure for electro-pneumatic braking further includes a local reduction control valve 50, and the local reduction control valve 50 is used for controlling the communication or isolation between the local reduction chamber 51 and the pilot control chamber 70. Wherein the partial pressure reduction control valve 50 is in the open position in the energized state of the switching solenoid valve 60. Specifically, when the switching solenoid valve 60 receives a braking signal and is energized to generate exhaust, the local reduction control valve 50 is opened, so that the pilot chamber 70 is communicated with the local reduction chamber 51, and local pressure reduction of the pilot chamber 70 is generated to increase initial power for the action of the diaphragm 22. By providing the local reduction control valve 50 and the local reduction chamber 51 in this manner, it is ensured that the pilot chamber 70 can generate a local reduction pressure at the initial stage of the reduction pressure, thereby providing an initial power for the movement of the diaphragm 22.

Optionally, the above-described partial pressure relief control valve 50 is a partial pressure relief spool valve. Of course, the partial pressure reduction control valve 50 is not limited to the partial pressure reduction spool valve, but may be other components having the same function.

Further, the relay valve structure for electro-pneumatic braking further includes a cut-off control valve 40, a local reduction control valve 50, and a switching solenoid valve 60, and the switching solenoid valve 60 is connected to the local reduction control valve 50 and the cut-off control valve 40, respectively. Wherein, under the power-on state of the switching solenoid valve 60, the exhaust solenoid valve 30 is powered on, the local reduction control valve 50 and the cut-off control valve 40 are both in the open position, the local reduction chamber 51 is communicated with the pre-control chamber 70, and the train pipe 80 is communicated with the atmosphere; in the power-off state of the switching solenoid valve 60, the exhaust solenoid valve 30 is powered off, and the shutoff control valve 40 and the local reduction control valve 50 are in the closed positions, so that the passage between the pilot chamber 70 and the local reduction chamber 51 is shut off by the local reduction control valve 50, and the passage between the train pipe 80 and the atmosphere is shut off by the shutoff control valve 40.

In one embodiment, referring to fig. 1 and 2, the valve body 10 includes a middle body 11 and an end cap 12, wherein the end cap 12 is connected to the middle body 11 and encloses with the middle body 11 to form a hollow cavity; the valve stem 23 is slidably connected to the end cap 12. Specifically, the surface of the intermediate body 11 away from the end cover 12 is provided with a connecting hole and a positioning step 111, and in the installation process, the positioning of the valve body 10 is realized through the positioning step 111, and the fastening piece is arranged in the connecting hole to fix the valve body 10. Therefore, the traditional installation form of flange surfaces is omitted, the space is saved, and the structure of the wireless air brake relay valve is more compact.

In one embodiment, referring to fig. 1, the piston assembly 20 further includes a sealing ring 26 and a valve seat 25, the exhaust valve opening 251 is disposed on the valve seat 25, and the sealing ring 26 is disposed on the valve rod 23 at a position corresponding to the exhaust valve opening 251. Specifically, the end cover 12 is provided with a mounting hole matched with the valve seat 25, the valve seat 25 is arranged in the mounting hole, and the valve seat 25 is fixedly connected to the end cover 12 through a fastener; and a sealing ring 26 is also arranged outside the valve seat 25, so that the assembly sealing property between the valve seat 25 and the end cover 12 is realized. Wherein, the fastener is screw, bolt, etc. Thus, the end of the valve rod 23 is inserted into the exhaust valve opening 251, and the sealing ring 26 abuts against the edge of the exhaust valve opening 251, so that the sealing ring 26 can provide a good sealing effect for the exhaust valve opening 251, thereby effectively preventing the gas in the train pipe 80 from leaking through the exhaust valve opening 251.

It should be noted that the end of the valve rod 23 is inserted into the exhaust valve opening 251, and the sealing ring 26 abuts against the edge of the exhaust valve opening 251, so as to seal the exhaust valve opening 251, thereby closing the exhaust valve opening 251. When the sealing ring 26 is separated from the edge of the exhaust valve opening 251, a gap is formed between the valve rod 23 and the exhaust valve opening 251, so that the exhaust valve opening 251 is opened.

Further, referring to fig. 1 and 3, the valve seat 25 is provided with an outer edge 252, the outer edge 252 is disposed along the periphery of the exhaust valve port 251, and the outer edge 252 is higher than the top of the exhaust valve port 251. Therefore, the outer edge 252 can play a good role in protecting the exhaust valve port 251, and the phenomenon that the exhaust valve port 251 collides is avoided.

In one embodiment, referring to fig. 1, a positioning groove is annularly formed at an end of the valve rod 23 close to the valve seat 25, a notch of the positioning groove is flared, and the sealing ring 26 is disposed in the positioning groove. In this way, it is ensured that the sealing ring 26 can be stably and reliably mounted in the positioning groove. Of course, in other embodiments, the sealing ring 26 may be directly glued to the end of the valve rod 23 close to the valve seat 25, but not limited thereto.

In one embodiment, referring to fig. 1, the structure of the relay valve for wireless air brake further includes a dust filter 90, and the dust filter 90 is correspondingly disposed on the exhaust valve opening 251. In this way, the dust filter sheet 90 can filter impurities in the gas, and prevent the impurities from entering the relay valve and affecting the control accuracy of the relay valve.

In one embodiment, referring to fig. 1, the piston 21 and the diaphragm 22 are both circular, the outer diameter of the piston 21 is smaller than the inner diameter of the hollow cavity, the inner edge of the diaphragm 22 is movably sleeved in the piston 21, and the outer edge 252 of the diaphragm 22 is disposed between the middle body 11 and the end cap 12. Specifically, when the intermediate body 11 and the end cap 12 are assembled, the outer edge 252 of the diaphragm 22 is pressed therebetween to fix the outer edge 252 of the diaphragm 22. Of course, the outer edge 252 of the diaphragm 22 may be secured in other ways. Because the diaphragm 22 and the piston 21 are movably connected, when the pressure changes, the diaphragm 22 deforms along with the pressure expansion and contraction, the inner edge of the diaphragm 22 extends, excessive deformation of the diaphragm 22 caused by the fixation of the two ends is avoided, and the service life of the diaphragm 22 can be prolonged.

Specifically, referring to fig. 1, the side surface of the piston 21 is provided with an annular groove concentric with the piston, the inner edge of the diaphragm 22 is movably nested in the annular groove, the thickness of the inner edge of the diaphragm 22 and the thickness of the outer edge 252 of the diaphragm 22 are both greater than the thickness of the middle portion of the diaphragm 22, and the inner edge of the diaphragm 22 is in a cylindrical structure. Therefore, on one hand, the inner edge of the diaphragm plate 22 can be tightly matched with the annular groove, and a good sealing effect is ensured; on the other hand, when the diaphragm 22 is pressed to deform, the inner edge of the diaphragm 22 can still keep good sealing effect in the process of sliding in the annular groove; due to the thickening processing of the outer edge 252 of the diaphragm 22, the diaphragm 22 can be ensured to play a good sealing role under the compression action of the intermediate body 11 and the end cover 12.

Referring to fig. 4, the electric pneumatic brake control system according to the present invention includes a pilot control chamber 70, a local reduction chamber 51, a train pipe 80, and the relay valve structure for electric pneumatic braking according to any of the embodiments described above. The pilot chamber 70 and the local subtraction chamber 51 communicate with the upper chamber 13 and the train pipe 80 communicates with the lower chamber 14, respectively.

Referring to fig. 4, in the present embodiment, the working principle of the electro-pneumatic brake control system is as follows:

pre-control chamber 70 is inflated: when the pre-control chamber 70 is filled with pressure gas, the pressure of the pre-control chamber 70 and the pressure of the elastic reset piece 24 are greater than the pressure of the train pipe 80, so that the diaphragm 22 drives the piston 21 and the valve rod 23 to move downwards, and the exhaust valve port 251 is closed. At this time, when the exhaust solenoid valve 30 and the switching solenoid valve 60 are de-energized and the cutoff control valve 40 is in the closed position, the passage of the train pipe 80 is cut off, thereby preventing the leakage of the train pipe 80 due to the leakage of the exhaust valve port 251.

Pre-control chamber 70 depressurizes: when the train brakes, the switching solenoid valve 60 is powered on, the exhaust solenoid valve 30 is powered on to generate exhaust, the local reduction control method and the cut-off control valve 40 are in an open position, the pre-control chamber 70 is communicated with the local reduction chamber 51, and the pre-control chamber 70 is locally decompressed to provide initial power for the action of the diaphragm 22. At this time, the pressure in the pre-control chamber 70 is reduced, when the pressure in the train pipe 80 is greater than the sum of the compressed air pressure in the pre-control chamber 70 and the elastic force of the elastic restoring member 24, the diaphragm 22 drives the piston 21 and the valve rod 23 to move upward, the rubber ring is separated from the exhaust valve opening 251, the pressure air in the train pipe 80 is exhausted to the atmosphere through the exhaust valve opening 251, and meanwhile, the pressure air in the train pipe 80 enters the lower cavity 14. When the pressure of the train pipe 80 is balanced with the pressure value of the pre-control chamber 70, the valve rod 23 moves downwards to close the air exhaust valve port 251, so that the air pressure of the train pipe 80 is consistent with the air pressure of the pre-control chamber 70, and the synchronization of pressure reduction is ensured, namely the synchronization of air exhaust of the train pipes 80 of all vehicles is realized by controlling the pressure of the pre-control chamber 70.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A relay valve structure for electro-pneumatic braking, characterized by comprising:

the valve body is provided with a hollow cavity;

the piston assembly comprises a diaphragm movably arranged in the hollow cavity, a piston, a valve rod and an elastic resetting piece, the elastic resetting piece is arranged at the top of the valve rod and is abutted against the valve body, and the piston is arranged at the upper part of the valve rod; one side of the diaphragm plate is connected with the valve body, the other side of the diaphragm plate is movably arranged in the piston, and the diaphragm plate and the piston divide the hollow cavity into an upper cavity for communicating with a pre-control chamber and a lower cavity for communicating with a train pipe; the piston assembly is also provided with an air exhaust valve port for communicating the train pipe, and the valve rod can move in the hollow cavity to open or close the air exhaust valve port;

the train control system comprises an exhaust electromagnetic valve and a cut-off control valve, wherein the exhaust electromagnetic valve is correspondingly arranged in the pre-control chamber, the cut-off control valve is used for being arranged corresponding to the train pipe, the exhaust electromagnetic valve is used for controlling the exhaust of the pre-control chamber, and the cut-off control valve is used for controlling the communication or the partition of a passage between the train pipe and the exhaust valve port; and

the switching electromagnetic valve is connected with the cutoff control valve; when the switching electromagnetic valve is in a power-off state, the exhaust electromagnetic valve is powered off, and the cut-off control valve is in a closed position; and when the conversion electromagnetic valve is electrified, the exhaust electromagnetic valve is electrified, and the cut-off control valve is in an open position.

2. The relay valve structure for electric pneumatic braking according to claim 1, further comprising a local reduction control valve for controlling communication or isolation of a local reduction chamber with the pre-control chamber.

3. The relay valve structure for electro-pneumatic braking according to claim 2, further comprising an exhaust solenoid valve, a cut-off control valve, and a switching solenoid valve, the switching solenoid valve being connected to the cut-off control valve and the local reduction control valve, respectively;

when the conversion electromagnetic valve is in an electrified state, the exhaust electromagnetic valve is electrified, and the cutoff control valve and the local reduction control valve are in an open position; and under the power-off state of the switching electromagnetic valve, the exhaust electromagnetic valve is powered off, and the cut-off control valve is in a closed position.

4. The relay valve structure according to any one of claims 1 to 3, wherein the piston assembly further includes a seal ring and a valve seat, the exhaust valve port is provided in the valve seat, and the seal ring is provided at a position of the valve stem corresponding to the exhaust valve port.

5. The relay valve structure for electro-pneumatic brake according to claim 4, wherein the valve seat is provided with an outer edge, the outer edge being provided along a periphery of the discharge port, the outer edge being higher than a top of the discharge port.

6. The relay valve structure according to claim 4, wherein a positioning groove is provided at an end of the valve rod close to the valve seat, a notch of the positioning groove is flared, and the seal ring is provided in the positioning groove.

7. The relay valve structure for electro-pneumatic braking according to claim 4, further comprising a dust filter provided on the valve seat, the dust filter being provided corresponding to the exhaust valve port; the valve seat is provided with an outer edge, the outer edge is arranged along the edge of the air exhaust valve port, and the outer edge is higher than the top of the air exhaust valve port.

8. The relay valve structure for electric pneumatic brakes according to any one of claims 1 to 3, wherein the valve body includes a middle body and an end cap, the end cap is slidably connected to the valve stem, and the end cap is connected to the middle body and surrounds the middle body to form the hollow chamber.

9. The relay valve structure according to claim 8, wherein the piston and the diaphragm are circular, an outer diameter of the piston is smaller than an inner diameter of the hollow chamber, an inner edge of the diaphragm is movably disposed in the piston, and an outer edge of the diaphragm is disposed between the end cap and the intermediate body.

10. An electric pneumatic brake control system, characterized in that, the electric pneumatic brake control system includes a pilot control room, a train pipe and the relay valve structure for electric pneumatic brake of any one of claims 1 to 9, the pilot control room communicates with the upper chamber, and the train pipe communicates with the lower chamber.