CN110509949B

CN110509949B - Train speed adjusting device

Info

Publication number: CN110509949B
Application number: CN201910735766.7A
Authority: CN
Inventors: 张国庆; 张立国; 刘海波; 吉莉; 焦京海
Original assignee: CRRC Qingdao Sifang Co Ltd
Current assignee: CRRC Qingdao Sifang Co Ltd
Priority date: 2019-08-09
Filing date: 2019-08-09
Publication date: 2020-11-10
Anticipated expiration: 2039-08-09
Also published as: CN110509949A

Abstract

The invention provides a train speed adjusting device, which comprises an operating part, a speed adjusting device and a speed adjusting device, wherein the operating part is provided with an initial position, a first working position and a second working position; the main air pipe of the train is communicated with the train pipe through a first communication space, and the airflow circulation area in the first communication space is controlled through a first control assembly; at least part of the second communicating space communicates with the first communicating space; the train pipe is communicated with the atmosphere through a second communication space, and the airflow circulation area in the second communication space is controlled through a second control assembly; the operation part is connected with the first control assembly and the second control assembly, and the flow of the air flow discharged from the main air pipe into the train pipe is gradually increased in the process that the operation part is gradually moved from the initial position to the first working position; in the process that the operation part gradually moves from the initial position to the second working position, the flow of the air flow discharged from the train pipe to the atmosphere communicating pipe is gradually increased, so that the problem of low safety performance of the train in the prior art is solved.

Description

Train speed adjusting device

Technical Field

The invention relates to the technical field of vehicles, in particular to a train speed adjusting device.

Background

At present, the common braking mode of the rail train is automatic air braking, and is characterized in that a brake cylinder is pressurized when a train pipe is depressurized so as to generate braking.

However, when the train encounters an emergency or the brake handle fails during running, the passengers cannot regulate the speed of the train according to the running condition of the train, and the safety problem of the train is easily caused.

Disclosure of Invention

The invention mainly aims to provide a train speed adjusting device to solve the problem of low safety performance of a train in the prior art.

In order to achieve the above object, the present invention provides a train speed adjustment device, comprising: the operating part is provided with an initial position, a first working position and a second working position, and the initial position is arranged between the first working position and the second working position; the train air conditioner comprises a first communication space, a train main air pipe, a train pipe, a first control assembly and a second control assembly, wherein the train main air pipe is communicated with the train pipe through the first communication space; a second communicating space, at least a part of which communicates with the first communicating space; the train pipe is communicated with the atmosphere through a second communication space, and a second control assembly is arranged in the second communication space so as to control the airflow circulation area in the second communication space through the second control assembly and control the airflow circulation between the train pipe and the atmosphere communication pipe; the operation part is connected with the first control assembly and the second control assembly, and the flow of air flow discharged from the main air pipe into the train pipe is gradually increased in the process that the operation part is gradually moved from the initial position to the first working position, so that the braking relieving speed of the train is increased; during the process that the operating part is gradually moved from the initial position to the second working position, the flow rate of the air flow discharged from the train pipe to the atmosphere communicating pipe is gradually increased, so that the braking force of the brake cylinder of the train is gradually increased, and the braking speed of the train is increased.

Further, the first communicating space is provided with a first communicating channel and a second communicating channel, the first communicating channel is communicated with the main air pipe, the second communicating channel is communicated with the train pipe, the first communicating channel is communicated with the second communicating channel through a first communicating part, and at least part of the first control assembly moves towards the direction close to or far away from the first communicating part so as to adjust the flow rate of the air flow of the first communicating part.

Further, the first circulation portion includes a first circulation port and a first opening, the first opening is communicated with the first circulation port, and a diameter of the first opening is smaller than a diameter of the first circulation port, so that a circulation amount of the air flow in the first communication space is controlled by controlling on/off of the first opening and on/off of the first circulation port, respectively.

Further, the first circulation port is provided between the first communication passage and the second communication passage; the first control assembly includes: the first blocking block is at least partially arranged at the first circulation port, the first blocking block is movably arranged along the direction close to or far away from the first circulation port so as to control the on-off of the first circulation port, and the first opening is arranged on the first blocking block; the second blocking block is at least partially arranged at the first opening and movably arranged along the direction close to or far away from the first opening so as to control the on-off of the first opening; when the second blocking block moves to a first preset position in the direction far away from the first opening, the first opening is a passage, and when the second blocking block continues to move to a second preset position, the first blocking block moves in the direction far away from the first circulation opening, so that the first circulation opening is a passage.

Further, the first control assembly further comprises: one end of the first push rod is connected with the operation part, and the other end of the first push rod is connected with the second blocking block so as to push the second blocking block to move through the first push rod.

Further, the first control assembly further comprises: the first pushing piece is arranged on the first pushing rod, so that when the second blocking block moves to the first preset position, the first blocking block is pushed to move by the first pushing piece.

Furthermore, the second communication space is provided with a third communication channel and a fourth communication channel, the third communication channel is communicated with the train pipe, the fourth communication channel is communicated with the atmosphere communication pipe, and the third communication channel is communicated with the fourth communication channel through a second circulation part; at least a part of the second control member moves toward a direction close to or away from the second communication portion to adjust a flow rate of the air flow of the second communication portion, the second communication passage communicating with the third communication passage.

Further, the second communicating portion includes a second communicating port and a second opening, the second opening communicates with the second communicating port, and a diameter of the second opening is smaller than a diameter of the second communicating port, so that a flow rate of the air flow in the second communicating space is controlled by controlling on/off of the second opening and on/off of the second communicating port, respectively.

Further, the second circulation port is provided between the third communication passage and the fourth communication passage, and the second control member includes: the third blocking block is at least partially arranged at the second flow port and movably arranged along the direction close to or far away from the second flow port so as to control the on-off of the second flow port, and the second opening is arranged on the third blocking block; at least part of the fourth blocking block is arranged at the second opening, and the fourth blocking block can be movably arranged along the direction close to or far away from the second opening so as to control the on-off of the second opening; when the fourth blocking block moves to a third preset position in the direction far away from the second opening, the second opening is a passage, and when the fourth blocking block continues to move to a fourth preset position, the third blocking block moves in the direction far away from the second circulation opening, so that the second circulation opening is a passage.

Further, the second control assembly further comprises: and one end of the second push rod is connected with the operating part, and the other end of the second push rod is connected with the fourth blocking block so as to push the fourth blocking block to move through the second push rod.

Further, the second control assembly further comprises: and the second pushing piece is arranged on the second pushing rod, so that when the fourth blocking block moves to the third preset position, the third blocking block is pushed to move by the second pushing piece.

Further, the operation section includes: the control shaft is rotatably arranged around the axial line; the first driving piece is arranged on the end face of the control shaft, at least part of the first driving piece is in contact with the first control assembly, so that the first control assembly is driven to move through the first driving piece in the process that the control shaft moves from the initial position to the first working position, and the flow rate of air flow between the main air pipe and the train pipe is adjusted; the second driving piece is arranged on the end face of the control shaft, at least part of the second driving piece is in contact with the second control assembly, and the second driving piece and the first driving piece are arranged in a staggered mode along the axis direction of the control shaft, so that the second driving piece moves towards the direction far away from the second control assembly while the first driving piece pushes the first control assembly to move.

Further, the operation portion further includes: the operating rod is connected with the control shaft so as to control the control shaft to rotate; and a hand-held part mounted on the operation lever to be moved by the operation of the hand-held part.

Further, the train speed adjusting apparatus further includes: the first electric contact is connected with the train emergency braking electric safety loop in series; the second electric contact is connected with a display device of the train and used for displaying the braking state of the train, and the operating part is connected with the first electric contact and the second electric contact; when the operating part is positioned at the initial position or the first working position, the second electric contact is an open circuit, and the first electric contact is a passage; when the operating part is located at the second working position, the second electric contact is a passage, and the first electric contact is an open circuit.

By applying the technical scheme, the train speed adjusting device provided by the invention comprises an operating part, a first communicating space and a second communicating space, wherein the operating part is provided with an initial position, a first working position and a second working position, the initial position is arranged between the first working position and the second working position, a main air pipe of a train is communicated with a train pipe through the first communicating space, a first control assembly is arranged in the first communicating space to control the air flow circulation area in the first communicating space through the first control assembly so as to control the air flow circulation between the main air pipe and the train pipe, and at least part of the second communicating space is communicated with the first communicating space; the train pipe is communicated with the atmosphere through a second communication space, and a second control assembly is arranged in the second communication space so as to control the airflow circulation area in the second communication space through the second control assembly and control the airflow circulation between the train pipe and the atmosphere communication pipe; the operation part is connected with the first control assembly and the second control assembly, and the flow of air flow discharged from the main air pipe into the train pipe is gradually increased in the process that the operation part is gradually moved from the initial position to the first working position, so that the braking relieving speed of the train is increased; in the process that the operating part is gradually moved from the initial position to the second working position, the flow rate of the air flow discharged from the train pipe to the atmosphere communicating pipe is gradually increased, so that the braking force of a brake cylinder of the train is gradually increased, the braking speed of the train is increased, and the problem of low safety performance of the train in the prior art is solved.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

fig. 1 shows a schematic configuration diagram of an embodiment of a train speed adjusting apparatus according to the present invention;

fig. 2 shows an exploded view of a train speed regulating device according to the present invention;

FIG. 3 illustrates a schematic structural diagram of an embodiment of a first control assembly according to the present invention; and

fig. 4 shows a circuit connection according to the invention.

Wherein the figures include the following reference numerals:

1. a housing; 10. an operation section; 11. a control shaft; 12. a first driving member; 13. a second driving member; 14. an operating lever; 15. a hand-held portion; 16. a first connecting pin; 17. a second connecting pin;

20. a first communication space; 21. a first control assembly; 210. a first communicating passage; 211. a second communicating passage; 212. a first circulation port; 220. a first stopper; 221. a second stopper; 2201. a first opening; 2202. a first limiting part; 23. a first compression spring; 24. a first push rod; 25. a first pusher member; 26. a second compression spring;

30. a second communicating space; 31. a second control assembly; 310. a third communicating passage; 311. a fourth communication passage; 312. a second flow port; 320. a third stopper; 3201. a second opening; 321. a fourth stopper; 322. a second limiting part; 33. a second push rod; 34. a second pusher member; 35. a third compression spring; 36. and a fourth compression spring.

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

The present invention provides a train speed adjusting device, please refer to fig. 1 to 4, comprising: an operation part 10, the operation part 10 having an initial position, a first working position and a second working position, the initial position being disposed between the first working position and the second working position; the train air conditioner comprises a first communication space 20, a main air pipe of a train is communicated with a train pipe through the first communication space 20, a first control assembly 21 is arranged in the first communication space 20, so that the air flow circulation area in the first communication space 20 is controlled through the first control assembly 21, and the air flow circulation between the main air pipe and the train pipe is controlled; a second communicating space 30, at least a part of the second communicating space 30 communicating with the first communicating space 20; the train pipe is communicated with the atmosphere through the second communication space 30, and the second communication space 30 is internally provided with a second control assembly 31 so as to control the airflow circulation area in the second communication space 30 through the second control assembly 31 and control the airflow circulation between the train pipe and the atmosphere communication pipe; the operation part 10 is connected with both the first control assembly 21 and the second control assembly 31, and in the process that the operation part 10 gradually moves from the initial position to the first working position, the flow of the air flow discharged from the main air pipe into the train pipe is gradually increased so as to increase the brake relieving speed of the train; in the process of gradually moving the operating part 10 from the initial position to the second operating position, the flow rate of the air flow discharged from the train pipe into the atmosphere communication pipe is gradually increased to gradually increase the braking force of the brake cylinder of the train to increase the braking speed of the train.

The train speed adjusting device comprises an operation part 10, a first communication space 20 and a second communication space 30, wherein the operation part 10 is provided with an initial position, a first working position and a second working position, the initial position is arranged between the first working position and the second working position, a main air pipe of a train is communicated with a train pipe through the first communication space 20, a first control assembly 21 is arranged in the first communication space 20 to control the air flow circulation area in the first communication space 20 through the first control assembly 21 so as to control the air flow circulation between the main air pipe and the train pipe, and at least part of the second communication space 30 is communicated with the first communication space 20; the train pipe is communicated with the atmosphere through the second communication space 30, and the second communication space 30 is internally provided with a second control assembly 31 so as to control the airflow circulation area in the second communication space 30 through the second control assembly 31 and control the airflow circulation between the train pipe and the atmosphere communication pipe; the operation part 10 is connected with both the first control assembly 21 and the second control assembly 31, and in the process that the operation part 10 gradually moves from the initial position to the first working position, the flow of the air flow discharged from the main air pipe into the train pipe is gradually increased so as to increase the brake relieving speed of the train; in the process that the operating part 10 is gradually moved from the initial position to the second working position, the flow rate of the air flow discharged from the train pipe into the atmosphere communicating pipe is gradually increased, so that the braking force of the brake cylinder of the train is gradually increased, the braking speed of the train is increased, and the problem of low safety performance of the train in the prior art is solved.

It should be noted that the train pipe is a brake pipe for braking, and the main air pipe is used for charging air springs of a 25G train body.

Specifically, as shown in fig. 1, the train speed adjusting apparatus further includes a housing 1, at least a portion of the operating portion 10 is mounted on the housing 1, and the first communicating space 20 and the second communicating space 30 are both provided in the housing 1.

In the embodiment provided by the invention, the first communicating space 20 is provided with a first communicating channel 210 and a second communicating channel 211, the first communicating channel 210 is communicated with the main air pipe, the second communicating channel 211 is communicated with the train pipe, the first communicating channel 210 is communicated with the second communicating channel 211 through a first communicating part, and at least part of the first control component 21 moves towards the direction close to or far away from the first communicating part so as to adjust the flow rate of the air flow of the first communicating part.

Specifically, the first communicating portion includes a first communicating port 212 and a first opening 2201, the first opening 2201 communicates with the first communicating port 212, and a diameter of the first opening 2201 is smaller than a diameter of the first communicating port 212, so as to control a flow rate of the gas flow in the first communicating space 20 by controlling on and off of the first opening 2201 and on and off of the first communicating port 212, respectively.

As shown in fig. 1 and 3, the first communication port 212 is provided between the first communication passage 210 and the second communication passage 211; the first control assembly 21 includes: a first blocking block 220, at least a portion of the first blocking block 220 being installed at the first through-hole 212, the first blocking block 220 being movably disposed in a direction close to or away from the first through-hole 212 to control opening and closing of the first through-hole 212, a first opening 2201 being provided on the first blocking block 220; a second blocking block 221, at least a portion of the second blocking block 221 being installed at the first opening 2201, the second blocking block 221 being movably disposed in a direction approaching or departing from the first opening 2201 to control the opening and closing of the first opening 2201; when the second blocking block 221 moves to a first predetermined position in a direction away from the first opening 2201, the first opening 2201 is a passage, and when the second blocking block 221 continues to move to a second predetermined position, the first blocking block 220 moves in a direction away from the first circulation port 212, so that the first circulation port 212 is a passage.

A first compression spring 23 is arranged between the second blocking block 221 and the inner wall of the first communication channel 210, a first end of the first compression spring 23 is connected with the second blocking block 221, and a second end of the first compression spring 23 is connected with the inner wall of the first communication channel 210, so that the second blocking block 221 is pushed to move towards the direction close to the first opening 2201 by the elastic force of the first compression spring 23; preferably, the first stopper 220 has a first limit portion 2202, the first limit portion 2202 is disposed outside the second stopper 221, the first limit portion 2202 is disposed around the second stopper 221, a first abutting end surface is disposed between the first limit portion 2202 and the stopper body of the first stopper 220, and a second compression spring 26 is disposed between the first abutting end surface and the inner wall of the first communication channel 210, so as to push the first stopper 220 to return to the stopping position by the elastic restoring force of the second compression spring 26.

In order to facilitate control of the air flow rate in the first communicating space 20, the first control assembly 21 further comprises: and a first push rod 24, one end of the first push rod 24 being connected to the operating part 10, and the other end of the first push rod 24 being connected to the second stopper 221 so as to push the second stopper 221 to move by the first push rod 24.

The first control assembly 21 further comprises: and the first pushing member 25, wherein the first pushing member 25 is arranged on the first pushing rod 24, so that when the second blocking block 221 moves to the first preset position, the first blocking block 220 is pushed to move by the first pushing member 25. Preferably, the first pushing member 25 is a first pushing pin extending along a first predetermined direction, and the first predetermined direction and the extending direction of the first pushing rod 24 form a predetermined included angle therebetween, so that the first pushing pin pushes the first blocking block 220 to move.

In the embodiment provided by the present invention, the second communicating space 30 has a third communicating path 310 and a fourth communicating path 311, the third communicating path 310 communicates with the train pipe, the fourth communicating path 311 communicates with the atmosphere communicating pipe, and the third communicating path 310 communicates with the fourth communicating path 311 through the second communicating portion; at least part of the second control member 31 moves toward a direction close to or away from the second flow-through portion to adjust the flow rate of the air flow of the second flow-through portion, and the second communication passage 211 communicates with the third communication passage 310.

Specifically, the second communication portion includes a second communication port 312 and a second opening 3201, the second opening 3201 is communicated with the second communication port 312, and the aperture of the second opening 3201 is smaller than the aperture of the second communication port 312, so as to control the flow rate of the air flow in the second communication space 30 by controlling the on/off of the second opening 3201 and the on/off of the second communication port 312, respectively.

As shown in fig. 1, the second communication port 312 is provided between the third communication passage 310 and the fourth communication passage 311, and the second control member 31 includes: a third blocking block 320, at least a portion of the third blocking block 320 being installed at the second circulation port 312, the third blocking block 320 being movably disposed in a direction close to or away from the second circulation port 312 to control the opening and closing of the second circulation port 312, and a second opening 3201 being disposed on the third blocking block 320; a fourth stopper 321, at least a portion of the fourth stopper 321 being installed at the second opening 3201, the fourth stopper 321 being movably disposed in a direction approaching or departing from the second opening 3201 to control opening and closing of the second opening 3201; when the fourth stopper 321 moves to a third predetermined position in a direction away from the second opening 3201, the second opening 3201 is a passage, and when the fourth stopper 321 continues to move to a fourth predetermined position, the third stopper 320 moves in a direction away from the second flow port 312, so that the second flow port 312 is a passage.

A third compression spring 35 is arranged between the fourth stopper 321 and the inner wall of the third communicating channel 310, a first end of the third compression spring 35 abuts against the connecting end face of the fourth stopper 321, and a second end of the third compression spring 35 abuts against the inner wall of the third communicating channel 310, so that the fourth stopper 321 is restored to the blocking position of the second opening 3201 by the elastic restoring force of the third compression spring 35; the third blocking block 320 is provided with a second limiting portion 322, the second limiting portion 322 is disposed at the outer side of the fourth blocking block 321, the second limiting portion 322 is disposed around the fourth blocking block 321, a second abutting end surface is disposed between the second limiting portion 322 and the blocking body of the third blocking block 320, and a fourth compression spring 36 is disposed between the second abutting end surface and the third communicating channel 310, so that the third blocking block 320 is pushed by the elastic restoring force of the fourth compression spring 36 to return to the blocking position of the second communicating channel 312.

In order to facilitate control of the air flow rate in the second communicating space 30, the second control assembly 31 further includes: and a second push rod 33, one end of the second push rod 33 being connected to the operating part 10, and the other end of the second push rod 33 being connected to the fourth stopper 321, so that the fourth stopper 321 is pushed to move by the second push rod 33.

The second control assembly 31 further comprises: and a second pushing member 34, wherein the second pushing member 34 is arranged on the second pushing rod 33, so that when the fourth blocking block 321 moves to a third preset position, the third blocking block 320 is pushed to move by the second pushing member 34. Preferably, the second pushing member 34 is a second pushing pin extending along a second predetermined direction, and the second predetermined direction and the extending direction of the second pushing rod 33 form a predetermined included angle therebetween, so that the second pushing pin pushes the third blocking block 320 to move.

In particular, the operation unit 10 includes, for the convenience of the operation of the vehicle occupant: the control shaft 11, the control shaft 11 is set up rotatably around the axial lead; the first driving part 12 is installed on the end surface of the control shaft 11, at least part of the first driving part 12 is in contact with the first control assembly 21, so that the first control assembly 21 is driven to move by the first driving part 12 in the process that the control shaft 11 moves from the initial position to the first working position, and the flow rate of air flow between the main air pipe and the train pipe is adjusted; and the second driving part 13, the second driving part 13 is installed on the end surface of the control shaft 11, at least a part of the second driving part 13 is in contact with the second control assembly 31, and the second driving part 13 and the first driving part 12 are arranged alternately along the axial direction of the control shaft 11, so that the second driving part 13 moves towards the direction away from the second control assembly 31 while the first driving part 12 pushes the first control assembly 21 to move. The first driving member 12 is connected to the control shaft 11 through a first connecting pin 16, the second driving member 13 is connected to the control shaft 11 through a second connecting pin 17, the first driving member 12 is rotatably disposed around an axis of the first connecting pin 16, and the second driving member 13 is rotatably disposed around an axis of the second connecting pin 17.

The operation section 10 further includes: an operating rod 14, wherein the operating rod 14 is connected with the control shaft 11 to control the control shaft 11 to rotate; a hand-held portion 15, the hand-held portion 15 being mounted on the operation lever 14 so as to be moved by the operation of the hand-held portion 15 on the operation lever 14.

The train speed adjusting device further includes: the first electric contact is connected with the train emergency braking electric safety loop in series; the second electric contact is connected with a display device of the train and used for displaying the braking state of the train, and the operating part 10 is connected with the first electric contact and the second electric contact; when the operating part 10 is located at the initial position or the first working position, the second electrical contact is an open circuit, and the first electrical contact is a closed circuit; when the operating portion 10 is in the second operating position, the second electrical contact is open and the first electrical contact is open.

In specific implementation, as shown in fig. 1, II is a first working position, V is a second working position, III is an initial position, the DMV port is communicated with the main air pipe, the HL port is communicated with the train pipe, and the O port is communicated with the atmosphere communicating pipe; when the operation part 10 is gradually moved to the first working position from the initial position by an angle L, the angle L is preferably 8 degrees, the control shaft 11 pushes the first push rod to move, the operation part 10 is continuously moved, the second stop block 221 moves, the first opening is a passage, the train starts to relieve braking, when the second stop block 221 moves to the first preset position, the first push piece 25 pushes the first stop block 220 to move, the first circulation opening is a passage, the braking relieving speed is increased, and when the operation part is located at the first working position, the braking relieving speed is maximum; when the operation part 10 is gradually moved to the second working position by an angle B, the angle B is preferably 8 degrees, the control shaft 11 pushes the second push rod to move, the operation part 10 is continuously moved, the fourth blocking block 321 moves, the second opening is a passage, the train starts to brake, when the fourth blocking block 321 moves to a second preset position, the second push piece pushes the third blocking block 320 to move, the second through hole is a passage, the braking force of the brake cylinder is increased, the braking speed is increased, and when the operation part is located at the second working position, the braking speed is maximum; when the operation unit 10 is at the initial position, the operation unit 10 is not subjected to a force, and the train is neither braked nor released. When the operation part is positioned at the second working position, the train carries out emergency braking, the first electric contact is disconnected, the emergency braking electric safety circuit is disconnected, so that the vigilant exhaust valve on the safety circuit loses power and exhausts air, redundant emergency braking is triggered, and the emergency braking can be triggered even if the exhaust function of the truck length speed regulating valve fails; at the same time, the second electrical contact is closed, prompting the driver that the captain has applied emergency braking. When the handle of the vehicle length speed regulating valve leaves from the V position, the emergency brake is released, and all the contacts return to the state shown in the figure 4.

From the above description, it can be seen that the above-described embodiments of the present invention achieve the following technical effects:

The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A train speed adjustment device, comprising:

an operating portion (10), the operating portion (10) having an initial position, a first working position and a second working position, the initial position being disposed between the first working position and the second working position;

the air flow control device comprises a first communication space (20), a main air pipe of a train is communicated with a train pipe through the first communication space (20), a first control assembly (21) is arranged in the first communication space (20) so as to control the air flow circulation area in the first communication space (20) through the first control assembly (21) and control the air flow circulation between the main air pipe and the train pipe;

a second communicating space (30), at least a part of the second communicating space (30) communicating with the first communicating space (20); the train pipe is communicated with the atmosphere through the second communication space (30), and a second control assembly (31) is arranged in the second communication space (30) so as to control the airflow circulation area in the second communication space (30) through the second control assembly (31) and control the airflow circulation quantity between the train pipe and the atmosphere communication pipe;

the operating part (10) is connected with the first control assembly (21) and the second control assembly (31), and the flow of the air flow discharged into the train pipe by the main air pipe is gradually increased in the process that the operating part (10) is gradually moved from the initial position to the first working position so as to increase the brake relieving speed of the train; and in the process that the operating part (10) is gradually moved from the initial position to the second working position, the flow rate of the air flow discharged into the atmosphere communication pipe by the train pipe is gradually increased, so that the braking force of a brake cylinder of the train is gradually increased, and the braking speed of the train is increased.

2. The train speed adjusting apparatus according to claim 1, wherein the first communicating space (20) has a first communicating path (210) and a second communicating path (211), the first communicating path (210) communicates with the main duct, the second communicating path (211) communicates with the train duct, the first communicating path (210) communicates with the second communicating path (211) through a first communicating portion, and at least a part of the first control unit (21) moves toward a direction approaching or moving away from the first communicating portion to adjust a flow rate of the air flow of the first communicating portion.

3. The train speed adjustment device according to claim 2, wherein the first communicating portion includes a first communicating port (212) and a first opening (2201), the first opening (2201) communicates with the first communicating port (212), and an aperture of the first opening (2201) is smaller than an aperture of the first communicating port (212) so as to control a flow rate of the gas flow in the first communicating space (20) by controlling on and off of the first opening (2201) and on and off of the first communicating port (212), respectively.

4. The train speed adjustment device according to claim 3, characterized in that the first communication port (212) is provided between the first communication passage (210) and the second communication passage (211); the first control assembly (21) comprises:

a first blocking block (220), at least a portion of the first blocking block (220) being installed at the first circulation port (212), the first blocking block (220) being movably disposed in a direction close to or away from the first circulation port (212) to control opening and closing of the first circulation port (212), the first opening (2201) being disposed on the first blocking block (220);

a second blocking block (221), at least part of the second blocking block (221) is installed at the first opening (2201), and the second blocking block (221) is movably arranged along the direction close to or far away from the first opening (2201) so as to control the opening and closing of the first opening (2201);

when the second blocking block (221) moves to a first preset position in a direction away from the first opening (2201), the first opening (2201) is a passage, and when the second blocking block (221) continues to move to a second preset position, the first blocking block (220) moves in a direction away from the first circulation opening (212) so that the first circulation opening (212) is a passage.

5. The train speed adjustment arrangement according to claim 4, characterized in that the first control assembly (21) further comprises:

the first pushing rod (24), one end of the first pushing rod (24) is connected with the operating part (10), and the other end of the first pushing rod (24) is connected with the second blocking block (221) so as to push the second blocking block (221) to move through the first pushing rod (24).

6. The train speed adjustment arrangement according to claim 5, characterized in that the first control assembly (21) further comprises:

a first pushing member (25), wherein the first pushing member (25) is arranged on the first pushing rod (24) so as to push the first blocking block (220) to move through the first pushing member (25) when the second blocking block (221) moves to the first preset position.

7. The train speed adjusting apparatus according to any one of claims 2 to 6, wherein the second communicating space (30) has a third communicating path (310) and a fourth communicating path (311), the third communicating path (310) communicates with the train pipe, the fourth communicating path (311) communicates with the atmosphere communicating pipe, and the third communicating path (310) and the fourth communicating path (311) communicate with each other through a second communicating portion; at least a part of the second control member (31) moves toward a direction approaching or moving away from the second flow-through portion to adjust a flow rate of the air flow of the second flow-through portion, the second communication passage (211) communicating with the third communication passage (310).

8. The train speed adjusting device according to claim 7, wherein the second communicating portion includes a second communicating port (312) and a second opening (3201), the second opening (3201) communicates with the second communicating port (312), and an aperture of the second opening (3201) is smaller than an aperture of the second communicating port (312) to control a flow rate of the air flow in the second communicating space (30) by controlling on and off of the second opening (3201) and on and off of the second communicating port (312), respectively.

9. The train speed adjustment device according to claim 8, characterized in that the second communication port (312) is provided between the third communication passage (310) and the fourth communication passage (311), and the second control assembly (31) includes:

a third block (320), at least part of the third block (320) is installed at the second circulation port (312), the third block (320) is movably arranged along a direction close to or far away from the second circulation port (312) to control the on/off of the second circulation port (312), and the second opening (3201) is arranged on the third block (320);

a fourth stopper (321), at least a portion of the fourth stopper (321) being installed at the second opening (3201), the fourth stopper (321) being movably disposed in a direction approaching or departing from the second opening (3201) to control opening and closing of the second opening (3201);

when the fourth blocking block (321) moves to a third preset position in a direction away from the second opening (3201), the second opening (3201) is a passage, and when the fourth blocking block (321) continues to move to a fourth preset position, the third blocking block (320) moves in a direction away from the second circulation port (312) so that the second circulation port (312) is a passage.

10. The train speed adjustment arrangement according to claim 9, characterized in that the second control assembly (31) further comprises:

one end of the second push rod (33) is connected with the operation part (10), and the other end of the second push rod (33) is connected with the fourth blocking block (321) so as to push the fourth blocking block (321) to move through the second push rod (33).

11. The train speed adjustment arrangement of claim 10, wherein the second control assembly (31) further comprises:

a second pushing member (34), wherein the second pushing member (34) is arranged on the second pushing rod (33) so as to push the third blocking block (320) to move through the second pushing member (34) when the fourth blocking block (321) moves to a third preset position.

12. The train speed adjustment device according to any one of claims 1 to 6, wherein the operation portion (10) includes:

the control shaft (11), the said control shaft (11) is set up rotatably around the axial line;

a first driving member (12), wherein the first driving member (12) is installed on the end surface of the control shaft (11), at least part of the first driving member (12) is in contact with the first control assembly (21) so as to drive the first control assembly (21) to move through the first driving member (12) during the process that the control shaft (11) moves from the initial position to the first working position, and therefore the flow rate of the air flow between the main air pipe and the train pipe is adjusted;

the second driving piece (13) is installed on the end face of the control shaft (11), at least part of the second driving piece (13) is in contact with the second control assembly (31), and the second driving piece (13) and the first driving piece (12) are arranged in a staggered mode along the axial direction of the control shaft (11) so that the second driving piece (13) moves towards the direction far away from the second control assembly (31) while the first driving piece (12) pushes the first control assembly (21) to move.

13. The train speed adjusting apparatus according to claim 12, wherein the operating portion (10) further comprises:

the operating rod (14), the operating rod (14) is connected with the control shaft (11) to control the control shaft (11) to rotate;

a hand-held portion (15), the hand-held portion (15) being mounted on the operation lever (14) so as to be moved by the operation of the operation lever (14) by the hand-held portion (15).

14. The train speed adjustment device according to any one of claims 1 to 6, characterized by further comprising:

a first electrical contact in series with an emergency braking electrical safety circuit of the train;

a second electrical contact connected to a display device of the train for displaying a braking state of the train, the operating portion (10) being connected to both the first electrical contact and the second electrical contact; when the operating part (10) is located at the initial position or the first working position, the second electrical contact is broken, and the first electrical contact is a passage; when the operating part (10) is located at the second working position, the second electrical contact is a through, and the first electrical contact is an open circuit.