A mobile locomotive brake power-free debugging device

Abstract

The utility model relates to the field of locomotive overhauls discloses a mobile locomotive brake no -power debugging device. The device includes the cabinet body and sets up in its power, operating platform and removal wheel, is equipped with the total wind interface of connecting outside air source in the cabinet body, is connected electromagnetic valve group and relay valve through first, second pipeline respectively, through the gain and loss electricity of control easing, brake, neutral electromagnetic valve, accurately adjusts the balanced air cylinder pressure, and utilizes the relay valve to make the train pipe pressure automatic following balanced pipe pressure change, realizes brake, easing and pressure maintenance, the sensor installed on the balanced pipe and train pipe feeds back the pressure signal to the control unit, forms closed loop control, and automatically completes performance test and leakage diagnosis. The utility model can independently, efficiently complete the state detection of locomotive brake, has the advantages of high integration, simple operation, accurate and reliable detection.

Description

Technical Field

[0001] This utility model relates to the field of locomotive maintenance, specifically to a mobile locomotive brake non-powered adjustment device. Background Technology

[0002] The locomotive brake is a core system for ensuring railway transportation safety. Its basic working principle is to drive the vehicle brake cylinder to produce braking or release action by controlling the air pressure change in the train pipe.

[0003] Specifically, increasing the pressure by supplying air to the train pipe relieves the brakes, while venting air from the train pipe reduces the pressure, thus applying the brakes. This precise pressure control is achieved by the locomotive's automatic braking valve (commonly known as the "main brake") adjusting the pressure of the equalizing cylinder, which in turn controls the train pipe pressure via a relay valve, when the locomotive is powered.

[0004] However, locomotives are not always powered. During "no-power" conditions such as fireless return trips, depot shutdowns for maintenance, or troubleshooting, the locomotive's air compressor cannot operate, causing the entire braking system to lose its power source, preventing pressure build-up and proper functional testing. Testing the performance of the brakes in such no-power locomotives is an essential step in ensuring operational safety.

[0005] Currently, testing of brakes under this operating condition mainly relies on two traditional methods: Relying on another powered locomotive: This method involves attaching a powered locomotive to provide airflow to the locomotive under test. This approach is not only difficult and costly in terms of resource allocation, but also requires multiple technicians to coordinate operations inside and outside the locomotive, resulting in a cumbersome and inefficient process. Furthermore, the test results heavily depend on the experience of the operators.

[0006] Using a simple direct-charge air device: In some cases, a simple external air source is used to directly charge air into the train pipe. This method can only achieve the most basic air charging and relief, and cannot accurately simulate and test the braking system's key performance indicators such as phased decompression, pressure holding stability, and leakage rate. The testing items are extremely incomplete, and it is impossible to make an accurate assessment of the braking system's health status. Utility Model Content

[0007] To address the problems of bulky equipment, complex operation, and inability to achieve accurate and automated performance testing in existing technologies, this application provides a mobile locomotive brake non-powered debugging device.

[0008] To achieve the above objectives, the technical solution adopted in this application is as follows: A mobile locomotive brake non-powered debugging device includes a cabinet and a power supply installed inside the cabinet. The cabinet has an operating table on top and wheels on the bottom. The device is characterized in that it also includes a main air interface installed inside the cabinet for connecting to an external air source. The other end of the main air interface is connected to a first pipeline and a second pipeline respectively. The first pipeline is connected in sequence to a relief solenoid valve and a braking solenoid valve along the air flow direction, and the output end of the braking solenoid valve is connected to the exhaust pipe. The second pipeline is connected in sequence to a neutral solenoid valve and a relay valve along the air flow direction, and the output port of the relay valve is connected to the train pipe; The relief solenoid valve also has a working port, and the relay valve also has a control port. Both the working port and the control port are connected to the equalizing air cylinder installed in the cabinet through equalizing pipes. The equalization tube is equipped with a first sensor, and the train tube is equipped with a second sensor. Both the first and second sensors are connected to the control unit via signals. The release solenoid valve, the braking solenoid valve, and the neutral solenoid valve are all electrically connected to the control unit.

[0009] Furthermore, the relay valve is a dual-port relay valve with an internal diaphragm piston. The diaphragm piston divides the inner cavity of the relay valve into a first air chamber and a second air chamber. The control port is connected to the first air chamber, and the output port is connected to the second air chamber.

[0010] Furthermore, the upstream pipeline of the solenoid valve is also equipped with a pressure regulating valve for adjusting the external air pressure.

[0011] Furthermore, a total air pressure gauge is also installed on the pipeline between the main air inlet and the pressure regulating valve.

[0012] Furthermore, the control unit includes a processing module, an I / O module, and an electromagnetic relay group; the signal input terminal of the I / O module is connected to the first sensor and the second sensor, and its signal output terminal is connected to the electromagnetic relay group; the electromagnetic relay group constitutes the control terminal of the release solenoid valve, the braking solenoid valve, and the neutral solenoid valve; the processing module is configured to generate control commands according to the instructions of the operating console, and send them to the electromagnetic relay group through the I / O module to drive each solenoid valve to operate.

[0013] Furthermore, the processing module is bidirectionally connected to the I / O module to acquire data from the first and second sensors through the I / O module; the control commands generated by the processing module are unidirectionally transmitted to the electromagnetic relay group via the I / O module.

[0014] Furthermore, the relief solenoid valve is a two-position three-way solenoid valve, and the braking solenoid valve and the neutral solenoid valve are both two-position two-way solenoid valves.

[0015] Furthermore, the control panel is equipped with a human-machine interface, which includes: a touch screen for command interaction and status display; at least one push-pull switch for key function control; a power indicator for indicating the power-on status of the device; and an external data interface for connecting external devices.

[0016] Furthermore, the cabinet is internally divided into a pneumatic chamber and an electrical chamber; wherein, the equalizing air cylinder, relay valve, neutral solenoid valve, release solenoid valve and braking solenoid valve are integrated in the pneumatic chamber via pipelines; the control unit, the first sensor and the second sensor are integrated in the electrical chamber.

[0017] Furthermore, a manual exhaust valve is also provided, the inlet of which is connected to the train pipe or the equalization pipe, and the outlet of which is open to the atmosphere. Beneficial effects

[0018] This invention achieves portability and operational independence by integrating the pneumatic circuit and electronic control unit of the braking test system into a cabinet with casters. Closed-loop control, using equalizing cylinder pressure as a mechanical reference, relay valves to adjust train pipe pressure, and sensors to visualize pressure data, ensures accurate and reliable pressure control. The fault-safe design of the normally open solenoid valve and the one-button human-machine interface on the control panel make the testing process safe, simple, and efficient, reducing manpower requirements and operational complexity. The compact overall structure transforms large-scale operations requiring multiple people into tests that can be completed by a single person. Furthermore, the use of common components results in lower manufacturing costs, making it suitable for industrial-scale promotion. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a layout diagram of the piping and electrical systems of this utility model; Figure 2 This is an electrical logic layer assembly diagram of this utility model; Figure 3 This is the specific structure of the cabinet body of this utility model; Figure 4 This is a partial view of the operating table of this utility model; In the diagram: 1-Control panel; 11-Drawer keypad; 111-Lock-in assembly; 12-Touch display screen; 13-Push-pull switch; 14-Power indicator light; 15-External data interface; 2-Cabinet; 3-Moving wheels; 4-External air source; 5-Main air inlet; 6-First pipeline; 61-Pressure regulating valve; 62-Relief solenoid valve; 63-Brake solenoid valve; 64-Exhaust pipe; 65-Balancing pipe; 651-First sensor; 66-Balancing cylinder; 7-Second pipeline; 71-Neutral solenoid valve; 72-Relay valve; 8-Train pipe; 81-Second sensor; 9-Control unit. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0022] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0023] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0024] In the description of this application, it should be noted that the use of terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationships commonly used when the product is in use. These terms are used solely for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the use of terms such as "first" and "second" in the description of this application is only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0025] Furthermore, the use of terms such as "horizontal" and "vertical" in the description of this application does not imply that the component is required to be absolutely horizontal or suspended, but rather that it may be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but rather that it may be slightly tilted.

[0026] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Example

[0027] Figure 1 and Figure 3 As shown in the figure, this utility model discloses a mobile locomotive brake non-powered debugging device, including a cabinet 2 and a power supply set inside the cabinet 2. The cabinet 2 is provided with an operating table 1 on the top and a moving wheel 3 on the bottom. It also includes a main air interface 5 set inside the cabinet 2 for connecting an external air source 4. The other end of the main air interface 5 is connected to a first pipe 6 and a second pipe 7 respectively. The first pipeline 6 is connected in sequence to a relief solenoid valve 62 and a braking solenoid valve 63 along the air flow direction, and the output end of the braking solenoid valve 63 is connected to the exhaust pipe 64. The second pipeline 7 is connected in sequence to a neutral solenoid valve 71 and a relay valve 72 along the air flow direction, and the output port of the relay valve 72 is connected to the train pipe 8; The relief solenoid valve 62 also has a working port, and the relay valve 72 also has a control port. Both the working port and the control port are connected to the equalizing air cylinder 66 installed in the cabinet 2 through the equalizing pipe 65. The equalization tube 65 is equipped with a first sensor 651, and the train tube 8 is equipped with a second sensor 81. Both the first sensor 651 and the second sensor 81 are connected to the control unit 9 via signal. The release solenoid valve 62, the braking solenoid valve 63, and the neutral solenoid valve 71 are all electrically connected to the control unit 9.

[0028] Terminology Explanation: In the mobile locomotive brake powerless debugging device of this utility model, "powerless" specifically refers to the state in which the tested locomotive brake is in which its own air compressor cannot work, such as when there is no fire for return or when the machine is stopped for maintenance in the depot. At this time, the locomotive brake loses its power air source. This term is a well-known and commonly used term in the field of locomotive maintenance and operation, used to describe such specific working conditions. Its meaning is clear and can be understood by those skilled in the art.

[0029] The purpose of this device is to provide an external air source and automated testing function for the locomotive brakes when they are in a powerless state.

[0030] Working principle: The operator connects an external air source to the main air interface and issues commands through the control panel. The control unit first drives the neutral, release, and braking solenoid valves to be energized or de-energized to precisely adjust the pressure of the equalizing cylinder. This pressure change is transmitted to the control end of the relay valve through the equalizing pipe. The relay valve then automatically responds according to the equalizing pipe air pressure, opening its output end. The pressure of the train pipe connected to the relay valve is synchronously adjusted to be equal to the equalizing pipe pressure, thereby realizing the braking, release, or pressure holding operation of the locomotive brake. During this process, pressure sensors installed on the equalizing pipe and train pipe monitor the pressure values ​​in real time and feed them back to the control unit, forming a closed-loop control, thereby completing the automated testing and diagnosis of the braking system performance.

[0031] Based on this, the invention of this utility model is to construct an automated detection system that starts with commands from the operating console, drives the solenoid valve through the control unit to make the equalizing air cylinder form a certain pressure reference, and controls the train pipe pressure synchronously by the relay valve according to the pressure reference of the equalizing air cylinder, and finally feeds back to the operating console through the sensor to form a closed loop, thereby realizing accurate performance detection of the locomotive brake under no-power conditions.

[0032] Technical benefits: This invention can independently and completely complete the accurate testing and performance evaluation of locomotive braking functions without the need for the locomotive head. Compared with traditional methods that require powering on the entire vehicle, raising the pantograph, and other complex operations that require multiple people to work together, this invention uses a built-in portable pneumatic and electronic control system to simulate the working conditions required by the locomotive braking system. This extends the testing scenario from a fixed maintenance line to any work site with a basic air source, such as a garage, repair shop, or even a fault site.

[0033] Meanwhile, the inventors have highly integrated the principles of the massive braking system testing into a mobile cabinet, achieving miniaturization and portability of the testing equipment. The integrated design allows the entire testing process to be completed independently by only one operator, who can perform one-button operation and result interpretation through the control panel. This changes the traditional testing mode that requires multiple people to collaborate, communicate repeatedly, and manually record time. It not only significantly improves testing efficiency and reduces labor costs, but also enhances the standardization and reliability of the testing process, providing efficient and convenient daily maintenance and fault diagnosis for locomotive brakes. Example

[0034] As a preferred embodiment of the present invention, in order to obtain better technical effects, this embodiment is further refined based on the first embodiment.

[0035] In this embodiment, the cabinet 2 is a hollow cuboid structure, and its interior is divided into a pneumatic chamber and an electrical chamber by a longitudinal mounting plate, which are used to house the pneumatic components and the electrical components respectively.

[0036] A copper pipe connects the first and second compartments, and the pipe is connected to a main air interface for connecting to an external air source. The main air interface 5 is connected to the first pipe 6 and the second pipe 7 respectively, dividing the space into two different air passages. Unlike the first embodiment, due to the complex working conditions at the locomotive maintenance site, the pressure value of the external air source that can be provided is uncertain. In this embodiment, a pressure regulating valve 61 is added upstream of the relief solenoid valve 62 located in the first pipe 6. The function of the pressure regulating valve 61 is to adjust the pressure input from the external air source to the equalizing air cylinder 66, so that the pressure value input into the equalizing air cylinder 66 is always kept at a certain value. In this embodiment, the pressure value of the pressure regulating valve 61 is set to 600 kPa.

[0037] Meanwhile, in order to make the pressure value visible, a total air pressure gauge is also provided between the main air interface 5 and the pressure regulating valve 61 to facilitate real-time monitoring of the air pressure of the main air interface 5.

[0038] In this embodiment, the relief solenoid valve 62 is a two-position three-way solenoid valve, and the braking solenoid valve 63 and the neutral solenoid valve 71 are both two-position two-way solenoid valves.

[0039] The airflow in the first pipeline 6 is regulated by the pressure regulating valve 61 and then flows to the relief solenoid valve 62, which serves as the control core.

[0040] It should be understood that the basic working principle of locomotive brakes is air-assisted release and air-assisted braking.

[0041] The solenoid valve 62 switches its path according to the control command of the control unit: when relief is needed, the airflow is directed to the equalization pipe 65; the equalization pipe 65 is connected to the control terminal of the relay valve 72; when braking is needed, the gas in the equalization pipe 65 is directed to the braking solenoid valve 63; the high-pressure airflow of the equalization pipe 65 and the equalization cylinder 66 is finally discharged into the atmosphere through the exhaust pipe 64.

[0042] In principle, if only the equalizing pipe 65 is set up without the equalizing air cylinder 66, the pressure at the control port of the relay valve 72 can also be changed by directly controlling the relief solenoid valve 62, thereby achieving the purpose of controlling the pressure of the train pipe 8.

[0043] However, in the inventors' field practice, it was found that this design would lead to extremely unstable system control and very poor accuracy. Because the volume of a single equalizing pipe 65 is too small, its internal pressure changes rapidly due to minor gas leaks or temperature fluctuations, making it unsuitable as a stable pressure reference. Simultaneously, during exhaust braking, the small volume means the pressure drops too quickly, making it difficult to achieve a smooth and controllable braking process. Therefore, the core function of the equalizing cylinder 66 in this invention is twofold: firstly, to provide sufficient gas volume as a stable pressure buffer, ensuring the stability of pressure commands during the pressure holding phase and avoiding malfunctions; secondly, during charging and exhaust processes, its volumetric inertia makes pressure changes smoother and more controllable, thereby achieving high-precision pressure control and improving the stability and repeatability of the entire debugging process.

[0044] The airflow from the main air inlet 5 through the second pipe 7 first reaches the neutral solenoid valve 71. In the power-off state, the neutral solenoid valve 71 controls the main air shut-off valve of the relay valve to open, so that the airflow can pass through and enter the air supply inlet of the relay valve 72 to charge the train pipe. In this embodiment, the relay valve 72 is a double-valve type relay valve.

[0045] The relay valve 72, as the core component for pressure tracking between the train pipe and the equalizing pipe 65, has an internal diaphragm piston that divides its cavity into a first air chamber and a second air chamber. The control port is connected to the first air chamber, and the output port is connected to the second air chamber. During operation, the control pressure from the equalizing pipe 65 acts on the diaphragm piston, driving its movement to precisely regulate the higher-pressure external air source introduced from the second pipe 7, which is then output from the output port, ensuring that the pressure in the train pipe 8 strictly follows the control pressure changes. When the neutral solenoid valve 71 is energized, the main air supply to the relay valve 72 is shut off. This design conforms to the fail-safe principle; in the event of a power failure, the neutral solenoid valve 71 is open by default, ensuring that air can still be supplied to the relay valve 72, thereby allowing air to be supplied to the train pipe 8 for relief and preventing accidental braking.

[0046] In this way, the second pipeline 7 works in conjunction with the first pipeline 6 and the equalizing air cylinder 66 to achieve precise automatic control based on the fail-safe principle.

[0047] Based on the control logic of the solenoid valve 62, the braking solenoid valve 63, and the neutral solenoid valve 71 for the airflow in the pipeline, the control unit 9 serves as the intelligent control core of the device. Its internal processing module works in coordination with the touch screen 12 of the control panel 1 and each solenoid valve through the I / O module to form a closed-loop automatic control system based on real-time feedback from sensors.

[0048] The specific control logic is as follows: The control panel 1 is equipped with a human-machine interface, which includes: a touch screen 12 for command interaction and status display; at least one push-pull switch 13 for key functions and for controlling the overall power switch; a power indicator light 14 for indicating the power-on status of the device; and an external data interface 15 for connecting external devices.

[0049] To ensure convenient maintenance, the control panel 1 has a retractable keypad 11. The keypad 11 is normally locked by the locking component 111. When maintenance is required, the locking component 111 is opened and the retractable keypad 11 is pulled out, so that the control panel 1 can be maintained at the software level.

[0050] When the operator clicks the release button on the touch screen 12, the processing module receives the instruction, generates a control signal and sends it to the electromagnetic relay group through the I / O module. The electromagnetic relay group, which acts as a signal amplifier, drives the neutral solenoid valve 71 to de-energize and the release solenoid valve 62 to energize, while simultaneously de-energizing the brake solenoid valve 63. At this time, the exhaust pipe 64 is in a closed state.

[0051] At this time, external air supply is supplied to the equalizing cylinder 66 via pressure regulating valve 61 and solenoid valve 62. During this process, the first sensor 651 monitors the pressure value of the equalizing pipe 65 in real time as the control target value, and the second sensor 81 monitors the actual pressure value of the train pipe 8 in real time. When the pressure of both the train pipe 8 and the equalizing pipe 65 reaches 600 kPa, it is determined that the air supply is complete, the main valve of the relay valve reaches balance, and it automatically closes.

[0052] Upon pressing the brake button, the processing module immediately changes its output: the neutral solenoid valve 71 is energized; the brake solenoid valve 63 and the release solenoid valve 62 are de-energized. The neutral solenoid valve 71 closes the air supply to the relay valve, the release solenoid valve 62 closes the air supply, and the brake solenoid valve 63 opens the exhaust pipe 64. The exhaust pipe 64, passing through the brake solenoid valve 63, releases the pressure from the equalizing pipe 65 to the atmosphere, reducing the pressure in the equalizing pipe 65. Simultaneously, the train pressure is controlled to decrease via the relay valve 72.

[0053] When the neutral or pressure holding button is clicked, the processing module controls the neutral solenoid valve 71 and the braking solenoid valve 63 to be energized.

[0054] At this time, the relief solenoid valve 62, which acts as a two-position three-way valve, closes the air supply to the equalizing air cylinder 66. At this time, the air pressure of the equalizing air cylinder 66 is completely controlled by the brake solenoid valve 63. When the brake solenoid valve 63 is de-energized, the exhaust pipe 64 is opened, the air pressure is released, the brake solenoid valve 63 is energized, the exhaust pipe 64 is closed, and the entire air circuit system enters the pressure holding state. Through this means, the staged pressure reduction of the equalizing air cylinder 66 can be achieved.

[0055] When the pressure holding button is clicked, the system is in pressure holding mode. At this time, the processing module starts the timer and focuses on monitoring the value change of the second sensor 81. When the pressure holding ends, it automatically calculates and displays the pressure leakage of the train pipe 8, thereby completing the automated diagnosis of the sealing performance of the braking system.

[0056] In this embodiment, the judgment criterion is that if the leakage of train pipe 8 exceeds 10 kPa within 60 seconds, it is judged as leakage exceeding the limit, and the control panel will issue a prompt alarm indicating leakage exceeding the limit.

[0057] It is worth noting that the reason why this invention sets the pressure of the equalizing tube 65 as the absolute reference for control, even though the computer display screen can accurately show the pressure value, is based on considerations of system reliability, safety, and control architecture. The relay valve 72, as the core actuator, directly relies on physical pressure balance for its operation, with one side being the accurate absolute pressure value transmitted by the equalizing tube 65. This design establishes a purely mechanical control system without any electrical conversion, ensuring directness and immediacy. While the computer display screen 12 provides intuitive data monitoring, its signal is essentially a digital carrier processed by the sensor conversion and processing module, which is susceptible to distortion due to circuit failures, signal delays, or software errors. Therefore, using the pressure of the equalizing tube 65 as the absolute reference is equivalent to establishing an absolutely reliable component independent of the electronic system. Even in extreme failure situations such as power outages, this mechanical control can still perform safe actions based on the existing physical pressure. This electromechanical architecture utilizes the intelligent advantages of the electronic system while ensuring the absolute reliability of the core control, which is the key to the high safety of this invention.

[0058] To further enhance safety, in this embodiment, the train pipe 8 or the equalizer pipe 65 is also equipped with a manual exhaust valve. The outlet of the manual exhaust valve is open to the atmosphere to provide safety assurance in emergency situations.

[0059] In summary, the control unit 9 collects precise pressure data from the first sensor 651 and the second sensor 81 in real time through the I / O module, and uses it as the basis for logical judgment and control to drive the electromagnetic relay group to precisely control the action of each solenoid valve. Finally, the test process and results are fully presented on the touch screen 12 in the form of data and curves, realizing full automation and intelligence from instruction issuance, process control to result judgment.

[0060] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A mobile locomotive brake non-powered debugging device, comprising a cabinet (2) and a power supply disposed within the cabinet (2), wherein an operating table (1) is provided above the cabinet (2) and casters (3) are provided below the cabinet (2), characterized in that: It also includes a main air interface (5) installed inside the cabinet (2) for connecting an external air source (4), and the other end of the main air interface (5) is connected to the first pipe (6) and the second pipe (7) respectively; The first pipeline (6) is connected in sequence to a relief solenoid valve (62) and a braking solenoid valve (63) along the air flow direction. The output end of the braking solenoid valve (63) is connected to the exhaust pipe (64). The second pipeline (7) is connected in sequence to a neutral solenoid valve (71) and a relay valve (72) along the air flow direction, and the output port of the relay valve (72) is connected to the train pipe (8). The solenoid valve (62) also has a working port, and the relay valve (72) also has a control port. The working port and the control port are both connected to the equalizing air cylinder (66) installed in the cabinet (2) through the equalizing pipe (65). The equalization tube (65) is equipped with a first sensor (651), and the train tube (8) is equipped with a second sensor (81). The first sensor (651) and the second sensor (81) are both connected to the control unit (9) via signal. The relief solenoid valve (62), the braking solenoid valve (63) and the neutral solenoid valve (71) are all electrically connected to the control unit (9).

2. The mobile locomotive brake non-powered debugging device according to claim 1, characterized in that: The relay valve (72) is a dual-port relay valve. The relay valve (72) is equipped with a diaphragm piston inside. The diaphragm piston divides the inner cavity of the relay valve (72) into a first air chamber and a second air chamber. The control port is connected to the first air chamber, and the output port is connected to the second air chamber.

3. The mobile locomotive brake non-powered debugging device according to claim 1, characterized in that: The upstream pipeline of the solenoid valve (62) is also equipped with a pressure regulating valve (61) for adjusting the external air pressure.

4. The mobile locomotive brake non-powered debugging device according to claim 3, characterized in that: A total air pressure gauge is also installed on the pipeline between the main air inlet (5) and the pressure regulating valve (61).

5. The mobile locomotive brake non-powered debugging device according to claim 1, characterized in that: The control unit (9) includes a processing module, an I / O module, and an electromagnetic relay group; The signal input terminal of the I / O module is connected to the first sensor (651) and the second sensor (81), and its signal output terminal is connected to the electromagnetic relay group. The electromagnetic relay group constitutes the control terminals of the release solenoid valve (62), the braking solenoid valve (63) and the neutral solenoid valve (71). The processing module is configured to generate control commands according to the instructions of the control panel (1) and send them to the electromagnetic relay group through the I / O module to drive each solenoid valve to operate.

6. The mobile locomotive brake non-powered debugging device according to claim 5, characterized in that: The processing module is bidirectionally connected to the I / O module to acquire data from the first sensor (651) and the second sensor (81) through the I / O module; the control commands generated by the processing module are unidirectionally transmitted to the electromagnetic relay group through the I / O module.

7. The mobile locomotive brake non-powered adjustment device according to claim 1, characterized in that: The relief solenoid valve (62) is a two-position three-way solenoid valve, and the braking solenoid valve (63) and the neutral solenoid valve (71) are both two-position two-way solenoid valves.

8. The mobile locomotive brake non-powered debugging device according to claim 1, characterized in that: The control panel (1) is equipped with a human-machine interface, which includes: a touch screen (12) for command interaction and status display; at least one push-pull switch (13) for key function control; a power indicator (14) for indicating the power-on status of the device; and an external data interface (15) for connecting external devices.

9. The mobile locomotive brake non-powered debugging device according to claim 5, characterized in that: The cabinet (2) is divided into a pneumatic chamber and an electrical chamber. The equalizing air cylinder (66), relay valve (72), neutral solenoid valve (71), release solenoid valve (62) and braking solenoid valve (63) are integrated in the pneumatic chamber through pipelines. The control unit (9), first sensor (651) and second sensor (81) are integrated in the electrical chamber.

10. The mobile locomotive brake non-powered debugging device according to claim 1, characterized in that: It is also equipped with a manual exhaust valve, the inlet of which is connected to the train pipe (8) or the equalization pipe (65), and the outlet of which is open to the atmosphere.

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