A system for accelerating the release of a train air brake system

Abstract

The application belongs to the technical field of accelerating release valve, and particularly relates to a system for accelerating the release of a train air brake system. The system comprises an accelerating release check valve, an accelerating release valve, an accelerating release chamber and an exhaust check valve. An accelerating release sandwich valve is connected to the accelerating release valve sleeve through an accelerating release spring, and the accelerating release sandwich valve is pressed on the accelerating release valve seat. A diaphragm is further connected to the accelerating release valve body, the diaphragm is connected to a piston rod, and the piston rod is sleeved with a piston rod floating shoulder. An intermediate cavity is arranged in the accelerating release valve body, a small hole is arranged on the accelerating release valve sleeve and communicates with the intermediate cavity, the small hole is located in the stroke range of the piston rod floating shoulder, a train pipe respectively communicates with the intermediate cavity and a diaphragm right cavity, and the diaphragm left cavity, the accelerating release chamber, the exhaust check valve and the diaphragm right cavity are sequentially communicated. The system for accelerating the release of the train air brake system is directly controlled by the train pipe pressure, the accelerating release effect is triggered when the vehicle is unexpectedly released, and the release rate of the train is improved.

Description

Technical Field

[0001] This invention belongs to the field of acceleration release valve technology, and specifically relates to a system for accelerating the release of a train's air brake system. Background Technology

[0002] The brake release mechanism of freight trains is controlled by changes in the train pipe pressure. When the train pipe depressurizes at a certain rate, the train brakes. After braking, the locomotive pressurizes the train pipe with air. When the pressure in the train pipe rises to a certain value, the control valve enters the release position, and the pressurized air in the brake cylinder is released to the atmosphere through the control valve, releasing the brakes. Due to the long length of the train, especially in heavy-haul trains, the inflation rate is slower for vehicles closer to the rear, and the release time is longer.

[0003] Currently, to accelerate the release rate of vehicles at the rear of railway trains, an accelerated release mechanism and an accelerated release air cylinder are installed in the brake system control valve. When the driver performs the release operation, while the locomotive is inflating the train pipe, the accelerated release air cylinder is also inflating the train pipe, accelerating the inflation speed and helping the vehicle release.

[0004] The working principle of the mechanism that accelerates and relieves pain is as follows: Figure 5 As shown, after the control valve enters the release position, the compressed air in the brake cylinder enters the right side of the acceleration release diaphragm through the control valve, pushing the acceleration release piston rod to the left, opening the passage between the acceleration release air cylinder and the train pipe, allowing the higher pressure compressed air in the acceleration release air cylinder to enter the train pipe, accelerating the pressure rise of the train pipe at the adjacent position, thus accelerating the release of the entire train.

[0005] This method of operation mainly relies on the exhaust action of the brake cylinder. After the control valve releases, the acceleration release valve only activates, which does not significantly accelerate the train's release.

[0006] At the same time, when a vehicle unexpectedly eases, it will trigger an accelerated easing effect, causing an increase in the pressure on adjacent trains and increasing the risk of easing of adjacent trains. Summary of the Invention

[0007] In order to solve the above-mentioned problems in the prior art, the purpose of the present invention is to provide a system that accelerates the release of the train air brake system by direct control of the train pipe pressure, so as to avoid triggering the accelerated release effect when the vehicle releases unexpectedly and improve the release rate of the train.

[0008] The technical solution adopted in this invention is as follows:

[0009] A system for accelerating the release of a train's air brake system includes an acceleration release check valve, an acceleration release valve, an acceleration release chamber, and an exhaust check valve. The acceleration release valve includes an acceleration valve body, an acceleration valve sleeve disposed within the acceleration valve body, an acceleration spring connected inside the acceleration valve sleeve, an acceleration clamp valve connected to the other end of the acceleration spring, an acceleration valve seat disposed inside the acceleration valve sleeve, the acceleration clamp valve pressed against the acceleration valve seat, a cavity on the side of the acceleration clamp valve away from the acceleration valve seat being connected to the acceleration release check valve via a pipeline, and the other side of the acceleration release check valve being connected to the acceleration release air cylinder.

[0010] The slowing valve body is also connected to a diaphragm plate, which is connected to a piston rod for pushing the slowing sandwich valve. A piston rod shoulder is sleeved on the piston rod, and a limiting step is provided on the piston rod to limit the right side of the piston rod shoulder. A piston rod retaining ring is fixed on the piston rod to limit the left side of the piston rod shoulder.

[0011] The easing valve body has an intermediate cavity, and the easing valve sleeve has a small hole that communicates with the intermediate cavity. The small hole is located within the stroke range of the piston rod shoulder. The left side of the diaphragm plate is the left cavity of the diaphragm plate, and the right side of the diaphragm plate is the right cavity of the diaphragm plate. The train pipe is connected to the intermediate cavity and the right cavity of the diaphragm plate through pipelines. The left cavity of the diaphragm plate is connected to the acceleration and deceleration chamber through a pipeline. The acceleration and deceleration chamber is connected to the exhaust check valve through a pipeline. The other side of the exhaust check valve is connected to the right cavity of the diaphragm plate through a pipeline.

[0012] When the train is in the braking position, the pressure on the right side of the train pipe and diaphragm drops rapidly. The piston rod moves to the right, pushing the piston rod shoulder to the right until it reaches the right side of the orifice, thus closing the passage between the train pipe and the acceleration release chamber on the acceleration release valve. When the train is in the braking pressure holding position, the diaphragm and piston rod in the acceleration release valve return to their equilibrium positions. At this time, the piston rod shoulder remains on the right side of the orifice.

[0013] Therefore, after braking is completed and before release, the piston rod shoulder remains on the right side of the orifice, and the passage from the train pipe, the orifice, the left cavity of the diaphragm to the acceleration and release chamber is closed, in preparation for recognizing the rise in train pipe pressure.

[0014] When the train is in the release position, the pressure in the right chamber of the train pipe and diaphragm increases, pushing the diaphragm and piston rod to the left. This first pushes the acceleration and release sandwich valve to the left, allowing the pressure air in the acceleration and release air cylinder to enter the train pipe through the acceleration and release check valve and the acceleration and release valve, helping the pressure in the train pipe to rise. Then, the piston rod shoulder moves to the left side of the small hole on the acceleration and release valve sleeve, opening the passage between the train pipe and the acceleration and release chamber, allowing the train pipe to fill the acceleration and release chamber with air.

[0015] When inflation is complete, the train pipe pressure matches the acceleration / relief chamber pressure, the piston rod returns to the equilibrium position, the acceleration / relief sandwich valve closes, and the piston rod retaining ring on the piston rod contacts the piston rod shoulder. However, the piston rod shoulder does not move with the piston rod and remains on the left side of the small hole in the acceleration / relief valve sleeve, keeping the passage between the train pipe and the acceleration / relief chamber open.

[0016] Therefore, this invention utilizes a method of acceleration and relief based on changes in train pipe pressure to control the opening and closing of the train pipe and acceleration / relief cylinder passages. After braking and before relief, the piston rod shoulder remains on the right side of the orifice, allowing the pressure difference between the right and left diaphragm chambers to detect the increase in train pipe pressure. After acceleration and relief are completed, the piston rod shoulder remains on the left side of the orifice, and there is no pressure difference between the right and left diaphragm chambers. Thus, this invention enables the acceleration and relief function to remain inactive during train pipe depressurization and to activate during train pipe pressurization, ensuring that the increase in train pipe pressure is detected immediately and the acceleration and relief function is activated.

[0017] The acceleration and relief action of this invention directly depends on the rise in train pipe pressure. The train pipe pressure difference required for the acceleration and relief action response is called the acceleration and relief action action pressure difference. This value is determined by the spring assembly load. Therefore, by adjusting this value, the acceleration and relief action response can increase the rise in train pipe pressure of adjacent cars before the control valve releases, thereby accelerating the release of adjacent cars and thus accelerating the release of the entire train.

[0018] The accelerated release mechanism of this invention helps prevent abnormal acceleration release caused by leakage in the auxiliary air cylinder. According to the existing accelerated release mechanism's operating principle, when in the pressure holding position, leakage in the vehicle's auxiliary air cylinder causes the control valve to release, and pressure in the brake cylinder enters the accelerated release mechanism, triggering the accelerated release action. This causes an increase in train pipe pressure, increasing the risk of triggering release in adjacent vehicles. The new accelerated release mechanism is only affected by changes in train pipe pressure; leakage in the auxiliary air cylinder has no effect on it.

[0019] In a preferred embodiment of the present invention, the slack valve sleeve is provided with a communication hole that communicates with the intermediate cavity. The communication hole is located between the piston rod shoulder and the slack valve seat. The space between the piston rod shoulder and the slack valve is connected to the intermediate cavity through the communication hole, which prevents the slack valve from being pushed by pressurized air due to pressure changes in the space caused by the movement of the piston rod shoulder when the space between the piston rod shoulder and the slack valve is closed.

[0020] In a preferred embodiment of the present invention, the accelerated relief check valve includes an accelerated relief check valve body, a accelerated relief check valve seat disposed within the body, an accelerated relief check spring connected within the seat, and an accelerated relief clamp valve connected to the other end of the spring. The clamp valve is pressed against the seat. The cavity of the clamp valve near the seat is connected to the accelerated relief air cylinder via a pipeline, and the cavity away from the seat is connected to the accelerated relief valve via a pipeline. The main function of the accelerated relief check valve is to allow unidirectional flow of pressurized air; pressurized air can only flow from the accelerated relief air cylinder to the accelerated relief valve, and cannot flow from the valve to the cylinder.

[0021] In a preferred embodiment of the present invention, the exhaust check valve includes an exhaust check valve body, an exhaust check valve seat installed within the exhaust check valve body, an exhaust check spring connected within the exhaust check valve seat, and an exhaust check clamp valve connected to the other end of the exhaust check spring. The exhaust check clamp valve is pressed against the exhaust check valve seat. The cavity of the exhaust check clamp valve near the exhaust check valve seat is connected to the acceleration / deceleration chamber via a pipeline, and the cavity of the exhaust check clamp valve away from the exhaust check valve seat is connected to the right cavity of the diaphragm via a pipeline. The main function of the exhaust check valve is similar to that of the acceleration / deceleration check valve; the pressurized air in the acceleration / deceleration chamber can flow to the train pipe through the exhaust check valve, however, the pressurized air in the train pipe cannot flow to the acceleration / deceleration chamber through the exhaust check valve.

[0022] In a preferred embodiment of the present invention, a shrink plug is installed inside the exhaust check valve body, located on the side of the exhaust check valve seat away from the exhaust check sandwich valve. When the train is in the braking position, i.e., the pressure on the right side of the train pipe and diaphragm plate drops rapidly, the piston rod moves to the right, pushing the piston rod shoulder to the right, moving to the right side of the small orifice, closing the passage between the train pipe and the acceleration relief chamber on the acceleration relief valve. Simultaneously, because the pressure in the acceleration relief chamber is higher than the pressure in the train pipe, the exhaust check sandwich valve in the exhaust check valve moves to the right and opens, opening the passage between the acceleration relief chamber and the train pipe. The acceleration relief chamber depressurizes along with the train, and eventually its pressure matches the train pipe pressure. During this process, a shrink plug must be installed in the passage between the acceleration relief chamber and the acceleration exhaust check valve to ensure that the exhaust check sandwich valve only opens after the piston rod actuates.

[0023] As a preferred embodiment of the present invention, a first O-ring is provided between the piston rod shoulder and the inner wall of the easing valve sleeve.

[0024] As a preferred embodiment of the present invention, a second O-ring is provided between the piston rod shoulder and the piston rod.

[0025] As a preferred embodiment of the present invention, a spring seat is connected inside the easing valve sleeve, and the end of the easing spring away from the easing sandwich valve is connected to the spring seat.

[0026] As a preferred embodiment of the present invention, the easing valve sleeve is provided with a third O-ring seal on both sides of the intermediate cavity and between the easing valve body.

[0027] As a preferred embodiment of the present invention, an upper piston is connected to the piston rod, and the upper piston is disposed on the right side of the diaphragm plate.

[0028] The beneficial effects of this invention are as follows:

[0029] 1. The acceleration and release mechanism of this invention directly depends on the increase in train pipe pressure, which helps prevent abnormal acceleration and release caused by leakage in the auxiliary air cylinder. According to the operating principle of existing acceleration and release mechanisms, when in the pressure holding position, leakage in the vehicle's auxiliary air cylinder causes the control valve to release, and pressure in the brake cylinder enters the acceleration and release mechanism, causing the acceleration and release action, resulting in an increase in train pipe pressure and increasing the risk of triggering release in adjacent vehicles. The acceleration and release mechanism of this invention is only affected by changes in train pipe pressure; leakage in the auxiliary air cylinder has no effect on it.

[0030] 2. Existing acceleration and release mechanisms primarily rely on the exhaust action of the brake cylinder. The acceleration and release valve only activates after the control valve has released, resulting in limited effectiveness in accelerating train release. The acceleration and release mechanism of this invention directly depends on the rise in train pipe pressure. The train pipe pressure difference required for the acceleration and release response is called the acceleration and release action pressure difference. This value is determined by the spring assembly load. Therefore, by adjusting this value, the acceleration and release response can increase the rise in train pipe pressure of adjacent cars before the control valve releases, thus accelerating the release of adjacent cars and consequently accelerating the release of the entire train.

[0031] 3. This invention utilizes a method of controlling the opening and closing of the train pipe and acceleration / relief cylinder passages based on changes in train pipe pressure to achieve acceleration and relief. After braking and before relief, the piston rod shoulder remains on the right side of the orifice, allowing the pressure difference between the right and left diaphragm chambers to detect the increase in train pipe pressure. After acceleration and relief are completed, the piston rod shoulder remains on the left side of the orifice, and there is no pressure difference between the right and left diaphragm chambers. Therefore, this invention enables the acceleration and relief function to remain inactive during train pipe depressurization and to activate during train pipe pressurization, ensuring that the increase in train pipe pressure is detected immediately and the acceleration and relief function is activated. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of the present invention;

[0033] Figure 2 This is a schematic diagram of the acceleration / relief valve.

[0034] Figure 3 This is a schematic diagram of the structure of the check valve for accelerating and relieving backflow.

[0035] Figure 4 This is a schematic diagram of the exhaust check valve;

[0036] Figure 5 This is a diagram illustrating the working principle of the existing acceleration and mitigation mechanisms.

[0037] In the diagram: 1-Accelerating and releasing check valve; 2-Accelerating and releasing valve; 3-Accelerating and releasing chamber; 4-Exhaust check valve; 11-Reducing check valve body; 12-Reducing check valve seat; 13-Reducing check spring; 14-Reducing check sandwich valve; 21-Reducing valve body; 22-Reducing valve sleeve; 23-Reducing spring; 24-Reducing sandwich valve; 25-Reducing valve seat; 26-Diaphragm plate; 27-Piston rod; 28-Piston rod shoulder; 29-Spring seat; 41 - Exhaust check valve body; 42- Exhaust check valve seat; 43- Exhaust check spring; 44- Exhaust check sandwich valve; 45- Recession plug; 211- Intermediate cavity; 212- Left cavity of diaphragm plate; 213- Right cavity of diaphragm plate; 221- Small hole; 222- Connecting hole; 223- Third O-ring seal; 261- Upper piston; 271- Limiting step; 272- Piston rod retaining ring; 273- Second O-ring seal; 281- First O-ring seal. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0039] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention. It should be noted that, unless otherwise specified, the embodiments and features described in the embodiments of the invention can be combined with each other.

[0040] like Figure 1 and Figure 2 As shown, the system for accelerating the release of the train's air brake system in this embodiment includes an acceleration release check valve 1, an acceleration release valve 2, an acceleration release chamber 3, and an exhaust check valve 4. The acceleration release valve 2 includes an acceleration valve body 21, an acceleration valve sleeve 22 is provided inside the acceleration valve body 21, and third O-ring seals 223 are provided between the acceleration valve sleeve 22 and the acceleration valve body 21 on both sides of the acceleration valve sleeve 22. A spring seat 29 is connected inside the acceleration valve sleeve 22, and an acceleration spring 23 is installed on the spring seat 29. The other end of the acceleration spring 23 is connected to an acceleration clamp valve 24. An acceleration valve seat 25 is provided inside the acceleration valve sleeve 22, and the acceleration clamp valve 24 is pressed against the acceleration valve seat 25. The cavity of the acceleration clamp valve 24 away from the acceleration valve seat 25 is connected to the acceleration release check valve 1 through a pipeline, and the other side of the acceleration release check valve 1 is connected to the acceleration release air cylinder.

[0041] The easing valve body 21 is also connected to a diaphragm plate 26, which is connected to a piston rod 27 for pushing the easing sandwich valve 24. An upper piston 261 is connected to the piston rod 27 and is located on the right side of the diaphragm plate 26. A piston rod shoulder 28 is sleeved on the piston rod 27. A first O-ring seal 281 is provided between the piston rod shoulder 28 and the inner wall of the easing valve sleeve 22. A second O-ring seal 273 is provided between the piston rod shoulder 28 and the piston rod 27. A limiting step 271 is provided on the piston rod 27 to limit the right side of the piston rod shoulder 28. A piston rod retaining ring 272 is fixed on the piston rod 27 to limit the left side of the piston rod shoulder 28.

[0042] The easing valve body 21 has an intermediate cavity 211. The easing valve sleeve 22 has a small hole 221 that communicates with the intermediate cavity 211. The small hole 221 is located within the stroke range of the piston rod shoulder 28. The left side of the diaphragm plate 26 is the left cavity 212, and the right side of the diaphragm plate 26 is the right cavity 213. The train pipe is connected to the intermediate cavity 211 and the right cavity 213 of the diaphragm plate through pipelines. The left cavity 212 of the diaphragm plate is connected to the acceleration and relief chamber 3 through a pipeline. The acceleration and relief chamber 3 is connected to the exhaust check valve 4 through a pipeline. The other side of the exhaust check valve 4 is connected to the right cavity 213 of the diaphragm plate through a pipeline.

[0043] Furthermore, the slack valve sleeve 22 is provided with a connecting hole 222 that communicates with the intermediate cavity 211. The connecting hole 222 is located between the piston rod shoulder 28 and the slack valve seat 25. The space between the piston rod shoulder 28 and the slack sandwich valve 24 is connected to the intermediate cavity 211 through the connecting hole 222, which prevents the piston rod shoulder 28 from moving and causing pressure changes in the space when the space between the piston rod shoulder 28 and the slack sandwich valve 24 is closed, thus avoiding the slack valve 24 being pushed by pressurized air.

[0044] like Figure 2 As shown, the acceleration / relief check valve 1 includes an acceleration / relief check valve body 11, a acceleration / relief check valve seat 12 is disposed inside the acceleration / relief check valve body 11, an acceleration / relief check spring 13 is connected inside the acceleration / relief check valve seat 12, and an acceleration / relief clamp valve 14 is connected to the other end of the acceleration / relief check spring 13. The cavity of the acceleration / relief clamp valve 14 near the acceleration / relief check valve seat 12 is connected to the acceleration / relief air cylinder through a pipeline, and the cavity of the acceleration / relief clamp valve 14 away from the acceleration / relief check valve seat 12 is connected to the acceleration / relief valve 2 through a pipeline. The main function of the acceleration / relief check valve 1 is to allow unidirectional flow of pressurized air; pressurized air can only flow from the acceleration / relief air cylinder to the acceleration / relief valve 2, and cannot flow from the acceleration / relief valve 2 to the acceleration / relief air cylinder.

[0045] like Figure 3As shown, the exhaust check valve 4 includes an exhaust check valve body 41, an exhaust check valve seat 42 installed inside the exhaust check valve body 41, an exhaust check spring 43 connected inside the exhaust check valve seat 42, and an exhaust check clamp valve 44 connected to the other end of the exhaust check spring 43. The exhaust check clamp valve 44 is pressed against the exhaust check valve seat 42. The cavity of the exhaust check clamp valve 44 near the exhaust check valve seat 42 is connected to the acceleration / deceleration chamber 3 through a pipeline, and the cavity of the exhaust check clamp valve 44 away from the exhaust check valve seat 42 is connected to the right cavity 213 of the diaphragm through a pipeline. The main function of the exhaust check valve 4 is similar to that of the acceleration / deceleration check valve 1. The pressurized air in the acceleration / deceleration chamber can flow to the train pipe through the exhaust check valve 4; however, the pressurized air in the train pipe cannot flow to the acceleration / deceleration chamber 3 through the exhaust check valve 4.

[0046] A constriction plug 45 is installed inside the exhaust check valve body 41, located on the side of the exhaust check valve seat 42 away from the exhaust check valve 44. When the train is in the braking position, i.e., the pressure on the right side of the train pipe and diaphragm 26 drops rapidly, the piston rod 27 moves to the right, pushing the piston rod shoulder 28 to the right, moving to the right side of the small hole 221, closing the passage between the train pipe and the acceleration relief chamber 3 on the acceleration relief valve 2. At the same time, because the pressure in the acceleration relief chamber 3 is higher than the pressure in the train pipe, the exhaust check valve 44 in the exhaust check valve 4 moves to the right and opens, opening the passage between the acceleration relief chamber 3 and the train pipe. The acceleration relief chamber 3 depressurizes along with the train, and eventually its pressure is consistent with the pressure in the train pipe. During this process, a constriction plug 45 must be installed in the passage between the acceleration relief chamber 3 and the acceleration exhaust check valve 4 to ensure that the exhaust check valve 44 only opens after the piston rod 27 moves.

[0047] Working principle:

[0048] The acceleration and relief function of this invention is controlled by the train pipe pressure and the acceleration and relief chamber 3 pressure. Initially, the train pipe pressure and the acceleration and relief chamber 3 pressure are the same. When the train pipe pressure rises, the passage between the acceleration and relief air cylinder and the train pipe opens first, and then the passage between the acceleration and relief chamber 3 and the train pipe opens, allowing the train pipe to inflate the acceleration and relief chamber 3 until the pressures of both are consistent. When the train pipe pressure drops, the pressure in the acceleration and relief chamber 3 also drops, bringing the pressures of both chambers back to the same level.

[0049] When the train pipe pressure is higher than the acceleration chamber pressure, diaphragm 26 pushes piston rod 27 to the left to open the easing clamp valve 24, opening the passage between the acceleration easing cylinder and the train pipe. Simultaneously, piston rod 27 pushes piston rod shoulder 28 to open the inflation passage between the train pipe and the acceleration easing chamber 3, allowing air to be pumped into the acceleration easing chamber 3 from the train pipe. When the pressure in the acceleration easing chamber 3 equals the train pipe pressure, diaphragm 26 returns to its equilibrium position, and easing clamp valve 24, under the force of easing spring 23, closes the passage between the acceleration easing cylinder and the acceleration easing chamber 3. At this time, piston rod shoulder 28 does not move, and the inflation passage between the acceleration easing chamber 3 and the train pipe remains open. If the train pipe pressure decreases at a certain rate, the pressurized air in the acceleration easing chamber 3 is discharged through exhaust check valve 4 until the pressure in the acceleration easing chamber 3 drops to match the train pipe pressure. During this process, because the exhaust speed of the acceleration relief chamber 3 is relatively slow, the diaphragm plate 26 moves to the right under the pressure difference between the train pipe and the acceleration relief chamber 3, which drives the piston rod shoulder 28 to move to the right and return to the initial position, closing the passage between the acceleration relief chamber 3 and the train pipe.

[0050] Specific work process:

[0051] When the train is in the initial inflation position, i.e., when the pressure in the acceleration release cylinder and acceleration release chamber 3 is zero, the train pipe pressure rises, and the pressure in the right cavity 213 of the diaphragm rises, pushing the upper piston 261, piston rod 27, and piston rod shoulder 28 to the left. The first O-ring seal 281 on the shoulder moves to the left side of the small hole 221 on the easing valve sleeve 22, opening the passage between the train pipe and the acceleration release chamber 3, allowing the train pipe to inflate the acceleration release chamber 3. At the same time, the piston rod 27 pushes the easing sandwich valve 24 to the left, opening the passage between the train pipe and the acceleration release valve 2. However, due to the one-way action of the acceleration release check valve 1, the train pipe cannot inflate the acceleration release cylinder through the acceleration release valve 2. The pressurized air source in the acceleration release cylinder is the same as that of the existing braking system; the pressurized air in the train pipe inflates the acceleration release cylinder through the control valve's actuating part. When inflation is complete, the train pipe pressure matches the pressure in the acceleration / relief chamber 3. The upper piston 261 and piston rod 27 return to their equilibrium positions, the easing clamp valve 24 closes, and the piston rod retaining ring 272 on the piston rod 27 contacts the piston rod shoulder 28. However, the piston rod shoulder 28 does not move with the piston rod 27 and remains to the left of the small hole 221 in the easing valve sleeve 22, keeping the passage between the train pipe and the acceleration / relief chamber 3 open. If the train pipe pressure rises or falls slowly, the acceleration / relief chamber 3 can follow the change.

[0052] When the train is in the braking position, the pressure in the train pipe and the right chamber 213 of the diaphragm drops rapidly. The upper piston 261 and piston rod 27 move to the right, pushing the piston rod shoulder 28 to the right, until it reaches the right side of the small orifice 221, closing the passage between the train pipe and the acceleration relief chamber 3 of the acceleration relief valve 2. Simultaneously, because the pressure in the acceleration relief chamber 3 is higher than the train pipe pressure, the exhaust check valve 44 in the exhaust check valve 4 moves to the right and opens, opening the passage between the acceleration relief chamber 3 and the train pipe. The acceleration relief chamber 3 depressurizes along with the train, eventually matching the train pipe pressure. During this process, a constriction plug 45 must be installed in the passage between the acceleration relief chamber 3 and the acceleration exhaust check valve 4 to ensure that the exhaust check valve 44 only opens after the piston rod 27 actuates.

[0053] When the train is in the braking pressure holding position, the diaphragm 26, upper piston 261, and piston rod 27 in the acceleration release valve 2 return to the equilibrium position, and the easing exhaust check valve 4 closes the passage between the easing chamber and the train pipe. At this time, the piston rod shoulder 28 remains on the right side of the small hole 221.

[0054] When the train is in the release position, the pressure in the train pipe and the right cavity 213 of the diaphragm increases, pushing the diaphragm 26, upper piston 261, and piston rod 27 to the left. This first pushes the slowing sandwich valve 24 to the left, allowing the pressurized air in the acceleration release cylinder to enter the train pipe through the acceleration release check valve 1 and acceleration release valve 2, helping the train pipe pressure to rise. Then, the piston rod shoulder 28 moves to the left side of the small hole 221 on the slowing valve sleeve 22, opening the passage between the train pipe and the acceleration release chamber 3, allowing the train pipe to inflate the acceleration release chamber 3. When inflation is complete, the train pipe pressure matches the acceleration release chamber 3 pressure, the piston and piston rod 27 return to the equilibrium position, the slowing sandwich valve 24 closes, and the piston rod retaining ring 272 on the piston rod 27 contacts the piston rod shoulder 28. However, the piston rod shoulder 28 does not move with the piston rod 27 and remains on the left side of the small hole 221 in the slowing valve sleeve 22, keeping the passage between the train pipe and the acceleration release chamber 3 open.

[0055] In this invention, after braking is completed and before release, the piston rod shoulder 28 remains on the right side of the small hole 221, and the passage from the train pipe, the small hole 221, the left cavity of the diaphragm plate to the acceleration and release chamber 3 is closed, in preparation for recognizing the rise in train pipe pressure.

[0056] Therefore, this invention utilizes a method of acceleration and relief based on changes in train pipe pressure to control the opening and closing of the train pipe and acceleration / relief air cylinder passages. After braking and before relief, the piston rod shoulder 28 remains on the right side of the small hole 221, allowing the pressure difference between the right cavity 213 and the left cavity 212 of the diaphragm plate to identify the increase in train pipe pressure. After the acceleration and relief action is completed, the piston rod shoulder 28 remains on the left side of the small hole 221, and there is no pressure difference between the right cavity 213 and the left cavity 212 of the diaphragm plate. Thus, this invention enables the acceleration and relief action to remain inactive during train pipe depressurization and to activate during train pipe pressurization, ensuring that the increase in train pipe pressure is identified immediately and the acceleration and relief action is activated.

[0057] The acceleration and release action of this invention is directly controlled by the train pipe pressure, which is easy to adjust and helps to improve the train release rate. Because existing acceleration and release actions rely on the brake cylinder pressure air discharged after the control valve releases, they can only respond after the control valve releases. At this time, the passage between the train pipe and the auxiliary air cylinder is open, which is equivalent to an increase in the train pipe volume, resulting in a smaller effect of accelerating the rise in train pipe pressure. The acceleration and release action of this invention directly depends on the rise in train pipe pressure. The train pipe pressure difference required for the acceleration and release action to respond is called the acceleration and release action pressure difference. This value is determined by the spring assembly load. Therefore, by adjusting this value, the acceleration and release action response before the control valve releases can increase the rise in train pipe pressure of adjacent cars, accelerating the release of adjacent cars and thus accelerating the release of the entire train.

[0058] The accelerated release mechanism of this invention helps prevent abnormal acceleration release caused by leakage in the auxiliary air cylinder. According to the existing accelerated release mechanism's operating principle, when in the pressure holding position, leakage in the vehicle's auxiliary air cylinder causes the control valve to release, and pressure in the brake cylinder enters the accelerated release mechanism, triggering the accelerated release action. This causes an increase in train pipe pressure, increasing the risk of triggering release in adjacent vehicles. The new accelerated release mechanism is only affected by changes in train pipe pressure; leakage in the auxiliary air cylinder has no effect on it.

[0059] This invention is not limited to the above-described optional embodiments. Anyone can derive other various forms of products under the guidance of this invention. However, regardless of any changes made in their shape or structure, any technical solution that falls within the scope of the claims of this invention shall be protected by this invention.

Claims

1. A system for accelerating the release of a train's air brake system, characterized in that: It includes an acceleration and relief check valve (1), an acceleration and relief valve (2), an acceleration and relief chamber (3), and an exhaust check valve (4); the acceleration and relief valve (2) includes a slow valve body (21), a slow valve sleeve (22) is provided inside the slow valve body (21), a slow spring (23) is connected inside the slow valve sleeve (22), the other end of the slow spring (23) is connected to a slow clamp valve (24), a slow valve seat (25) is provided inside the slow valve sleeve (22), the slow clamp valve (24) is pressed on the slow valve seat (25), the cavity of the slow clamp valve (24) away from the slow valve seat (25) is connected to the acceleration and relief check valve (1) through a pipeline, and the other side of the acceleration and relief check valve (1) is connected to the acceleration and relief air cylinder; The slowing valve body (21) is also connected to a diaphragm plate (26), and the diaphragm plate (26) is connected to a piston rod (27) for pushing the slowing sandwich valve (24). A piston rod shoulder (28) is sleeved on the piston rod (27), and a limiting step (271) is provided on the piston rod (27) to limit the right side of the piston rod shoulder (28). A piston rod retaining ring (272) is fixed on the piston rod (27) to limit the left side of the piston rod shoulder (28). The easing valve body (21) is provided with an intermediate cavity (211), and the easing valve sleeve (22) is provided with a small hole (221) communicating with the intermediate cavity (211). The small hole (221) is located within the stroke range of the piston rod shoulder (28). The left side of the diaphragm plate (26) is the left cavity (212), and the right side of the diaphragm plate (26) is the right cavity (213). The train pipe is connected to the intermediate cavity (211) and the right cavity (213) of the diaphragm plate through pipelines. The left cavity (212) of the diaphragm plate is connected to the acceleration and relief chamber (3) through pipelines. The acceleration and relief chamber (3) is connected to the exhaust check valve (4) through pipelines. The other side of the exhaust check valve (4) is connected to the right cavity (213) of the diaphragm plate through pipelines.

2. The system for accelerating the release of a train's air brake system according to claim 1, characterized in that: The slack valve sleeve (22) is provided with a communication hole (222) that communicates with the intermediate cavity (211). The communication hole (222) is located between the piston rod shoulder (28) and the slack valve seat (25).

3. The system for accelerating the release of a train's air brake system according to claim 1, characterized in that: The acceleration and relief check valve (1) includes an acceleration and relief check valve body (11), an acceleration and relief check valve seat (12) is provided inside the acceleration and relief check valve body (11), an acceleration and relief check spring (13) is connected inside the acceleration and relief check valve seat (12), and an acceleration and relief check clamp valve (14) is connected to the other end of the acceleration and relief check spring (13). The acceleration and relief check clamp valve (14) is pressed on the acceleration and relief check valve seat (12). The cavity of the acceleration and relief check clamp valve (14) near the acceleration and relief check valve seat (12) is connected to the acceleration and relief air cylinder through a pipeline, and the cavity of the acceleration and relief check clamp valve (14) away from the acceleration and relief check valve seat (12) is connected to the acceleration and relief valve (2) through a pipeline.

4. The system for accelerating the release of a train's air brake system according to claim 1, characterized in that: The exhaust check valve (4) includes an exhaust check valve body (41), an exhaust check valve seat (42) is installed inside the exhaust check valve body (41), an exhaust check spring (43) is connected inside the exhaust check valve seat (42), and an exhaust check clamp valve (44) is connected to the other end of the exhaust check spring (43). The exhaust check clamp valve (44) is pressed against the exhaust check valve seat (42). The cavity of the exhaust check clamp valve (44) on the side close to the exhaust check valve seat (42) is connected to the acceleration and relief chamber (3) through a pipeline, and the cavity of the exhaust check clamp valve (44) on the side away from the exhaust check valve seat (42) is connected to the right cavity (213) of the diaphragm through a pipeline.

5. The system for accelerating the release of a train's air brake system according to claim 4, characterized in that: The exhaust check valve body (41) is equipped with a shrink plug (45), which is located on the side of the exhaust check valve seat (42) away from the exhaust check sandwich valve (44).

6. The system for accelerating the release of a train's air brake system according to claim 1, characterized in that: A first O-ring (281) is provided between the piston rod shoulder (28) and the inner wall of the retarder sleeve (22).

7. The system for accelerating the release of a train's air brake system according to claim 1, characterized in that: A second O-ring (273) is provided between the piston rod shoulder (28) and the piston rod (27).

8. The system for accelerating the release of a train's air brake system according to claim 1, characterized in that: The slowing valve sleeve (22) is connected to a spring seat (29), and the end of the slowing spring (23) away from the slowing sandwich valve (24) is connected to the spring seat (29).

9. A system for accelerating the release of a train's air brake system according to claim 1, characterized in that: The slowing valve sleeve (22) is provided with a third O-ring (223) on both sides of the intermediate cavity (211) and between the slowing valve body (21).

10. A system for accelerating the release of a train air brake system according to any one of claims 1 to 9, characterized in that: The piston rod (27) is connected to an upper piston (261), which is located on the right side of the diaphragm plate (26).

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