GB2615845A

GB2615845A - Vehicle brake control system, vehicle and train

Info

Publication number: GB2615845A
Application number: GB2210760.1A
Authority: GB
Inventors: Wang Xiaofei; Li Zheng; Sang Xinghua; Zhang Jianfeng; Dong Yiduo; Meng Xianjiu; Li Xiangxiang
Original assignee: CRRC Shandong Co Ltd
Current assignee: CRRC Shandong Co Ltd
Priority date: 2020-11-30
Filing date: 2021-01-05
Publication date: 2023-08-23
Anticipated expiration: 2041-01-05
Also published as: WO2022110513A1; CN114572269A; GB2615845B; GB202210760D0

Abstract

A vehicle brake control system, wherein a first gas port (11) of a relay valve (1) is connected to an air cylinder (5) by means of a distribution valve (2), and a second gas port (12) of the relay valve is connected to a brake pipe (6) by means of a switch structure. A third gas port (13) of the relay valve is connected to the air cylinder (5), and a fourth air port (14) of the relay valve is connected to a brake cylinder (7). A conversion device (4) is connected to the distribution valve (2). The conversion device (4) is connected to the switch structure (3). When the conversion device (4) is in different gears, the distribution valve (2) introduces gases having different pressure to the first gas port (11) of the relay valve, and controls the switch structure (3) to introduce gases having different pressure to the second gas port (12) of the relay valve, such that the relay valve (1) controls, under the action of the distribution valve (2) and the switch structure (3), the pressure of gases which come from the air cylinder (5) and circulate between the third gas port (13) of the relay valve and the fourth gas port (14) of the relay valve, and introduces gases having different pressure into the brake cylinder (7). Therefore, the vehicle can meet the braking requirements on two different lines. A vehicle and a train are also provided.

Description

VEHICLE BRAKE CONTROL SYSTEM, VEHICLE AND TRAIN

TECHNICAL FIELD

100011 The present application relates to vehicle braking technology and, in particular, to a vehicle brake control system, a vehicle and a train

BACKGROUND

[0002] With the development of track transportation, the current transportation of goods can be carried out by a national railway line or a subway line.

100031 Since the national railway line and the subway line have different requirements on the deceleration and braking distance of vehicle braking, in the prior art, two brake control systems with different requirements can be installed in a vehicle to adapt to different requirements for vehicle braking by different lines.

[0004] However, directly installing the two brake control systems in the vehicle will increase the manufacturing cost of the vehicle and the subsequent maintenance cost.

SUMMARY

100051 The present application provides a vehicle brake control system, a vehicle and a train, which is used to solve the problem that vehicle manufacturing and maintenance costs are increased since there is a need to install two different braking systems when the vehicle runs on both a national railway line and a subway line [0006] In a first aspect, the present application provides a vehicle brake control system, including: a relay valve, a distribution valve, a switch structure and a conversion device; where a first port of the relay valve is connected with an air cylinder through the distribution valve, a second port of the relay valve is connected with a brake pipe through the switch structure; a third port of the relay valve is connected with the air cylinder, a fourth port of the relay valve is connected with a brake cylinder; and the conversion device is connected with the distribution valve and the switch structure; the air cylinder is configured to input gas to the distribution valve and the third port of the relay valve when the brake pipe is exhausted; the brake pipe is configured to exhaust air to the switch structure; the conversion device is configured to control the distribution valve to output gas with different pressures to the first port of the relay valve when the conversion device is in different gears, and control the switch structure to output gas with different pressures to the second port of the relay valve when the conversion device is in different gears; and the relay valve is configured to control a pressure magnitude of flowing gas between the third port of the relay valve and the fourth port of the relay valve according to the gas with different pressures from the first port of the relay valve and the gas with different pressures from the second port of the relay valve, so as to input gas with different pressures to the brake cylinder.

100071 In a possible design, the switch structure includes a shut-off switch and a one-way valve; a first port of the shut-off switch is connected with the second port of the relay valve, a second port of the shut-off switch is connected with the brake pipe, an outlet of the one-way valve is connected with a third port of the shut-off switch, an inlet of the one-way valve is connected with the brake pipe; the conversion device is connected with the shut-off switch; the first port of the shut-off switch is adjacent to the third port of the shut-off switch; and the conversion device is specifically configured to control the shut-off switch to turn on or turn off when the conversion device is in different gears, so that the brake pipe outputs gas with different pressures to the second port of the relay valve through the switch structure.

[0008] In a possible design, the conversion device is specifically configured to control the shut-off switch to turn off when the conversion device is in a first gear of the different gears; and control the shut-off switch to turn on when the conversion device is in a second gear of the different gears.

[0009] In a 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 located at opposite ends of the balance beam; the third port of the relay valve and the fourth port of the relay valve are located on the first valve body, the second port of the relay valve is located on the second valve body, the first valve body is communicated with the second valve body through a first communication pipe, the first port of the relay valve is located on the first communication pipe, and the second valve body is configured to apply different pressures to the first valve body through the balance beam when gas with different pressures is input into the first port of the relay valve and gas with different pressures is input into the second port of the relay valve, so as to change a pressure of flowing gas between the third port of the relay valve and the fourth port of the relay valve.

100101 In a possible design, a pressure-limiting valve and a first control valve are arranged in the first valve body; and a bottom end of the first control valve is arranged on a first end of the balance beam and the pressure-limiting valve is located on a top of the first control valve; the distribution valve is configured to input gas with a first pressure to the first port of the relay valve when the conversion device is in a first gear of the different gears; and input gas with a second pressure to the first port of the relay valve when the conversion device is in a second gear of the different gears, where the first pressure is greater than the second pressure; the switch structure is configured to input gas with a first air pressure to the second port of the relay valve when the conversion device is in the first gear of the different gears; control an air pressure at the second port of the relay valve as a second air pressure when the conversion device is in the second gear of the different gears and an air pressure of the brake pipe is a third pressure, where the second air pressure is smaller than the first air pressure; and control the air pressure at the second port of the relay valve as a third air pressure when the conversion device is in the second gear of the different gears and the air pressure of the brake pipe is a fourth pressure, where 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 configured to: apply a first force to the first control valve through the balance beam based on the gas with the first pressure and the gas with the first air pressure; apply a second force to the first control valve through the balance beam based on the gas with the second pressure and gas with the second air pressure, where the second force is greater than the first force; and apply a third force to the first control valve through the balance beam based on the gas with the second pressure and gas with the third air pressure, where the third force is greater than the second force; the first control valve is configured to raise the pressure-limiting valve based on the first pressure, so that the third port of the relay valve is communicated with the fourth port of the relay valve and a size of a cavity in the first valve body located between the third port of the relay valve and the fourth port of the relay valve is a first size; raise the pressure-limiting valve based on the second pressure, so that the third port of the relay valve is communicated with the fourth port of the relay valve and a size of a cavity in the first valve body located between the third port of the relay valve and the fourth port of the relay valve is a second size, where the second size is greater than the first size, and raise the pressure-limiting valve based on the third pressure, so that the third port of the relay valve is communicated with the fourth port of the relay valve and a size of a cavity in the first valve body located between the third port of the relay valve and the fourth port of the relay valve is a third size, where the third size is greater than the second size.

100111 In a possible design, a first cavity and a second cavity are arranged in the second valve body; the second port of the relay valve is located on the first cavity, a first piston is arranged in the first cavity, a first hole is arranged on the first cavity and is communicated with air, an upper template, a lower template and a second control valve are arranged in the second cavity; the lower template is penetrated through the second control valve, the upper template is located at a top of the second control valve; a second hole is arranged at a lower end of the second cavity, the second hole is communicated with the air; and a bottom end of the second control valve is arranged on a second end of the balance beam a second communication pipe and a third communication pipe are connected between the first cavity and the second cavity; the first communication pipe is communicated 30 with the second communication pipe, one end of the third communication pipe is adjacent to the first hole, and the other end of the third communication pipe is arranged between the upper template and the lower template, the first piston is configured to: not be moved based on the gas with the first pressure and the gas with the first air pressure, so that gas at a lower end of the upper template is communicated with the air through the third communication pipe and the first hole and the upper template applies a first force to the second control valve; not be moved based on the gas with the second pressure and the gas with the second air pressure, so that the upper template applies a second force to the second control valve, where the second force is greater than the first force; and be moved based on the gas with the second pressure and the gas with the third air pressure, so that the second communication pipe is communicated with the third communication pipe, and the lower template applies a third force to the second control valve, where the third force is greater than the second force, and the second control valve is configured to apply the first force to the first control valve through the balance beam based on the first force; apply the second force to the first control valve through the balance beam based on the second force; and apply the third force to the first control valve through the balance beam based on the third force [0012] In a possible design, the relay valve further includes a support point for supporting the balance beam, and a second piston; the support point is connected with one end of the second piston, and the other end of the second piston is connected with an empty and load 20 brake equipment.

[0013] In a possible design, a first port of the distribution valve is connected with the first port of the relay valve, a second port of the distribution valve is connected with the air cylinder, and a third port of the distribution valve is connected with the brake pipe; the distribution valve is specifically configured to input gas with a first pressure to the first port of the relay valve through the first port of the distribution valve according to output gas of the air cylinder when the conversion device is in a first gear of the different gears; and input gas with a second pressure to the first port of the relay valve through the first port of the distribution valve according to output gas of the air cylinder when the conversion device is in a second gear of the different gears 100141 In a second aspect, an embodiment of the present application provides a vehicle, which is provided with the brake control system according to the first aspect.

100151 In a possible design, the vehicle is further provided with an air cylinder and a brake pipe; the brake pipe is connected with the air cylinder through the distribution valve; and the brake pipe is configured to inflate the air cylinder.

[0016] In a possible design, the vehicle is further provided with an air cylinder, a brake pipe and a main air pipe; the main air pipe is connected with the air cylinder; and the main air pipe is configured to inflate the air cylinder.

100171 In a third aspect, an embodiment of the present application provides a train, which includes a locomotive and the vehicle according to the second aspect; and the locomotive is configured to provide power to the vehicle.

100181 In the vehicle brake control system, the vehicle and the train according to the present application, a first port of a relay valve is connected with an air cylinder through a distribution valve, a second port of the relay valve is connected with a brake pipe through a switch structure; a third port of the relay valve is connected with the air cylinder, a fourth port of the relay valve is connected with a brake cylinder; a conversion device is connected with the distribution valve; the conversion device is connected with the switch structure; when the conversion device is in different gears, the distribution valve inputs gas with different pressures to the first port of the relay valve and controls the switch structure to input gas with different pressures to the second port of the relay valve, so that under the action of the distribution valve and the switch structure, the relay valve controls a pressure magnitude of flowing gas between the third port of the relay valve and the fourth port of the relay valve from the air cylinder, so as to input gas with different pressures to the brake cylinder, thereby enabling the vehicle to meet braking requirements on two different lines.

BRIEF DESCRIPTION OF DRAWINGS

[0019] The accompanying drawings, which are incorporated in the specification and constitute a part thereof, illustrate embodiments consistent with the present application and together with the specification serve to explain the principles of the present application.

[0020] FIG. 1 is a schematic diagram of a structure of a vehicle brake control system according to an embodiment of the present application; [0021] FIG. 2 is a schematic diagram of a structure of another vehicle brake control system according to an embodiment of the present application; and [0022] FIG. 3 is a schematic diagram of a structure of a relay valve according to an embodiment of the present application.

[0023] Reference numerals: 1: Relay valve; 11: First port of relay valve; 12: Second port of relay valve; 13 Third port of relay valve; 14: Fourth port of relay valve; 15: Another end of second piston; 161: First communication pipe; 162: Second communication pipe; 163: Third communication pipe; 17: Balance beam; 18: Pressure-limiting valve; 191: First control valve; 192: Second control valve; 101: First piston; 102: Upper template; 103: Lower template; 2: Distribution valve; 21: First port of distribution valve; 22: Second port of distribution valve; 23: Third port of distribution valve; 3: Switch structure; 4: Conversion device; 5: Air cylinder; 6: Brake pipe; 7: Brake cylinder; 8: Shut-off switch; 81: First port of shut-off switch; 82: Second port of shut-off switch; 83: Third port of shut-off switch; 9: One-way valve.

DETAILED DESCRIPTION OF EMBODIMENTS

100241 The embodiments of the present application are applied to a vehicle brake control system, a vehicle and a train. It should be noted that when the solutions of the embodiments of the present application are applied to a brake control system for a current vehicle or a brake control system for a vehicle that may appear in the future, the names of the various structures may change, but this does not affect the implementation of the solutions in the embodiments of the present application.

100251 Vehicles are an important means of transportation for human beings to travel long distances, and also one of the important tools for goods transportation. When transporting goods over long distances, a national railway line or a subway line can usually be used for transportation.

[0026] Since the national railway line has a long track, it can provide a long braking distance for the vehicle, and the deceleration of the vehicle when braking is small. Compared with the national railway line, since the subway line has a shorter track, the braking distance provided to the vehicle is shorter and the deceleration of the vehicle when braking is bigger. Therefore, for a vehicle that can run on both the subway line and the national railway line, the braking system on the vehicle needs to adapt to different requirements of the two lines at the same time.

[0027] In one example, two different brake control systems may be installed on the vehicle to adapt to different requirements for vehicle braking by different lines. However, installing two different brake control systems directly in the vehicle increases the manufacturing cost of the vehicle, and wastes more manpower and material resources in the later maintenance process, also, the maintenance cost increases accordingly.

[0028] The present application provides a vehicle brake control system, a vehicle and a train, which aims at solving the above technical problems in the prior art.

[0029] FIG. 1 is a schematic diagram of a structure of a vehicle brake control system according to an embodiment of the present application. As shown in FIG. 1, the vehicle brake control system includes: a relay valve 1, a distribution valve 2, a switch structure 3 and a conversion device 4; where a first port 11 of the relay valve is connected with an air cylinder 5 through the distribution valve 2, and a second port 12 of the relay valve is connected with a brake pipe 6 through the switch structure 3; a third port 13 of the relay valve is connected with the air cylinder 5, and a fourth port 14 of the relay valve is connected with a brake cylinder 7; and the conversion device 4 is connected with the distribution valve 2 and the switch structure 3.

[0030] The air cylinder 5 is configured to input gas to the distribution valve 2 and the third port 13 of the relay valve when the brake pipe 6 is exhausted.

[0031] The brake pipe 6 is configured to exhaust air to the switch structure 3 100321 The conversion device 4 is configured to control the distribution valve 2 to output gas with different pressures to the first port 11 of the relay valve when the conversion device 4 is in different gears, and control the switch structure 3 to output gas with different pressures to the second port 12 of the relay valve when the conversion device 4 is in different gears.

[0033] The relay valve I is configured to control a pressure magnitude of flowing gas between the third port 13 of the relay valve and the fourth port 14 of the relay valve according to the gas with different pressures from the first port 11 of the relay valve and the gas with different pressures from the second port 12 of the relay valve, so as to input gas with different pressures to the brake cylinder 6.

[0034] Exemplarily, since different lines have different deceleration requirements for vehicle braking, it is necessary to provide a vehicle brake control system that can simultaneously meet requirements on vehicle braking for different lines.

[0035] In order to meet the requirements on vehicle braking for two lines (the subway line and the national railway line), the vehicle brake control system provided in the present embodiment is provided with: the relay valve 1, the distribution valve 2, the switch structure 3 and the conversion device 4. The relay valve 1 includes at least the following ports: the first port 11 of the relay valve, the second port 12 of the relay valve, the third port 13 of the relay valve, and the fourth port 14 of the relay valve. In order to complete the process of vehicle brake control provided in the present embodiment, the first 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 be pre-stored with gas; when the vehicle is braking, the air cylinder 3 can provide a pressure to the first port 11 of the relay valve through the distribution valve 2; the second port 12 of the relay valve is connected with the brake pipe 6 through the switch structure 3, that is, the gas in the brake pipe 6 can apply a certain pressure to the switch structure 3 and apply the certain pressure to the second port 12 of the relay valve through the switch structure 3; the third port 13 of the relay valve is connected with the air cylinder 5, and the fourth port 14 of the relay valve is connected with the brake cylinder 7; the conversion device 4 is connected with the distribution valve 2; and the conversion device 4 is connected with the switch structure 3; a third control valve is arranged on the brake pipe 6 of the vehicle, and is configured to control the exhaust and inflation process of the brake pipe 6, and when the vehicle needs to be braked, a user can control the third control valve to exhaust the brake pipe 6, and when the brake pipe 6 is exhausted, since the first 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 port 11 of the relay valve; and the air in the air cylinder 5 also flows to the third port 13 of the relay valve.

100361 In addition, the conversion device 4 is an adjustment device with different gears, the conversion device 4 is connected with a handle in the distribution valve 2 for adjusting the output pressure through a connecting rod, and the adjustment of the gear of the conversion device 4 drives the connecting rod to change the position of the handle in the distribution valve 2 for adjusting the output pressure, so that the distribution valve 2 outputs gas with different pressures. When the vehicle is running, by adjusting the gear of the conversion device 4, the distribution valve 2 can output gas with different pressures; and further, when the vehicle is braking, by adjusting the third control valve, the brake pipe 6 is exhausted and the pressure in the brake pipe 6 decreases, at this time, the passage between the distribution valve 2 and the first port 11 of the relay valve is 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 gas with different pressures.

[0037] In addition, the conversion device 4 is also connected with the switch structure 3 through a connecting rod, when the vehicle is braking, the brake pipe 6 is exhausted and the pressure in the brake pipe 6 decreases, so one end of the switch structure 3 connected to the brake pipe 6 provides a pressure, and when the gear of the conversion device 4 is adjusted, communication of an air passage between one end and the other end of the switch structure 3 changes, so that the air pressure generated by one end of the switch structure 3 to the other end of the switch structure 3 also changes, and in turn gas with different pressures is output at the second port 12 of the relay valve connected to the other end of the switch structure 100381 In the relay valve 1, the passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated according to gas with different pressures of the first port 11 of the relay valve and gas with different pressures of the second port 12 of the relay valve, so that the gas in the air cylinder 5 can flow to the brake cylinder through the third port 13 of the relay valve and the fourth port 14 of the relay valve in sequence, and when the conversion device is in different gears, there will be different pressures at the first port 11 of the relay valve and different pressures at the second port 12 of the relay valve, so that there will be different gas pressures input from the air cylinder 5 to the brake cylinder 7 through the relay valve 1. Since the brake cylinder 7 and vehicle wheels are connected through a connection structure, when gas in the brake cylinder 7 is at different pressures, the brake cylinder 7 applies different forces on the wheels through the connection structure, so that the wheels are braked with different decelerations under the action of different forces, and in further the braking system in the vehicle can adapt to requirements from different lines at the same time.

[0039] In the present embodiment, a vehicle brake control system is provided, where the first port 11 of the relay valve is connected with the air cylinder 5 through the distribution valve 2, and the second port 12 of the relay valve is connected with the brake pipe 6 through the switch structure 3; the third port 13 of the relay valve is connected with the air cylinder 5, and the fourth port 14 of the relay valve is connected with the brake cylinder 7; the conversion device 4 is connected with the distribution valve 2; and the conversion device 4 is connected with the switch structure 3; when the conversion device 4 is in different gears, the distribution valve 2 inputs gas with different pressures to the first port 11 of the relay valve and controls the switch structure 3 to input gas with different pressures to the second port 12 of the relay valve, so that under the action of the distribution valve 2 and the switch structure 3, the relay valve 1 controls a pressure magnitude of the flowing gas between the third port 13 of the relay valve and the fourth port 14 of the relay valve from the air cylinder 5, so as to input gas with different pressures to the brake cylinder 7, thereby enabling a vehicle to meet braking requirements on two different lines. In addition, it is possible to avoid installing two different brake control systems on the vehicle at the same time, reducing the manufacturing cost and maintenance cost of the vehicle, and the brake control system for the vehicle does not need power supply, saving electricity cost [0040] FIG. 2 is a schematic diagram of a structure of another vehicle brake control system according to an embodiment of the present application. As shown in FIG. 2, on the basis of the embodiment shown in FIG. 1, the switch structure 3 further includes: a shut-off switch 8 and a one-way valve 9; a first port 81 of the shut-off switch is connected with the second port 12 of the relay valve, a second port 82 of the shut-off switch is connected with the brake pipe 6; an outlet of the one-way valve 9 is connected with a third port 83 of the shut-off switch, an inlet of the one-way valve 9 is connected with the brake pipe 6; the conversion device 4 is connected with the shut-off switch 8; the first port 81 of the shut-off switch is adjacent to the third port 83 of the shut-off switch; and the conversion device 4 is specifically configured to control the shut-off switch 8 to turn on or turn off when the conversion device 4 is in different gears, so that the brake pipe 6 outputs gas with different pressures to the second port 12 of the relay valve through the switch structure 3.

[0041] In one example, the conversion device 4 is specifically configured to control the shut-off switch 8 to turn off when the conversion device 4 is in a first gear of the different gears; and control the shut-off switch 8 to turn on when the conversion device 4 is in a second gear of the different gears.

[0042] In one example, a first port 21 of the distribution valve is connected with the first port 11 of the relay valve, a second port 22 of the distribution valve is connected with the air cylinder 5, and a third port 23 of the distribution valve is connected with the brake pipe 6.

[0043] The distribution valve 2 is specifically configured to: input gas with a first pressure to the first port 11 of the relay valve through the first port 21 of the distribution valve according to output gas of the air cylinder 5 when the conversion device 4 is in a first gear of the different gears; and input gas with a second pressure to the first port II of the relay valve through the first port 21 of the distribution valve according to output gas of the air cylinder 5 when the conversion device 4 is in a second gear of the different gears.

100441 Exemplarily, on the basis of the embodiment shown in FIG. 1, the switch structure 3 may specifically include: the shut-off switch 8 and the one-way valve 9, where the shut-off switch 8 includes the following ports: the first port 81 of the shut-off switch, the second port 82 of the shut-off switch, and the third port 83 of the shut-off switch. The one-way valve 9 includes the following ports: the inlet of the one-way valve 9 and the outlet of the one-way valve 9. The distribution valve 2 mainly includes the following ports: the first port 21 of the distribution valve, the second port 22 of the distribution valve, and the third port 23 of the distribution valve.

100451 In order to complete the process of the vehicle brake control in the present embodiment, it is necessary to connect the first port 81 of the shut-off switch with the second port 12 of the relay valve and connect the second port 82 of the shut-off switch with the brake pipe 6, and in further, when the shut-off switch 8 is turned on, the second port 12 of the relay valve is connected with the brake pipe 6 through the shut-off switch 8, so that the pressure at the second port 12 of the relay valve decreases as the pressure in the brake pipe 6 decreases; and it is necessary to connect the outlet of the one-way valve 9 with the third port 83 of the shut-off switch and connect the inlet of the one-way valve 9 with the brake pipe 6, that is, the gas in the brake pipe 6 can flow to the second port 12 of the relay valve through the one-way valve 9, and when the pressure in the brake pipe 6 decreases, the gas at the second port 12 of the relay valve dose not flow to the brake pipe 6 through the one-way valve 9; and the conversion device 4 is connected with the shut-off switch 8 through a connection rod.

[0046] The conversion device 4 has two different gears: a first gear and a second gear, where the first gear is suitable for the national railway line and the second gear is suitable for the subway line. When the conversion device 4 is adjusted to the first gear, the conversion device 4 then drives the connecting rod connected to the shut-off switch 8, so that the shut-off switch 8 is turned off, that is, the air passage between the first port 81 of the shut-off switch and the second port 82 of the shut-off switch is closed at this time, and when the vehicle is running, the gas in the brake pipe 6 can be transferred to the second port 12 of the relay valve through the inlet of the one-way valve 9, the outlet of the one-way valve 9, the third port 83 of the shut-off switch and the first port 81 of the shut-off switch, so as to provide an air pressure for the second port 12 of the relay valve, and when the vehicle is braking, the pressure in the brake pipe 6 decreases, and the gas at the second port 12 of the relay valve does not flow out, that is, the pressure at the second port 12 of the relay valve remains unchanged at this time.

100471 When the conversion device 4 is adjusted to the second gear, the conversion device 4 then drives the connecting rod connected to the shut-off switch 8, so that the shut-off switch 8 is turned on, that is, the air passage between the first port 81 of the shut-off switch and the second port 82 of the shut-off switch is communicated at this time, when the vehicle is running, the gas in the brake pipe 6 can flow to the second port 12 of the relay valve through the second port 82 of the shut-off switch and the first port 81 of the shut-off switch in sequence, and the gas in the brake pipe 6 can also be transferred to the second port 12 of the relay valve through the inlet of the one-way valve 9, the outlet of the one-way valve 9, the third port 83 of the shut-off switch and the first port 81 of the shut-off switch, and when the vehicle is braking, the pressure in the brake pipe 6 decreases at this time, and the gas at the second port 12 of the relay valve flows to the brake pipe 6 through the first port 81 of the shut-off switch and the second port 82 of the shut-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.

100481 Moreover, the first port 21 of the distribution valve is connected with the first port 11 of the relay valve, the second port 22 of the distribution valve is connected with the air cylinder 5, and the third port 23 of the distribution valve is connected with the brake pipe 6; when the vehicle is braking, 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, at this time, the first port 21 of the distribution valve is opened, and since the air cylinder 5 is connected with the second port 22 of the distribution valve, the air in the air cylinder 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 sequence [0049] In addition, the conversion device 4 is connected with the distribution valve 2 through a connecting rod, when the conversion device 4 is switched to the first gear, at this time, the conversion device 4 further enables the distribution valve 2 to output a pressure by driving the connecting rod, that is, when the vehicle is braking, the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the third port 23 of the distribution valve to input the gas with a first pressure to the first gas port 11 of the relay valve; and when the conversion device 4 is switched to the second gear, at this time, the conversion device 4 further enables the distribution valve 2 to output another pressure by driving the connecting rod, that is, when the vehicle is braking, the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the third port 23 of the distribution valve to input the gas with a second pressure to the first gas port 11 of the relay valve through.

[0050] 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 located at opposite ends of the balance beam 17; the third port 13 of the relay valve and the fourth port 14 of the relay valve are located on the first valve body, the second port 12 of the relay valve is located on the second valve body; the first valve body is communicated with the second valve body through a first communication pipe 161, the first port 11 of the relay valve is located on the first communication pipe 161; and the second valve body is configured to apply different pressures to the first valve body through the balance beam 17 when gas with different pressures is input into the first port 11 of the relay valve and gas with different pressures is input into the second port 12 of the relay valve, so as to change a pressure of flowing gas between the third port 13 of the relay valve and the fourth port 14 of the relay valve [0051] In one example, a pressure-limiting valve 18 and a first control valve 191 is arranged in the first valve body; and a bottom end of the first control valve 191 is arranged on a first end of the balance beam 17 and the pressure-limiting valve 18 is located on a top of the first control valve 191; the distribution valve 2 is configured to: input gas with a first pressure to the first port 11 of the relay valve when the conversion device 4 is in a first gear of the different gears; and input gas with a second pressure to the first port 11 of the relay valve when the conversion device 4 is in a second gear of the different gears, where the first pressure is greater than the second pressure; the switch structure 3 is configured to: input gas with a first air pressure to the second port 12 of the relay valve when the conversion device 4 is in the first gear of the different gears; control an air pressure at the second port 12 of the relay valve as a second air pressure when the conversion device 4 is in the second gear of the different gears and an air pressure of the brake pipe 6 is a third pressure, where the second air pressure is smaller than the first air pressure; and control an air pressure at the second port 12 of the relay valve as a third air pressure when the conversion device 4 is in the second gear of the different gears and an air pressure of the brake pipe 6 is a fourth pressure, where 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 configured to: apply a first force to the first control valve 191 through the balance beam 17 based on the gas with the first pressure and the gas with the first air pressure; apply a second force to the first control valve 191 through the balance beam 17 based on the gas with the second pressure and gas with the second air pressure, where the second force is greater than the first force; and apply a third force to the first control valve 191 through the balance beam 17 based on the gas with the second pressure and gas with the third air pressure, where the third force is greater than the second force; the first control valve 191 is configured to: raise the pressure-limiting valve 18 based on the first pressure, so that the third port 13 of the relay valve is communicated with the fourth port 14 of the relay valve and a size of a cavity in the first valve body located between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a first size; raise the pressure-limiting valve 18 based on the second pressure, so that the third port 13 of the relay valve is communicated with the fourth port 14 of the relay valve and a size of a cavity in the first valve body located between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a second size, where the second size is greater than the first size; and raise the pressure-limiting valve 18 based on the third pressure, so that the third port 13 of the relay valve is communicated with the fourth port 14 of the relay valve and a size of a cavity in the first valve body located between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a third size, where the third size is greater than the second size.

[0052] Exemplarily, FIG. 3 is a schematic diagram of a structure of a relay valve according to an embodiment of the present application. As shown in FIG. 3, the relay valve 1 includes a first valve body, a second valve body and a balance beam 17, 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 is communicated with the second valve body through a first communication pipe 161.

[0053] The third port 13 of the relay valve and the fourth port 14 of the relay valve are arranged on the first valve body, the second port 12 of the relay valve is arranged on the second valve body, and the first port 11 of the relay valve is arranged on the first communication pipe 161 between the first valve body and the second valve body.

[0054] When the vehicle is braking, the air cylinder 5 inputs, through the distribution valve 2, gas with different pressures to the first port 11 of the relay valve in the second valve body, and since gas with different pressures is input to the second port 12 of the relay valve in the second valve body due to the on-off of the shut-off switch 8 and the pressure change of the brake pipe 6 input, under the combined action of the pressures of the two ports, 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, through the third port 13 of the relay valve, gas with different pressures to the fourth port 14 of the relay valve, and gases with different pressures are input to the brake cylinder 7 connected to the fourth port 14 of the relay valve.

[0055] Moreover, a pressure-limiting valve 18 and a first control valve 191 are arranged in the first valve body; and a bottom end of the first control valve 191 is in contact with one end of the balance beam 17 and the first control valve 191 is located on a top of the balance beam 17.

[0056] When the conversion device 4 is in the first gear (that is, when the vehicle is on the national railway line) and the vehicle is in normal braking or in emergency braking, the gas pressure in the brake pipe 6 begins to decrease under the action of the third control valve in the brake pipe 6. Since the brake pipe 6 is connected with 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. At this time, the first port 21 of the distribution valve is opened, and the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the first port 21 of the distribution valve to input the gas with a first pressure to the first port 11 of the relay valve. Further, when the conversion device 4 is in the first gear and before the vehicle is braked, the gas in the brake pipe 6 connected with the switch stnicture 3 can flow to the second port 12 of the relay valve connected with the switch structure 3 through the switch structure 3, so that the pressure is the first air pressure and the gas at the second port 12 of the relay valve does not flow back to the brake pipe 6. When the vehicle is braking and the gas pressure in the brake pipe 6 decreases, the pressure at the second port 12 of the relay valve remains unchanged and is still 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 under the combined action of the gas of the first pressure and the gas of the first air pressure, and the first control valve 191 raises the pressure-limiting valve 18 under the action of the first force, so that a template originally located between the third port 13 of the relay valve and the fourth port 14 of the relay valve rises, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a first size. At this time, since the air cylinder 5 is connected with the third port 13 of the relay valve, the gas in the air cylinder 5 flows 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 first force on the wheels. At this time, under the action of the pressure at the fourth port 14 of the relay valve, the template penetrated through the first control valve 191 is pressed down, so that the pressure-limiting valve 18 at the upper end of the first control valve 191 also moves downward, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 ends.

100571 When the conversion device 4 is in the second gear (that is, when the vehicle is on the subway line) and the vehicle is braking, the gas pressure in the brake pipe 6 begins to decrease under the action of the third control valve in the brake pipe 6. When the vehicle is in normal braking and the air pressure in the brake pipe 6 is decreased to the third pressure, since the brake pipe 6 is connected with 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. At this time, the first port 21 of the distribution valve is opened, and the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the first port 21 of the distribution valve to input the gas with a second pressure to the first port 11 of the relay valve, where the second pressure is greater than the first pressure. In addition, when the conversion device 4 is in the second gear and before the vehicle is braked, the gas in the brake pipe 6 connected with the switch structure 3 can flow to the second port 12 of the relay valve connected with the switch structure 3 through the switch structure 3, and the gas at the second port 12 of the relay valve can flow back to the brake pipe 6 through the switch structure 3.

When the vehicle is braking and the gas pressure in the brake pipe 6 decreases, the gas at the second port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected to the second port 12 of the relay valve, so that the air pressure at the second port 12 of the relay valve changes to a second air pressure, where the second air pressure is less than the first air pressure. The second valve body presses down one end of the balance beam under the combined action of the gas of 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 through the leverage of the balance beam 17, where 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 template originally located between the third port 13 of the relay valve and the fourth port 14 of the relay valve rises, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a second size, where the second size is greater than the first size. At this time, since the air cylinder 5 is connected with the third port 13 of the relay valve, the gas in the air cylinder 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 with the fourth port 14 of the relay valve is inflated and the brake cylinder 7 applies a second force on the wheels, where the second force is greater than the first force. At this time, under the action of the pressure at the fourth port 14 of the relay valve, the template penetrated through the first control valve 191 is pressed down, then the pressure-limiting valve 18 at the upper end of the first control valve 191 also moves downward, so that the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 ends.

100581 When the conversion device 4 is in the second gear and the vehicle is braking, the gas pressure in the brake pipe 6 begins to decrease under the action of the pressure in the brake pipe 6 by the third control valve. When the vehicle is in emergency braking and the air pressure in the brake pipe 6 is decreased to a fourth pressure (at this time, the fourth pressure is 0), where the fourth pressure is less than the third pressure, since the brake pipe 6 is connected with 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. At this time, the first port 21 of the distribution valve is opened, and the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the first port 21 of the distribution valve to input the gas with a second pressure to the first port 11 of the relay valve, where the second pressure is greater than the first pressure. In addition, when the conversion device 4 is in the second gear and before the vehicle is braked, the gas in the brake pipe 6 connected with the switch structure 3 can flow to the second port 12 of the relay valve connected with the switch structure 3 through the switch structure 3, and the gas at the second port 12 of the relay valve can flow back to the brake pipe 6 through the switch structure 3. When the vehicle is braking and the gas pressure in the brake pipe 6 decreases to a fourth air pressure, the gas at the second port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected to the second port 12 of the relay valve, so that the air pressure at the second port 12 of the relay valve changes to a third air pressure, where the third air pressure is less than the second air pressure. The second valve body presses down one end of the balance beam under the combined action of the gas of the second pressure and the gas of the third air 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, where 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 template originally located between the third port 13 of the relay valve and the fourth port 14 of the relay valve rises, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a third size, where the third size is greater than the second size. At this time, since the air cylinder 5 is connected with the third port 13 of the relay valve, the gas in the air cylinder 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 with the fourth port 14 of the relay valve is inflated and the brake cylinder 7 applies a third force on the wheels, where the third force is greater than the second force. At this time, under the action of the pressure at the fourth port 14 of the relay valve, the template penetrated through the first control valve 191 is pressed down, then the pressure-limiting valve 18 at the upper end of the first control valve 191 also moves downward, so that the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 ends.

100591 In one example, a first cavity and a second cavity are arranged in the second valve body; the second port 12 of the relay valve is located on the first cavity, a first piston 101 is arranged in the first cavity, a first hole is arranged on the first cavity and is communicated with air; an upper template 102, a lower template 103 and a second control valve 192 is arranged in the second cavity; the lower template 103 is penetrated through the second control valve 192, the upper template 102 is located at a top of the second control valve 192; a second hole is arranged at a lower end of the second cavity, the second hole is communicated with the air; and a bottom end of the second control valve 192 is arranged on a second end of the balance beam 17; a second communication pipe 162 and a third communication pipe 163 are connected between the first cavity and the second cavity; the first communication pipe 161 is 30 communicated with the second communication pipe 162, and one end of the third communication pipe 163 is adjacent to the first hole, and the other end of the third communication pipe 163 is arranged between the upper template 102 and the lower template 103, the first piston 101 is configured to: not be moved based on the gas with the first pressure and the gas with the first air pressure, so that gas at a lower end of the upper template 102 is communicated with the air through the third communication pipe 163 and the first hole and the upper template 102 applies a first force to the second control valve 192; not be moved based on the gas with the second pressure and the gas with the second air pressure, so that the upper template 102 applies a second force to the second control valve 192, where the second force is greater than the first force; and be moved based on the gas with the second pressure and the gas with the third air pressure, so that the second communication pipe 162 is communicated with the third communication pipe 163, and the lower template 103 applies a third force to the second control valve 192, where the third force is greater than the second force; and the second control valve 192 is configured to: apply the first force to the first control valve 191 through the balance beam 17 based on the first force; apply the second force to the first control valve 191 through the balance beam 17 based on the second force; and apply the third force to the first control valve 191 through the balance beam 17 based on the third force 100601 Exemplarily, the second valve body of the relay valve 1 includes the first cavity and the 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 the first hole, which is communicated with the air, so that the piston can communicate with the air through the first hole.

100611 The second cavity includes the upper template 102, the lower template 103 and the second control valve 192, the bottom end of the second control valve 192 is in contact with the other end of the balance beam 17, the upper template 102 is located at the top of the second control valve 192, and the lower template 103 is penetrated through the second control valve 192. In addition, the lower end of the second cavity is provided with the second hole which is open to the air, so that the lower surface of the lower template 103 is in communication with the air.

100621 In addition, the first cavity and the second cavity are communicated with the third communication pipe 163 through the second communication pipe 162. One end of the third communication 163 is adjacent to the first hole on the first cavity, and the other end of the third communication pipe 163 is located between the upper template 102 and the lower template 103.

[0063] When the conversion device 4 is in the first gear (that is, when the vehicle is on the national railway line) and the vehicle is in normal braking or is in emergency braking, the gas pressure in the brake pipe 6 begins to decrease under the action of the pressure in the brake pipe 6 by the third control valve. Since the brake pipe 6 is connected with 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. At this time, the first port 21 of the distribution valve is opened, and the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the first port 21 of the distribution valve to input the gas with a first pressure to the first port 11 of the relay valve. In addition, when the conversion device 4 is in the first gear and before the vehicle is braked, the gas in the brake pipe 6 connected with the switch structure 3 can flow to the second port 12 of the relay valve connected with the switch structure 3 through the switch structure 3, so that the pressure is a first air pressure and the gas at the second port 12 of the relay valve does not flow back to the brake pipe 6. When the vehicle is braking and the gas pressure in the brake pipe 6 decreases, the pressure at the second port 12 of the relay valve remains unchanged and is still the first air pressure. In the second valve body, since the second port 12 of the relay valve is in communication with the first piston 101 and the pressure at the second port 12 of the relay valve remains unchanged, under the action of the first air pressure on the first piston 101, the gas at the lower end of the upper template 102 is communicated with the air through the third communication pipe 163 and the first hole. Since the upper end of the upper template 102 is in communication with the first port 11 of the relay valve communicated with the first communication pipe 161, the air pressure at the upper end of the upper template 102 and the pressure at the first port 11 of the relay valve are both the first pressure, at this time, the pressure at the upper end of the upper template 102 is different from that at the lower end of the upper template 102. The gas at the upper end of the lower template 103 is communicated with the air through the third communication pipe 163 and the first hole, and the gas at the lower end of the lower template 103 is communicated with the air through the second hole of the second cavity, at this time, the air pressure at the upper end of the lower template 103 is the same as that at the lower end of the lower template 103. Therefore, in the second cavity, since 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 applies to the second control valve 192 a first force which presses down one end of the balance beam 17, and applies the first force to the first control valve 191 in the first valve body through the leverage of the balance beam 17, and the first control valve 191 raises the pressure-limiting valve 18 under the action of the first force, so that a template originally located between the third port 13 of the relay valve and the fourth port 14 of the relay valve rises, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a first size. At this time, since the air cylinder 5 is connected with the third port 13 of the relay valve, the gas in the air cylinder 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 the first force on the wheels. At this time, under the action of the pressure at the fourth port 14 of the relay valve, the template penetrated through the first control valve 191 is pressed down, so that the pressure-limiting valve 18 at the upper end of the first control valve 191 also moves downward, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 ends.

100641 When the conversion device 4 is in the second gear (that is, when the vehicle is on the subway line) and the vehicle is braking, the gas pressure in the brake pipe 6 begins to decrease under the action of the pressure in the brake pipe 6 by the third control valve. When the vehicle is in normal braking and the air pressure in the brake pipe 6 is decreased to the third pressure, since the brake pipe 6 is connected with 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 At this time, the first port 21 of the distribution valve is opened, and the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the first port 21 of the distribution valve to input the gas with a second pressure to the first port 11 of the relay valve, where the second pressure is greater than the first pressure. In addition, when the conversion device 4 is in the second gear and before the vehicle is braked, the gas in the brake pipe 6 connected with the switch structure 3 can flow to the second 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 port 12 of the relay valve moves leftward. When the vehicle is braking and the gas pressure in the brake pipe 6 decreases, the gas at the second port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected to the second port 12 of the relay valve, so that the air pressure at the second port 12 of the relay valve decreases to a second air pressure, where the second air pressure is less than the first air pressure. In the second valve body, since the second port 12 of the relay valve is in communication with the first piston 101 and the pressure at the second port 12 of the relay valve decreases to the second air pressure as the pressure of the brake pipe 6 connected with the second port 12 of the relay valve through the switch device decreases. At this time, the pressure at the first piston 101 communicated with the second port 12 of the relay valve also decreases to the second air pressure, but the pressure drop at the first piston 101 is not large enough to move the first piston 101. Therefore, at this time, under the action of the second air pressure on the first piston 101, the gas at the lower end of the upper template 102 is communicated with the air through the third communication pipe 163 and the first hole. Since the upper end of the upper template 102 is in communication with the first port 11 of the relay valve communicated with the first communication pipe 161, the air pressure at the upper end of the upper template 102 and the pressure at the first port 11 of the relay valve are both the second pressure, at this time, the pressure at the upper end of the upper template 102 is different from that at the lower end of the upper template 102. The gas at the upper end of the lower template 103 is communicated with the air through the third communication pipe 163 and the first hole, and the gas at the lower end of the lower template 103 is communicated with the air through the second hole of the second cavity, at this time, the air pressure at the upper end of the lower template 103 is the same as that at the lower end of the lower template 103. Therefore, in the second cavity, since the second 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, under the action of the second pressure, the upper template 102 applies to the second control valve 192 a second force. Since the second pressure is greater than the first pressure, the second force is greater than the first force. Moreover, the second control valve 192 presses down one end of the balance beam and applies a second force to the first control valve 191 in the first valve body through the leverage of the balance beam 17, where 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 template originally located between the third port 13 of the relay valve and the fourth port 14 of the relay valve rises, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a second size, where the second size is greater than the first size. At this time, since the air cylinder 5 is connected with the third port 13 of the relay valve, the gas in the air cylinder 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 with the fourth port 14 of the relay valve is inflated and the brake cylinder 7 applies the second force on the wheels, where the second force is greater than the first force, enabling the common braking speed of the vehicle on the subway line to be greater than the braking speed of the vehicle on the national railway line. At this time, under the action of the pressure at the fourth port 14 of the relay valve, the template penetrated through the first control valve 191 is pressed down, then the pressure-limiting valve 18 at the upper end of the first control valve 191 also moves downward, so that the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 ends.

100651 When the conversion device 4 is in the second gear and the vehicle is braking, the gas pressure in the brake pipe 6 begins to decrease under the action of the pressure in the brake pipe 6 by the third control valve When the vehicle is in emergency braking and the air pressure in the brake pipe 6 is decreased to a fourth pressure, where the fourth pressure is less than the third pressure, since the brake pipe 6 is connected with 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. At this time, the first port 21 of the distribution valve is opened, and the gas in the air cylinder 5 sequentially enters the second port 22 of the distribution valve and the first port 21 of the distribution valve to input the gas with a second pressure to the first port 11 of the relay valve through in sequence, where the second pressure is greater than the first pressure. In addition, when the conversion device 4 is in the second gear and before the vehicle is braked, the gas in the brake pipe 6 connected with the switch structure 3 can flow to the second 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 port 12 of the relay valve moves leftward. When the vehicle is braking and the gas pressure in the brake pipe 6 decreases to a fourth air pressure, the gas at the second port 12 of the relay valve flows out into the brake pipe 6 through the switch structure 3 connected to the second port 12 of the relay valve, so that the air pressure at the second port 12 of the relay valve changes to a third air pressure, where the third air pressure is less than the second air pressure. In the second valve body, since the second port 12 of the relay valve is in communication with the first piston 101 and the pressure at the second port 12 of the relay valve decreases to the third air pressure as the pressure of the brake pipe 6 connected with the second port 12 of the relay valve through the switching device decreases. At this time, the pressure at the first piston 101 connected with the second port 12 of the relay valve also decreases to the third air pressure, the first piston 101 moves rightward, and the first piston 101 moves between one end of the third communication pipe 163 and the first hole. At this time, the air passage among the first communication pipe 161, the second communication pipe 162 and the third communication pipe 163 is communicated. Due to the communication with the first 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 all the second pressure. That is, at this time, the upper end of the upper template 102 and the lower end of the upper template 102 are communicated with the third communication pipe 163 through the second communication pipe 162, and the air pressures at the upper end of the upper template 102 and 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 for the lower end of the lower template 103, since the second hole is communicated with the air, the gas at the lower end of the lower template 103 is communicated with the air through the second hole. 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 a third force to the second control valve 192. Since the surface area of the lower template 103 is greater than the surface area of the upper template 102, the third force is greater than the second force. Moreover, the second control valve 192 presses down one end of the balance beam, and applies a third force to the first control valve 191 in the first valve body through the leverage of the balance beam 17, where 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 template originally located between the third port 13 of the relay valve and the fourth port 14 of the relay valve rises, then the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is communicated, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a third size, where the third size is greater than the second size. At this time, since the air cylinder 5 is connected with the third port 13 of the relay valve, the gas in the air cylinder 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 with the fourth port 14 of the relay valve is inflated and the brake cylinder 7 applies the third force on the wheels, where the third force is greater than the second force, thereby enabling the emergency braking speed of the vehicle on the subway line to be greater than the common braking speed of the vehicle on the subway line. At this time, under the action of the pressure at the fourth port 14 of the relay valve, the template penetrated through the first control valve 191 is pressed down, then the pressure-limiting valve 18 at the upper end of the first control valve 191 also moves downward, so that the air passage between the third port 13 of the relay valve and the fourth port 14 of the relay valve is closed, and the inflation process of the brake cylinder 7 ends [0066] In one example, the relay valve 1 further includes a support point for supporting the balance beam 17, and a second piston; the support point is connected with one end of the second piston, and the other end 15 of the second piston is connected with an empty and load brake equipment.

100671 Exemplarily, the lower end of the balance beam 17 of the relay valve 1 is also provided with a movable support point and a second piston. One end of the second piston is connected with the support point, and the other end 15 of the second piston can be connected with the empty and load brake equipment (e.g., a weighing valve).

[0068] In order to ensure that the vehicle can be braked at the same deceleration under different loads, an empty and load brake equipment 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 a same deceleration for the vehicle when braking on the same line, the brake cylinder 7 needs to provide a larger force to the wheels. At this time, since the load of the vehicle increases, the empty and load brake equipment pushes the second piston to move leftward, further causing the support point connected with one end of the second piston to move leftward. When the vehicle is braking, the distance between the bottom end of the second control valve 192 and the support point becomes longer. At this time, if the force applied by the second control valve 192 to one end of the support beam is the first force, since the distance between the bottom end of the second control valve 192 and the support point becomes longer, the fourth force applied by the support beam to the first control valve 191 is greater than the original first force, further causing the third port 13 of the relay valve to be communicated with the fourth port 14 of the relay valve, and the size of the cavity between the third port 13 of the relay valve and the fourth port 14 of the relay valve is a fourth size, where the fourth size is greater than the first size, so that more gas in the air cylinder 5 communicated with the third port 13 of the relay valve can flow to the brake cylinder 7 through the third port 13 of the relay valve and the fourth port 14 of the relay valve in sequence, then the brake cylinder 7 applies the fourth force to the wheels, where the fourth force is greater than the first force, thereby ensuring that there can be a same deceleration for the vehicle during braking on the same line when the load increases 100691 In the present embodiment, there is provided a vehicle brake control system, which includes a conversion device 4. By adjusting the gear of the conversion device 4, the distribution valve 2 connected with the conversion device 4 can output different pressures, thereby affecting the magnitude of the pressure at the first port 11 of the relay valve connected to the third port 23 of the distribution valve. At the same time, the conversion device 4 can also control the turn-on and turn-off of the shut-off switch 8 connected with the conversion device 4, which further affects the air pressure at the second port 12 of the relay valve connected with the first port 81 of the shut-off switch, so that the piston at the second port 12 of the relay valve is in different positions. Moreover, the upper and lower surfaces of the upper template 102 and the upper and lower surfaces of the lower template 103 in the second cavity generate different air pressures, 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, then the third port 13 of the relay valve is communicated with the fourth port 14 of the relay valve, and the air cylinder 5 can input different air pressures to the brake cylinder 7 through the third port 13 of the relay valve and the fourth port 14 of the relay valve, so that the brake cylinder 7 applies different forces to the wheels, thereby enabling the vehicle to meet braking requirements of different lines. In addition, the empty and load brake equipment can also be connected at the other end 15 of the second piston of the relay valve 1, so that the vehicle may have a same deceleration when its load increases and the vehicle runs on the same line, thereby ensuring the safety of the device at the connection of the vehicle. Moreover, the vehicle brake control system according to the embodiments of the present application does not require power control, which can meet the needs of non-electric vehicles and can reduce the cost of electricity consumption of the vehicle, and also avoid installing two different brake control systems in the vehicle at the same time, thereby reducing the manufacturing cost and maintenance cost of the vehicle. In addition, the brake control system can also be connected with multiple relay valves 1 and multiple brake cylinders 7 at the same time.

100701 An embodiment of the present application provides a vehicle, which is provided with the brake control system according to any of the above embodiments.

100711 In one example, the vehicle is further provided with an air cylinder 5 and a brake pipe 6; the brake pipe 6 is connected with the air cylinder 5 through a distribution valve 2; and the brake pipe 6 is configured to inflate the air cylinder 5.

100721 In one example, the vehicle is further 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 configured to inflate the air cylinder 5.

[0073] Exemplarily, the air cylinder 5 needs to be inflated before the vehicle is braked. In a possible implementation, the gas in the air cylinder 5 can come from the brake pipe 6, on the basis of the structure of the above embodiments, when the vehicle is running, the first port 21 of the distribution valve is closed, the second port 22 of the distribution valve and the third port 23 of the distribution valve are opened, and the gas in the brake pipe 6 can flow to the second port 22 of the distribution valve through the third port 23 of the distribution valve connected to the brake pipe 6, and further flow to the air cylinder 5 connected with the second port 22 through the second port 22 of the distribution valve to inflate the air cylinders.

[0074] In another possible implementation, the gas in the air cylinder 5 can also come from the main air pipe. On the basis of the structure of the above embodiments, the vehicle is provided with the main air pipe, and the main air pipe can be connected with one end of a pressure reducing valve, and the other end of the pressure reducing valve can be connected with the air. When the vehicle is running, the pressure reducing valve can be controlled artificially so that the main air pipe, the pressure reducing valve and the air cylinder 5 are communicated with each other, and then the main air pipe can inflate the air cylinder 5.

[0075] An embodiment of the present application further provides a train including a locomotive and the vehicle provided in any of the above embodiments, and the locomotive is configured to provide power to the vehicle.

[0076] When used in the present application, although the terms "first", "second", etc. may be used in the present 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 element. For example, without changing the meaning of the description, a first element could be termed as a second element, and similarly, a second element could be termed as a first element, as long as all the "first elements" occurred were renamed consistently and all the "second elements" occurred were renamed consistently. The first element and the second element both are elements, but may not be the same element.

[0077] The foregoing technical description may be made with reference to the accompanying drawings, which form a part of the present application and in which, by way of description, implementations in accordance with the described embodiments are shown. Although these embodiments are described in sufficient details to enable those skilled in the art to practice these embodiments, these embodiments are not limiting; as such 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 the flowcharts is non-limiting, and thus the order of two or more operations illustrated in the flowcharts and described in accordance with the flowcharts may vary according to several embodiments. As another example, in several embodiments, one or more operations illustrated in the flowcharts and described in accordance with the flowcharts are optional, or may be deleted. Additionally, certain steps or functions may be added to the disclosed embodiments, or the order of two or more steps are permuted. All such changes are considered to be included in the disclosed embodiments and claims.

[0078] Additionally, terminologies are used in the above technical description to provide a thorough understanding of the described embodiments. However, excessive details are not required to implement the described embodiments. Accordingly, the foregoing descriptions of the embodiments have 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 separately to add context and to facilitate understanding of the described embodiments. The above description is not intended to be exhaustive or to limit the described embodiments to the precise form of the present application. Several modifications, options, and variations are possible in light of the above teachings. In some instances, well-known processing steps have not been described in detail to avoid unnecessarily affecting the described embodiments.

[0079] Other embodiments of the present application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein.

The present application is intended to cover any variations, uses or adaptations of the present application that follow the general principles of the present application and include common knowledge or conventional techniques in the technical field not disclosed in the present application. The specification and embodiments are to be regarded as exemplary only, with the true scope and spirit of the present application being indicated by the appended claims.

100801 It is to be understood that the present application is not limited to the precise structures described above and shown in the accompanying drawings and that various modifications and changes may be made without departing from the scope thereof The scope of the present application is limited only by the appended claims.

Claims

C LA I M S1. A vehicle brake control system, wherein the system comprises: a relay valve, a distribution valve, a switch structure and a conversion device, wherein a first port of the relay valve is connected with an air cylinder through the distribution valve, a second port of the relay valve is connected with a brake pipe through the switch structure, a third port of the relay valve is connected with the air cylinder, a fourth port of the relay valve is connected with a brake cylinder; and the conversion device is connected with the distribution valve and the switch structure, the air cylinder is configured to input gas to the distribution valve and the third port of the relay valve when the brake pipe is exhausted; the brake pipe is configured to exhaust air to the switch structure; the conversion device is configured to control the distribution valve to output gas with different pressures to the first port of the relay valve when the conversion device is in different gears, and control the switch structure to output gas with different pressures to the second port of the relay valve when the conversion device is in different gears; and the relay valve is configured to control a pressure magnitude of flowing gas between the third port of the relay valve and the fourth port of the relay valve according to the gas with different pressures from the first port of the relay valve and the gas with different pressures from the second port of the relay valve, so as to input gas with different pressures to the brake 20 cylinder.
2. The system according to claim 1, wherein the switch structure comprises a shut-off switch and a one-way valve, a first port of the shut-off switch is connected with the second port of the relay valve, a second port of the shut-off switch is connected with the brake pipe; an outlet of the one-way valve is connected with a third port of the shut-off switch, an inlet of the one-way valve is connected with the brake pipe; the conversion device is connected with the shut-off switch; the first port of the shut-off switch is adjacent to the third port of the shut-off switch; and the conversion device is specifically configured to control the shut-off switch to turn on or turn off when the conversion device is in different gears, so that the brake pipe outputs gas with different pressures to the second port of the relay valve through the switch structure.
3. The system according to claim 2, wherein the conversion device is specifically configured to: control the shut-off switch to turn off when the conversion device is in a first gear of the different gears; and control the shut-off switch to turn on when the conversion device is in a second gear of the different gears.
4. The system according to 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 located at opposite ends of the balance beam; the third port of the relay valve and the fourth port of the relay valve are located on the first valve body, the second port of the relay valve is located on the second valve body; the first valve body is communicated with the second valve body through a first communication pipe, the first port of the relay valve is located on the first communication pipe; and the second valve body is configured to apply different pressures to the first valve body through the balance beam when gas with different pressures is input into the first port of the relay valve and gas with different pressures is input into the second port of the relay valve, so as to change a pressure of flowing gas between the third port of the relay valve and the fourth port of the relay valve.
5. The system according to claim 4, wherein a pressure-limiting valve and a first control valve are arranged in the first valve body; and a bottom end of the first control valve is arranged on a first end of the balance beam and the pressure-limiting valve is located on a top of the first control valve; the distribution valve is configured to: input gas with a first pressure to the first port of the relay valve when the conversion device is in a first gear of the different gears; and input gas with a second pressure to the first port of the relay valve when the conversion device is in a second gear of the different gears, wherein the first pressure is greater than the second pressure; the switch structure is configured to: input gas with a first air pressure to the second port of the relay valve when the conversion device is in the first gear of the different gears; control an air pressure at the second port of the relay valve as a second air pressure when the conversion device is in the second gear of the different gears and an air pressure of the brake pipe is a third pressure, wherein the second air pressure is smaller than the first air pressure; and control an air pressure at the second port of the relay valve as a third air pressure when the conversion device is in the second gear of the different gears and an air pressure of the brake pipe is a fourth 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 configured to: apply a first force to the first control valve through the balance beam based on the gas with the first pressure and the gas with the first air pressure; apply a second force to the first control valve through the balance beam based on the gas with the second pressure and gas with the second air pressure, wherein the second force is greater than the first force; and apply a third force to the first control valve through the balance beam based on the gas with the second pressure and gas with the third air pressure, wherein the third force is greater than the second force; the first control valve is configured to: raise the pressure-limiting valve based on the first pressure, so that the third port of the relay valve is communicated with the fourth port of the relay valve and a size of a cavity in the first valve body located between the third port of the relay valve and the fourth port of the relay valve is a first size; raise the pressure-limiting valve based on the second pressure, so that the third port of the relay valve is communicated with the fourth port of the relay valve and a size of a cavity in the first valve body located between the third port of the relay valve and the fourth port of the relay valve is a second size, wherein the second size is greater than the first size; and raise the pressure-limiting valve based on the third pressure, so that the third port of the relay valve is communicated with the fourth port of the relay valve and a size of a cavity in the first valve body located between the third port of the relay valve and the fourth port of the relay valve is a third size, wherein the third size is greater than the second size.
6. The system according to claim 5, wherein a first cavity and a second cavity are arranged in the second valve body; the second port of the relay valve is located on the first cavity, a first piston is arranged in the first cavity, a first hole is arranged on the first cavity 30 and is communicated with air; an upper template, a lower template and a second control valve are arranged in the second cavity; the lower template is penetrated through the second control valve, the upper template is located at a top of the second control valve; a second hole is arranged at a lower end of the second cavity, the second hole is communicated with the air; and a bottom end of the second control valve is arranged on a second end of the balance beam; a second communication pipe and a third communication pipe are connected between the first cavity and the second cavity; the first communication pipe is communicated with the second communication pipe, one end of the third communication pipe is adjacent to the first hole, and the other end of the third communication pipe is arranged between the upper template and the lower template; the first piston is configured to: not be moved based on the gas with the first pressure and the gas with the first air pressure, so that gas at a lower end of the upper template is communicated with the air through the third communication pipe and the first hole and the upper template applies a first force to the second control valve; not be moved based on the gas with the second pressure and the gas with the second air pressure, so that the upper template applies a second force to the second control valve, wherein the second force is greater than the first force; and be moved based on the gas with the second pressure and the gas with the third air pressure, so that the second communication pipe is communicated with the third communication pipe, and the lower template applies a third force to the second control valve, wherein the third force is greater than the second force and the second control valve is configured to: apply the first force to the first control valve through the balance beam based on the first force; apply the second force to the first control valve through the balance beam based on the second force; and apply the third force to the first control valve through the balance beam based on the third force.
7. The system according to claim 4, wherein the relay valve further comprises a support point for supporting the balance beam, and a second piston; the support point is connected with one end of the second piston, and the other end of the second piston is connected with an empty and load brake equipment.
8. The system according to any one of claims 1 to 7, wherein a first port of the distribution valve is connected with the first port of the relay valve, a second port of the distribution valve is connected with the air cylinder, and a third port of the distribution valve is connected with the brake pipe; the distribution valve is specifically configured to: input gas with a first pressure to the first port of the relay valve through the first port of the distribution valve according to output gas of the air cylinder when the conversion device is in a first gear of the different gears; and input gas with a second pressure to the first port of the relay valve through the first port of the distribution valve according to output gas of the air cylinder when the conversion device is in a second gear of the different gears
9. A vehicle, wherein the vehicle is provided with the brake control system according to any one of claims Ito 8.
10. The vehicle according to claim 9, wherein the vehicle is further provided with an air cylinder and a brake pipe; the brake pipe is connected with the air cylinder through the distribution valve; and the brake pipe is configured to inflate the air cylinder.
11. The vehicle according to claim 9, wherein the vehicle is further provided with an air cylinder, a brake pipe and a main air pipe; the main air pipe is connected with the air cylinder; and the main air pipe is configured to inflate the air cylinder.
12. A train, wherein the train comprises a locomotive and the vehicle according to any one of claims 9 to 11; and the locomotive is configured to provide power to the vehicle.