CN214096604U - Railway vehicle brake performance test device - Google Patents

Abstract

A railway vehicle brake performance test device comprises an action execution part and a control part; the other ends of the first air charging solenoid valve and the second air charging solenoid valve respectively pass through a first throttling joint and a second throttling joint and then are connected to a second angle cock, and the second angle cock is connected with a hose connector of a vehicle to be tested through a hose connector; the first angle cock, the filtering pressure reducing valve, the first air charging electromagnetic valve and the first throttling joint form a quick charging branch; the angle cock I, the filtering pressure reducing valve, the second air charging electromagnetic valve and the second throttling joint form a slow charging branch; the throttling cross sections of the fourth throttling joint, the third throttling joint and the fifth throttling joint are sequentially increased; the control part comprises a first pressure sensor, a second pressure sensor, a third pressure sensor, a fourth pressure sensor, a pull wire sensor and a PLC (programmable logic controller); the labor intensity is reduced, and the detection efficiency and the accuracy are improved.

Description

Railway vehicle brake performance test device

Technical Field

The utility model belongs to the technical field of railway vehicle brake performance detects, concretely relates to railway vehicle brake performance test device.

Background

The braking of the railway vehicle generally takes air as a medium, the conversion of the functions of braking, relieving, pressure maintaining and the like of the vehicle is realized through an installed brake, and the performance of a braking system after the railway vehicle is loaded directly relates to the running safety. Therefore, the national railway administration stipulates that the performance of a vehicle brake system must be tested by a single vehicle brake tester according to relevant regulations before a newly manufactured vehicle and a repaired vehicle leave a factory or after a brake is overhauled and loaded so as to check whether the performance meets the requirements specified by the standards. The traditional single-vehicle tester adopts manual operation control, cannot realize automatic detection in the test process and automatic judgment of test results, has large influence on the measurement results by human factors, and further directly influences the test quality, and has potential safety hazards. To the above problem, but the present development has automatic control's bicycle test device, but the current check point that sets up through automatic control's bicycle test device is few, and detection accuracy is not high, and existing test device does not install air supply pressure detection sensor, only artificially observes air supply pressure through mechanical type manometer, and when the measurement record to the brake cylinder stroke, existing test device only goes on through the manual work, and every measurement all needs to bore the vehicle bottom, and intensity of labour is big.

Disclosure of Invention

The utility model discloses the purpose is in order to solve above-mentioned prior art not enough to a railway vehicle brake performance test device is provided, intensity of labour is reduced, and detection efficiency and rate of accuracy are improved.

A railway vehicle brake performance test device comprises an action execution part and a control part,

the action execution part consists of a functional component and a control component which are connected with each other; the other ends of the first air charging solenoid valve and the second air charging solenoid valve respectively pass through a first throttling joint and a second throttling joint and then are connected to a second angle cock, and the second angle cock is connected with a hose connector of a vehicle to be tested through a hose connector;

the throttling cross section of the first throttling joint is larger than that of the second throttling joint; the first angle cock, the filtering pressure reducing valve, the first air charging electromagnetic valve and the first throttling joint form a quick charging branch; the angle cock I, the filtering pressure reducing valve, the second air charging electromagnetic valve and the second throttling joint form a slow charging branch;

the input end of the first exhaust electromagnetic valve is communicated with the second folding angle cock, and the output end of the first exhaust electromagnetic valve is communicated with the atmosphere through a fourth throttling joint; the input end of the second air exhaust electromagnetic valve is communicated with the second folding angle cock, and the output end of the second air exhaust electromagnetic valve is introduced into the atmosphere through a third throttling joint; the input end of the third air exhaust electromagnetic valve is communicated with the second folding angle cock, and the output end of the third air exhaust electromagnetic valve is introduced into the atmosphere through a fifth throttling joint; the throttling cross sections of the fourth throttling joint, the third throttling joint and the fifth throttling joint are sequentially increased;

the control part comprises a first pressure sensor for detecting air supply pressure, a second pressure sensor for detecting the pressure of a brake pipe of a tested vehicle, a third pressure sensor arranged on an exhaust port of the auxiliary reservoir and used for detecting the pressure of the auxiliary reservoir, a fourth pressure sensor arranged on a brake cylinder pipeline and used for detecting the pressure of a brake cylinder, a pull wire sensor for detecting the stroke change of the brake cylinder, and a PLC (programmable logic controller) for acquiring signals of the first pressure sensor, the second pressure sensor, the third pressure sensor and the fourth pressure sensor and correspondingly controlling the on-off of the first air charging electromagnetic valve, the second air charging electromagnetic valve, the first air exhaust electromagnetic valve, the second air exhaust electromagnetic valve and the third air exhaust electromagnetic valve through processing.

The first pressure sensor is arranged on the air supply pipeline behind the filtering and reducing valve; the second pressure sensor is arranged at the output ends of the fast charging branch and the slow charging branch; the pull wire sensor body is arranged on the brake cylinder body, and the pull wire end is fixed on a piston rod of the brake cylinder.

The input end of the PLC controller collects detection signals of the first pressure sensor, the second pressure sensor, the third pressure sensor, the fourth pressure sensor and the pull wire sensor through the analog input module AI, and the output end outputs control signals to the first air charging electromagnetic valve, the second air charging electromagnetic valve, the first air exhaust electromagnetic valve, the second air exhaust electromagnetic valve and the third air exhaust electromagnetic valve through the digital output module DO.

The device also comprises a touch screen and a power supply module for supplying power to the PLC, the analog input module AI and the digital output module DO; the touch screen is communicated with the PLC through a communication network cable; the power supply module is respectively and electrically connected with the PLC, the analog input module AI and the digital output module DO.

And a USB output port of the touch screen is connected with a printer.

One end of the double-needle pressure gauge is connected to the input ends of the first air charging electromagnetic valve and the second air charging electromagnetic valve, and the other end of the double-needle pressure gauge is connected to the input ends of the first throttling joint and the second throttling joint.

Compared with the prior art the utility model discloses the department has increased pressure sensor at vice reservoir air outlet for aerify return circuit terminal element pressure detection, the testing result is more accurate. Meanwhile, whether the air charging pipeline is blocked or unsmooth can be known through judging the air charging time of the auxiliary reservoir; the air supply pressure sensor is arranged, when the air supply pressure does not meet the requirement, alarm information can be displayed on the display screen, and the test can be automatically cut off; the brake cylinder stroke measuring sensor is arranged, so that the stroke of the brake cylinder can be measured and recorded in real time, and the potential personal safety hazard caused by multiple times of drilling into the vehicle bottom and errors caused by artificial measurement are avoided; the controller directly controls the action of the electric control valve to realize the function test of the brake valve, and the device has simple structure and more reliable work.

Drawings

FIG. 1 is a block diagram of the present invention;

fig. 2 is an electrical control schematic block diagram of the present invention;

in the figure: 1. a touch screen; 21. a PLC controller; 22. an analog input module AI; 23. a digital quantity output module DO; 31. a first air charging solenoid valve; 32. a second air charging solenoid valve; 33. a first exhaust solenoid valve; 34. a second air exhaust electromagnetic valve; 35. a third air exhaust electromagnetic valve; 41. a first pressure sensor; 42. a second pressure sensor; 43. a third pressure sensor; 44. a fourth pressure sensor; 45. a pull wire sensor; 5. a power supply module; 6. a printer; 311. a first angle cock; 312. a filtering pressure reducing valve; 313. a double-needle pressure gauge; 314. a first choke fitting; 315. a second choke fitting; 316. a third junction; 317. a fourth choke joint; 318. a fifth choke joint; 319. a second angle cock; 320. a hose connector.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clear, the present invention is further described in detail with reference to the accompanying drawings and embodiments. It should be understood, however, that the description herein of specific embodiments is only intended to illustrate the invention and not to limit the scope of the invention.

In fig. 1, the present invention includes an action executing part and a control part, the action executing part is composed of a functional component and a control component which are connected with each other, the functional component includes afirst folding plug 311, a pressure filter and reducingvalve 312, a first throttle joint 314, a second throttle joint 315, asecond folding plug 319, ahose connector 320, afourth throttle joint 317, athird throttle joint 316 and afifth throttle joint 318; the control component comprises a first air chargingelectromagnetic valve 31, a second air chargingelectromagnetic valve 32, a first air exhaustelectromagnetic valve 33, a second air exhaustelectromagnetic valve 34 and a third air exhaust electromagnetic valve 35;

the wind source is connected with the input end of theangle cock 311, the output end of theangle cock 311 is connected with the input end of the filterpressure reducing valve 312, the output end of the filterpressure reducing valve 312 is respectively connected with the input ends of the first air chargingelectromagnetic valve 31 and the second air chargingelectromagnetic valve 32, and is connected with one end of the doubleneedle pressure gauge 313, the output end of the first air chargingelectromagnetic valve 31 is connected with the output end of the second air chargingelectromagnetic valve 32 after passing through the second throttling joint 315 via the first throttling joint 314, and then is connected with one end of the doubleneedle pressure gauge 313, the output ends of the first throttling joint 314 and the second throttling joint 315 are connected in parallel and then used as the input ends of the first exhaustelectromagnetic valve 33, the second exhaustelectromagnetic valve 34 and the third exhaust electromagnetic valve 35, and are connected with theangle cock 319, the output end of theangle cock 319 is connected with one end of thebrake hose connector 320, the output end of thebrake hose connector 320 is connected with the hose connector of a driven vehicle, the wind source is used as the wind source input of the tested vehicle; the throttling cross section of the first throttling joint 314 is larger than that of the second throttling joint 315; thefirst angle cock 311, the filtering and reducingvalve 312, the first air chargingelectromagnetic valve 31 and the first throttle joint 314 form a fast charging branch; the angle cock I311, the filteringpressure reducing valve 312, the second air chargingelectromagnetic valve 32 and the second throttling joint 315 form a slow charging branch; the input end of the first exhaustelectromagnetic valve 33 is communicated with a secondfolding angle cock 319, and the output end is introduced into the atmosphere through afourth throttling joint 317; the input end of the second exhaustelectromagnetic valve 34 is communicated with the secondfolding angle cock 319, and the output end is introduced into the atmosphere through athird throttling joint 316; the input end of the third exhaust electromagnetic valve 35 is communicated with the secondfolding angle cock 319, and the output end is introduced into the atmosphere through afifth throttle joint 318; the throttling cross sections of thefourth throttling joint 317, thethird throttling joint 316 and thefifth throttling joint 318 are sequentially increased; the switching of three different air exhaust speeds is realized, and the conversion of the function of the brake valve of the tested vehicle is simulated;

the control part comprises afirst pressure sensor 41 arranged on the air supply pipeline and used for detecting the change of the air supply pressure; thesecond pressure sensor 42 is arranged on the brake pipeline and used for detecting the pressure change of the train pipe, and is used for judging whether the train pipe is filled to a constant pressure or not and detecting the leakage amount of the brake pipe; athird pressure sensor 43 mounted on the exhaust outlet of the auxiliary reservoir for detecting the pressure change of the auxiliary reservoir; afourth pressure sensor 44 mounted on the brake cylinder line for brake cylinder pressure detection; thepull wire sensor 45 is installed on the brake cylinder body, the main body of thepull wire sensor 45 is installed on the brake cylinder body, and the pull wire end is fixed on a piston rod of the brake cylinder and used for detecting the stroke change of the brake cylinder, and thePLC 21 is used for collecting signals of thefirst pressure sensor 41, thesecond pressure sensor 42, thethird pressure sensor 43 and thefourth pressure sensor 44 and correspondingly controlling the on-off of the first air chargingelectromagnetic valve 31, the second air chargingelectromagnetic valve 32, the first air exhaustelectromagnetic valve 33, the second air exhaustelectromagnetic valve 34 and the third air exhaust electromagnetic valve 35 after processing.

In fig. 2, an analog input module AI22 (siemens 8-way high-precision analog input module, model: 6ES 7331-7 NF00-0AB 0) is connected to an input end of a PLC controller 21 (model: S7-3000 PLC) through a backplane bus, and is used for acquiring detection signals of afirst pressure sensor 41, asecond pressure sensor 42, athird pressure sensor 43, afourth pressure sensor 44 and apull line sensor 45; the digital quantity output module DO23 (16-path digital quantity module, model 6ES 7322-1 BH00-0AB 0)) is connected with the output end of thePLC controller 21 through a backboard bus and is used for outputting the control signal of thePLC controller 21 to the first air chargingelectromagnetic valve 31, the second air chargingelectromagnetic valve 32, the first air exhaustelectromagnetic valve 33, the second air exhaustelectromagnetic valve 34 and the third air exhaust electromagnetic valve 35 to control the corresponding electromagnetic valves to act; the power supply module supplies power to thePLC controller 21, the analog input module AI22 and the digitaloutput module DO 23; the touch screen 1 is communicated with thePLC 21 through a communication network cable to realize data exchange.

The USB output port of the touch screen 1 is connected with the printer 6, so that the test history data can be printed and output.

The utility model discloses can realize the detection of brake performance such as 120, 104 types, use 120 types brake performance test to explain its testing process as an example below:

brake pipe leak test: before the experiment, close earlier by test vehicle brake branch pipe cock, through the utility model discloses fill the branch road soon and give by test vehicle and fill the wind, fill the pressure variation of wind in-process and transmit toPLC controller 21 bysecond pressure sensor 42 real-time detection and through analog input module AI22, fill to the back control of level pressure and cut off firstair solenoid valve 31 whenPLC controller 21 detects, by test vehicle brake pipe pressurize 1min (requirement of "railway vehicle brake single car experiment" (TB/T1492-2017)), detect train pipe leakage throughsecond pressure sensor 42, be not more than 5KPa for qualified, otherwise be unqualified.

And (3) whole vehicle leakage test: open by test vehicle brake branch pipe stopcock after, through the utility model discloses fill the branch road soon and give by test vehicle and fill the wind, fill the wind in-process auxiliary reservoir's pressure variation bythird pressure sensor 43 real-time detection and transmit toPLC controller 21 through analog input module AI22, fill to the control after the level pressure and cut off firstair solenoid valve 31 whenPLC controller 21 detects, by test vehicle pressurize 1min (the railway vehicle brake single car is tested (TB/T1492-2017) requires), detect auxiliary reservoir leakage throughthird pressure sensor 43, be not more than 5KPa and be qualified, otherwise be unqualified.

Braking sensitivity test: the utility model discloses fill wind for being tested vehicle through the branch road that fills soon, fill wind in-process auxiliary reservoir's pressure variation bythird pressure sensor 43 real-time detection and pass through analog input module AI22 and transmit toPLC controller 21, control whenPLC controller 21 detects to fill to the level pressure after the control cuts off firstair solenoid valve 31, the control switch on secondexhaust solenoid valve 34 again, brake pipe pressure changes, detect in real time bysecond pressure sensor 42 and transmit toPLC controller 21 through analog input module AI22,PLC controller 21 control cuts off secondexhaust solenoid valve 34 when detecting brake pipe pressure decompression 40KPa, brake cylinder pressure should be greater than 40KPa at this moment, this pressure is detected byfourth pressure sensor 44 in real time, pressurize 1min pressure still is greater than 40KPa (the requirement of brake cylinder railway vehicle braking machine single car (TB/T2-2017)) 149a is qualified, otherwise, the test is failed.

And (3) relieving sensitivity test: after the braking sensitivity test of the tested vehicle, the second air chargingelectromagnetic valve 32 is opened when the sensitivity relieving test is carried out, air is charged to the tested vehicle through the slow charging branch, the pressure of the brake cylinder changes, the pressure change is detected by thefourth pressure sensor 44 in real time and is transmitted to thePLC controller 21 through the analog quantity input module AI22, when the pressure is reduced to 30KPa, thePLC controller 21 controls to cut off the second air chargingelectromagnetic valve 32, and the time from the opening of the second air chargingelectromagnetic valve 32 until the pressure of the brake cylinder is reduced to be below 30KPa is less than 45s (the requirement of brake single vehicle test (TB/T1492-2017) of the railway vehicle) is qualified, otherwise, the time is unqualified.

And (3) braking stability test: the utility model discloses fill wind for being tested vehicle through the branch road that fills soon, the pressure variation of the auxiliary reservoir in the process of filling wind is detected bythird pressure sensor 43 in real time and is transmitted toPLC controller 21 through analog input module AI22, control and cut off firstair solenoid valve 31 afterPLC controller 21 detects to fill to the level pressure, then control and switch on secondexhaust solenoid valve 34, brake pipe pressure changes this moment, detect in real time bysecond pressure sensor 42 and transmit toPLC controller 21 through analog input module AI22, when reducing pressure to 200KPa,PLC controller 21 control and cut off secondexhaust solenoid valve 34, brake cylinder pressure should be less than 300KPa this moment, and after brake cylinder, brake branch pipe and brake cylinder pipe pressurize for 1min (the railway vehicle brake single car test (TB/T1492-2017) requirement), detect leakage throughfourth pressure sensor 44 and be not more than 5KPa qualified, otherwise, the product is not qualified.

Emergency braking test: through the utility model discloses fill the branch road soon and fill the wind for being tested the vehicle, fill the pressure variation of wind in-process auxiliary reservoir bythird pressure sensor 43 real-time detection and transmit toPLC controller 21 through analog input module AI22, control and cut offfirst solenoid valve 31 that fills after filling to the level pressure whenPLC controller 21 detects, then put through third solenoid valve 35 of airing exhaust, the brake pipe pressure begins to descend, pressure variation is bysecond pressure sensor 42 real-time detection and transmit toPLC controller 21,PLC controller 21 control cuts off third solenoid valve 35 of airing exhaust when pressure drops to 0, brake pipe pressure is not more than 3S by the time that third solenoid valve 35 of airing exhaust put through to drop to 0 and is qualified, otherwise be unqualified.

Claims (6)

1. A railway vehicle brake performance test device comprises an action execution part and a control part, and is characterized in that: the action execution part consists of a functional component and a control component which are connected with each other; the angle cock I (311) is connected with one end of a first air charging electromagnetic valve (31) and one end of a second air charging electromagnetic valve (32) through a filtering pressure reducing valve (312), the other ends of the first air charging electromagnetic valve (31) and the second air charging electromagnetic valve (32) respectively pass through a first throttling joint (314) and a second throttling joint (315) and then are connected to an angle cock II (319), and the angle cock II (319) is connected with a hose connector of a vehicle to be tested through a hose connector (320);

the throttling cross section of the first throttling joint (314) is larger than that of the second throttling joint (315); a first angle cock (311), a filtering pressure reducing valve (312), a first air charging electromagnetic valve (31) and a first throttling joint (314) form a quick charging branch; a slow charging branch is formed by the angle cock I (311), the filtering and reducing valve (312), the second air charging electromagnetic valve (32) and the second throttling joint (315);

the input end of the first exhaust electromagnetic valve (33) is communicated with a second folding angle cock (319), and the output end of the first exhaust electromagnetic valve is communicated with the atmosphere through a fourth throttling joint (317); the input end of the second air exhaust electromagnetic valve (34) is communicated with a second folding angle cock (319), and the output end of the second air exhaust electromagnetic valve is introduced into the atmosphere through a third throttling joint (316); the input end of a third air exhaust electromagnetic valve (35) is communicated with a second folding angle cock (319), and the output end of the third air exhaust electromagnetic valve is communicated with the atmosphere through a fifth throttling joint (318); the throttling cross sections of the fourth throttling joint (317), the third throttling joint (316) and the fifth throttling joint (318) are sequentially increased;

the control part comprises a first pressure sensor (41) for detecting the air supply pressure, a second pressure sensor (42) for detecting the pressure of a brake pipe of a tested vehicle, a third pressure sensor (43) arranged on an exhaust outlet of an auxiliary reservoir for detecting the pressure of the auxiliary reservoir, a fourth pressure sensor (44) arranged on a brake cylinder pipeline for detecting the pressure of a brake cylinder, a pull wire sensor (45) for detecting the stroke change of the brake cylinder, and a control part for acquiring signals of the first pressure sensor (41), the second pressure sensor (42), the third pressure sensor (43) and the fourth pressure sensor (44), and the PLC controller (21) is used for correspondingly controlling the on-off of the first air charging electromagnetic valve (31), the second air charging electromagnetic valve (32), the first air exhaust electromagnetic valve (33), the second air exhaust electromagnetic valve (34) and the third air exhaust electromagnetic valve (35) after processing.

2. The railway vehicle brake performance testing apparatus according to claim 1, wherein: the first pressure sensor (41) is arranged on an air supply pipeline behind the filtering and reducing valve (312); the second pressure sensor (42) is arranged at the output ends of the fast charging branch and the slow charging branch; the main body of the pull wire sensor (45) is arranged on the brake cylinder body, and the pull wire end is fixed on a piston rod of the brake cylinder.

3. The railway vehicle brake performance testing apparatus according to claim 1, wherein: the input end of the PLC (21) collects detection signals of a first pressure sensor (41), a second pressure sensor (42), a third pressure sensor (43), a fourth pressure sensor (44) and a pull wire sensor (45) through an analog input module AI (22), and the output end outputs control signals to a first air charging electromagnetic valve (31), a second air charging electromagnetic valve (32), a first air exhaust electromagnetic valve (33), a second air exhaust electromagnetic valve (34) and a third air exhaust electromagnetic valve (35) through a digital output module DO (23).

4. A railway vehicle brake performance test apparatus as claimed in claim 3, wherein: the device also comprises a touch screen (1) and a power supply module (5) for supplying power to the PLC (21), the analog input module AI (22) and the digital output module DO (23); the touch screen (1) is communicated with the PLC (21) through a communication network cable; the power supply module is respectively and electrically connected with the PLC controller (21), the analog input module AI (22) and the digital output module DO (23).

5. The railway vehicle brake performance testing apparatus according to claim 4, wherein: and a USB output port of the touch screen (1) is connected with a printer (6).

6. The railway vehicle brake performance testing apparatus according to claim 1, wherein: one end of the double-needle pressure gauge (313) is connected to the input ends of the first air charging electromagnetic valve (31) and the second air charging electromagnetic valve (32), and the other end is connected to the input ends of the first throttling joint (314) and the second throttling joint (315).

Images