Test platform and test method for rail vehicle distributed braking system

Abstract

The present invention relates to a test platform for a distributed braking system of a rail vehicle, wherein the braking system includes a plurality of brake valves that are communicatively connected to each other, and the test platform includes: a pneumatic simulation module, which includes an air supply unit and a pneumatic adapter unit provided at each brake valve, wherein the pneumatic adapter unit operates the brake valve by means of the air supply pressure provided by the air supply unit, and the pneumatic adapter unit includes a test point for collecting the brake cylinder pressure generated by the brake valve; a signal simulation module, which is used to connect to the braking system through a train line and / or a train communication bus to simulate the signal interaction between the vehicle control system and the braking system. The present invention also relates to a test method for a distributed braking system of a rail vehicle, which is performed with the aid of the test platform of the present invention, wherein the pneumatic conditions and signal environment of the braking system are simulated by the test platform and the brake pressure output and / or signal response of the braking system are detected.

Description

Technical Field

[0001] The invention relates to a testing platform for a distributed braking system of a rail vehicle and a testing method for a distributed braking system of a rail vehicle. Background Art

[0002] The traditional centralized or vehicle-controlled brake control system is a method in which a single brake control unit is set for each rail vehicle to control the brake pressure and command of the rail vehicle. The distributed or frame-controlled brake control is a brake control method in which a single brake control unit is set for each bogie. Usually, brake control and brake management electronic devices are integrated in this distributed brake control system.

[0003] There is no test platform for testing such a distributed braking system as a whole at a system level. However, with the growth of distributed braking system applications, there is a demand for testing such a braking system. Summary of the invention

[0004] The object of the present invention is to provide a test platform designed for a distributed braking system of a rail vehicle, which test platform is capable of testing the function and response of the entire braking system.

[0005] The above-mentioned object is achieved by a test platform according to the invention for a distributed braking system of a rail vehicle and a test method for a distributed braking system of a rail vehicle.

[0006] According to one aspect of the present invention, the brake system comprises a plurality of brake valves that are communicatively connected to each other, and the test platform comprises:

[0007] - a pneumatic simulation module, the pneumatic simulation module comprising an air supply unit and a pneumatic adapter unit provided for each brake valve, the pneumatic adapter unit inputting the air supply pressure provided by the air supply unit via a pneumatic input main interface and outputting the brake cylinder pressure, parking brake pressure and air spring pressure to the corresponding port of the brake valve via different pneumatic output interfaces, the pneumatic adapter unit comprising a test point for collecting the brake cylinder pressure generated by the brake valve;

[0008] - A signal simulation module, the signal simulation module is used to connect to the braking system via a train line and / or a train communication bus to simulate the signal interaction between the vehicle control system and the braking system.

[0009] The present invention can realize the test of the entire rail vehicle distributed braking system. The test platform according to the present invention mainly includes a pneumatic simulation module and a signal simulation module. Therefore, compared with the test platform for a single valve in the prior art, the test platform according to the present invention can not only test the operation of a single brake valve, but also test the pneumatic output or brake cylinder pressure output of the hardware of the entire brake system composed of multiple brake valves through the pneumatic simulation module, and at the same time, the signal simulation module can be used to realize the software test of the brake control and brake management of the entire brake system and the communication test between the brake system and the vehicle control system. Moreover, the present invention can organically integrate these hardware tests, software tests and communication tests, so as to comprehensively test and verify the operation of the entire brake system. The test platform simulates the pneumatic conditions and signal environment of the brake system and detects the brake pressure output and / or signal response of the brake system.

[0010] Specifically, the brake system under test can be built according to the minimum configuration or the actual configuration installed on a train of rail vehicles. For example, the number and specifications of the brake valves are determined according to the requirements of the rail vehicle formation or in particular the minimum requirements. Multiple brake valves are interconnected and communicated based on the requirements of brake control and brake management, preferably through a CAN bus. Braking commands, braking requirements and / or braking force distribution can be conveyed through the communication connection of the distributed braking system, and each brake valve in the braking system can control the brake cylinder pressure on its respective bogie accordingly. It should be noted that the braking system can have independent control devices for generating braking commands, braking requirements and braking force distribution, but preferably these functions are implemented by one or more brake valves in the braking system.

[0011] For the brake system, the most fundamental thing is to test the brake cylinder pressure output by each brake valve. For this purpose, the test platform according to the present invention is provided with a pneumatic simulation module. The pneumatic simulation module includes an air supply unit and a pneumatic adapter unit arranged on each brake valve. Here, one or more air supply units can be set accordingly according to whether the brake system under test adopts centralized air supply or distributed air supply. For the sake of economy and indoor noise control, it is preferred to have only one air supply unit arranged outdoors. A pneumatic adapter unit is provided for each brake valve, and the pneumatic adapter unit operates the brake valve through the air supply pressure provided by the air supply unit. That is to say, the pneumatic adapter unit provides pneumatic input to the brake valve based on the air supply pressure of the air supply unit in accordance with the situation where the brake system is arranged on the vehicle. Through the pneumatic input, the brake valve is operated and outputs the brake cylinder pressure. In order to measure the brake cylinder pressure, the pneumatic adapter unit includes a test point for collecting the brake cylinder pressure generated by the brake valve. The test point is particularly arranged with a pressure sensor for pressure measurement. The measured brake cylinder pressure is fed back to the test platform, and in particular can be displayed on a human-machine interface of the test platform and / or recorded on a data recorder.

[0012] In addition, the above-mentioned braking system can also be connected to the signal simulation module through the train line and / or the train communication bus, so as to simulate the signal interaction between the vehicle control system and the braking system. Here, the train line (also known as the train hard line) can be used to transmit digital signals and analog signals, such as analog voltage, analog current or PWM signal. The train communication bus can then involve the following bus standards: MVB, LON, FIP, RS485, etc. For example, according to the test platform of the present invention, the vehicle control system can simulate the signal simulation module to issue a braking command to the braking system and provide the required signal and / or data, while the signal simulation module of the test platform can also receive the signal and / or data output by the braking system, so as to simulate the signal interaction between the vehicle control system and the braking system on the test platform. Here, the signal simulation module can manage the control of the braking system and monitor its communication with the vehicle control system. Thus, the braking system can be controlled and the program, software and / or communication of the braking system can be verified through the test platform. In particular, the test platform can be used to debug the program, software and communication of the braking system, correct errors therein and verify its reliability. In addition, the signal simulation module can also artificially create erroneous braking commands, signals and / or communications to test the response of the braking system in such an environment so as to make targeted adjustments to improve the robustness of the braking system. Optionally, the test platform can also be equipped with an interface of the vehicle control system to connect with the real vehicle control system or splice with other subsystems of the vehicle to achieve a higher level of testing.

[0013] According to one embodiment of the present invention, the pneumatic adapter unit supplies the brake cylinder pressure, parking brake pressure and air spring pressure to the brake valve based on the air supply pressure provided by the air supply unit. According to this embodiment, the pneumatic adapter unit can provide the brake valve with different pneumatic inputs for operation. Here, in particular, the input of the air spring pressure is realized. The air spring pressure reflects the load of the bogie where the brake valve is located, and the brake valve will generate a separate, load-related brake cylinder pressure for the bogie based on the load. Therefore, the pneumatic adapter unit according to the present invention simulates the situation where the bogie is under different loads. Moreover, since each brake valve is equipped with its own pneumatic adapter unit, different loads can be realized on different brake valves at the same time, and such testing is closer to the actual situation of rail vehicle operation. In addition, different pneumatic inputs can be realized based on only one air supply pressure source, thereby simplifying the structure of the test platform.

[0014] According to one embodiment of the present invention, the pneumatic adapter unit supplies brake cylinder pressure and / or parking brake pressure by controlling the switching valve; and / or the pneumatic adapter unit supplies air spring pressure by controlling the proportional valve. Here, the pneumatic adapter unit is implemented in a particularly simple manner. Here, the switching valve and the proportional valve are preferably electrically controlled valves. In particular, the proportional valve can continuously adjust its output pressure, i.e., the pneumatic pressure downstream of the proportional valve, within a certain adjustable range, and the pneumatic pressure will be input into the corresponding brake valve as air spring pressure. The tester only needs to trigger the corresponding electrical control signal or perform corresponding programming to adjust these valves, thereby simulating different pneumatic conditions for the brake system and improving the efficiency of the test.

[0015] According to one embodiment of the invention, the signal simulation module comprises an axle speed simulation unit, which is used to provide a simulated axle speed to each brake valve. For distributed braking systems, the axle speed is also an important input parameter. In particular, the axle speed at the bogie where each brake valve is located is required in order to monitor the deceleration of the wheels and identify wheel slip. Wheel slip can thus be identified by estimating the deceleration on a single axle or by speed differences between different axles. In a distributed braking system, the brake valve may control the brake cylinder pressure by the wheel speed to perform brake correction on the axle that is slipping. By providing the axle speed to the brake valve, the test platform can be tested for wheel slip. Here, the simulated axle speed can involve an analog signal or a digital signal. It is conceivable that the axle speed is realized by an electromechanical device, a computer simulated signal output or a signal generator.

[0016] According to one embodiment of the present invention, the axle speed simulation unit includes at least two axle speed simulators, each of which is provided with a motor, and these motors drive the gears arranged thereon to rotate at different speeds, and the axle speed sensors for the brake valve are respectively fixedly arranged to the outer periphery of the gears, wherein different axle speeds are provided to the brake valve by switching between different axle speed simulators. Preferably, two or more gears are driven by each motor, and multiple axle speed sensors are arranged on the outer periphery of each gear. In this way, the axle speed can be provided in a particularly simple and practical manner. In the actual arrangement of the rail vehicle, the axle speed sensor is installed on the axle and detects the axle speed. In the present invention, when the gear driven by the motor rotates, the tooth top and the tooth groove alternately pass in front of the axle speed sensor and generate high and low level signals in the axle speed sensor. The actual axle speed can correspond to such high and low level signals based on a certain conversion relationship. In addition, the axle speed can also be set by adjusting the speed of the motor. Thus, the electromechanical device in this embodiment can simply generate an axle speed signal without changing the basic arrangement of the brake valve and the axle speed sensor, and thus ensure the integrity of the brake system being tested. Here, it is preferred that the rotation speed in the at least two axle speed simulators can be controlled to achieve a variety of test conditions. In addition, it is conceivable to set a switch, preferably an electronically controlled switch, to switch between axle speed sensors of gears with different rotation speeds to transmit different axle speed signals to the brake valve. In the test, the absence of slip can be simulated by connecting all brake valves to axle speed sensors of gears with the same rotation speed, while the presence of slip on one or more wheels can be simulated by switching one or more of the axle speed sensors to axle speed sensors of gears with other rotation speeds. In order to simplify the wiring and reduce the number of axle speed sensors used, it is also conceivable to use a signal splitter.

[0017] According to one embodiment of the present invention, the test platform includes a human-machine interface, through which the on / off value of the brake cylinder pressure and the parking brake pressure, the value of the air spring pressure and the rotation speed in the at least two axle speed simulators can be set for each brake valve of the brake system, and the brake cylinder pressure value generated by the brake valve at the test point can be output. Here, the test conditions can be simply set and changed through the human-machine interface, and the brake cylinder pressure situation can be intuitively understood. Thereby achieving good operability and visualization of the test platform. In addition, the human-machine interface can also be used for training or demonstration purposes. Thereby, the response of the brake system under different conditions is intuitively shown to the trainees. In addition, the test platform can also be integrated with a data recorder to record the test conditions and test results.

[0018] According to one embodiment of the invention, the brake system is an EP 2002 brake system, which comprises at least one gateway valve and comprises one or more remote input-output valves and / or smart valves connected to the at least one gateway valve via a CAN bus communication. Here, the test platform is preferably configured for the EP 2002 brake system of Knorr. The EP 2002 brake system is composed of an EP 2002 brake valve assembly, which comprises at least one gateway valve and comprises one or more remote input-output valves and / or smart valves connected to the at least one gateway valve via a CAN bus communication. The following briefly describes these three brake valves:

[0019] The smart valve includes an electronic control part. Each smart valve controls the brake cylinder pressure of the brake actuator on the bogie where it is located according to the braking requirements provided to it by the gateway valve through the CAN bus. At the same time, the smart valve can control and monitor various fault information and axle speed data by combining software and hardware. The axle speed data is compared and calculated with the speeds of other axles transmitted by the CAN bus to control the speed of the axle, thereby playing a role in anti-skid protection.

[0020] The gateway valve can perform all the functions of the smart valves described above, and can also perform brake management functions and provide an interface between the EP 2002 brake system and the vehicle control system. The gateway valve can communicate with one or more of the MVB, LON, FIP and RS485 train communication buses and / or traditional train lines. The brake management function in the gateway valve can distribute the brake force requirements to all brake valves to achieve the brake force required by the driver.

[0021] The Remote Input Output Valve (RIO Valve) is basically the same as the Gateway Valve, but it does not have the communication function with the train communication bus.

[0022] The test platform according to the present invention is designed especially for a brake system composed of the above-mentioned brake valves, and can specifically simulate pneumatic conditions and signal environments that the brake system may be in for such a brake system.

[0023] According to an embodiment of the present invention, the signal simulation module transmits the braking control information of the vehicle control system to the braking system to trigger different braking functions including normal braking, emergency braking and wheel anti-skid protection, etc. Here, different working conditions of the braking system are simulated by the signal simulation module and different braking functions of the braking system are tested.

[0024] According to another aspect of the present invention, a test method for a distributed braking system of a rail vehicle is provided, the test method being performed by means of a test platform according to the present invention, the test method comprising:

[0025] -Build a brake system including multiple brake valves that are connected to each other in communication;

[0026] - pneumatically connecting the pneumatic simulation module of the test platform to the brake system;

[0027] -Connecting the signal simulation system of the test platform to the brake system signal;

[0028] - The pneumatic conditions and signal environment of the brake system are simulated by the test platform and the brake pressure output and / or signal response of the brake system are detected.

[0029] Here, the test of the distributed braking system is realized by the test method according to the present invention. First, the brake system to be tested can be built according to the minimum configuration or the real configuration installed on a train of rail vehicles. The pneumatic simulation module of the test platform is pneumatically connected to the brake system, and the signal simulation system of the test platform is connected to the brake system signal, so that the brake system to be tested can be pneumatically connected and signal-connected to the test platform in the same way as it is installed on a train of rail vehicles. The pneumatic output of the hardware of the entire brake system composed of multiple brake valves or the brake cylinder pressure output can be tested through the pneumatic simulation module, and the software test of the brake control and brake management of the entire brake system and the communication test of the brake system and the vehicle control system can be realized through the signal simulation module. Moreover, through the present invention, these hardware tests, software tests and communication tests can be organically integrated together, so as to comprehensively test and verify the operation of the entire brake system.

[0030] According to one embodiment of the present invention, each brake valve is supplied with brake cylinder pressure, parking brake pressure and air spring pressure respectively through a pneumatic simulation module.

[0031] According to one embodiment of the invention, a simulated axle speed is provided to each brake valve by an axle speed simulation unit of the signal simulation module.

[0032] According to one embodiment of the invention, an axle speed sensor for the brake valve detects different axle speeds via gears with different rotational speeds.

[0033] The above-mentioned embodiments, functions, advantages and effects of the test platform according to the first aspect of the present invention are also applicable to the test method according to the second aspect of the present invention in a corresponding manner. The advantageous embodiments of the test method according to the second aspect of the present invention that are not explicitly described correspond to the advantageous embodiments of the test platform according to the first aspect of the present invention described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1shows a schematic brake system constructed in a minimum configuration for installation on a railway vehicle;

[0035] Figure 2 A schematic diagram showing an embodiment of a test platform according to the present invention;

[0036] Figure 3 An exemplary structure of a pneumatic adapter unit is shown;

[0037] Figure 4 An exemplary structure of an axle speed simulator in the axle speed simulation unit is shown;

[0038] Figure 5 A schematic diagram showing another embodiment of a test platform according to the present invention;

[0039] Figures 6a to 6d A screen display showing a human-computer interaction interface;

[0040] Figure 7 A flow chart of a testing method according to the present invention is shown. DETAILED DESCRIPTION

[0041] Figure 1 A schematic brake system 1 constructed according to the minimum configuration installed on a train of rail vehicles is shown. As shown in the figure, the three-section rail vehicle includes a single-section vehicle TC1, a single-section vehicle MP1 and a single-section vehicle M1, wherein the single-section vehicle TC1 is provided with a central control unit CCU, and the single-section vehicles MP1 and M1 respectively include a traction control system TCU, the single-section vehicle operates as a TC1 trailer, and the single-section vehicles MP1 and M1 can be used as motor vehicles. Each vehicle includes two bogies, each of which is provided with two axles 2. A brake valve is installed on each bogie.

[0042] exist Figure 1 In the example, the EP 2002 brake system is shown, which uses two brake valves: gateway valves 1A, 3B and remote input and output valves 1B, 2A, 2B, 3A. However, it is not limited to this, and it is also possible to consider using smart valves in addition or replacing one or more remote input and output valves with smart valves. At least one gateway valve that implements the brake management function is provided in the brake system. Preferably, in a brake system 1, as shown in FIG. Figure 1As shown, two gateway valves 1A and 3B are used, one of which is defined as the master gateway valve and the other as the slave gateway valve, so that when the master gateway valve fails, the slave gateway valve can automatically take over the work of the master gateway valve to ensure the redundancy of the system. The gateway valve that implements the brake management function can communicate with other brake valves through the CAN bus. Through this communication connection, the gateway valve can convey braking commands, braking requirements and / or brake force distribution, and each brake valve in the braking system can control the brake cylinder pressure on its own bogie accordingly. In addition, for maintenance needs, the CAN bus can also be connected to the maintenance port.

[0043] The braking system needs to communicate with the rail vehicle's vehicle control system and / or its subsystems. Figure 1 The network structure of the braking system is shown as an example. In order to receive signals and data from the vehicle braking system, the gateway valve is connected to the vehicle MVB-EMD (Multi-function Vehicle Bus-Electrical Medium Distance) bus. Each brake valve is connected to the train line to realize hard-wired safety inputs such as emergency braking and remote relief functions. In addition, the remote input and output valves are optionally connected to the Ethernet bus, i.e., the RS485 bus, for control and diagnostic data transmission. In addition, for data storage needs, a data logger can also be connected to the above-mentioned network structure.

[0044] In addition, according to Figure 1 Each brake valve of the brake system shown requires axle speed data input to operate. To this end, each brake valve is equipped with two axle speed sensors 3 to detect the axle speed on the two axles 2 of the bogie where the brake valve is located in order to identify wheel slip.

[0045] Figure 2 A schematic diagram of a test platform 10 for a distributed braking system of a rail vehicle according to the present invention is shown. The test platform 10 includes: a pneumatic simulation module 11 and a signal simulation module 12. The pneumatic simulation module 11 includes an air supply unit 110 and pneumatic adapter units 11A, 11B, 12A, 12B, 13A, 13B provided at each brake valve. The pneumatic adapter unit 11 operates the brake valve through the air supply pressure provided by the air supply unit 110. The pneumatic adapter unit 11 also includes a test point for collecting the brake cylinder pressure generated by the brake valve. The signal simulation module 12 is used to connect to the brake system 1 through a train line and / or a train communication bus to simulate the signal interaction between the vehicle control system and the brake system 1.

[0046] like Figure 2As shown, the air supply unit 110 is pneumatically connected to the pneumatic adapter units 11A, 11B, 12A, 12B, 13A, 13B provided on each brake valve. Figure 1 The gateway valve 1A, remote input and output valves 1B, 2A, 2B, 3A, and gateway valve 3B of the brake system 1 shown in FIG. 1 are pneumatically connected to operate corresponding brake valves. Figure 2 The embodiment in the embodiment uses only one air supply unit. However, it is also conceivable to use multiple air supply units.

[0047] Here, the test platform 10 according to the present invention can simulate the vehicle control system through the signal simulation module 12 to issue a braking command to the braking system 1 and provide the required signal and / or data. At the same time, the signal simulation module 12 of the test platform 10 can also receive the signal and / or data output by the braking system 1, thereby simulating the signal interaction between the vehicle control system and the braking system 1 on the test platform 10. Thus, the signal simulation module 12 can manage the control of the braking system 1 and monitor its communication with the vehicle control system. In this way, the braking system 1 can be controlled and the program, software and / or communication of the braking system 1 can be verified with the help of the test platform 10. To this end, in the example Figure 2 As shown, a train line communication interface 120, an MVB-EMD communication interface 121, and an Ethernet communication interface 122 are provided. Not limited thereto, other bus interfaces such as CAN, LON, FIP, etc. may also be provided in the signal simulation module 12. These communication interfaces may be connected to the brake system 1, in particular the communication interface of the corresponding valve therein, through corresponding cables, so as to simulate the signal interaction between the vehicle control system and the brake system 1. In particular, the signal simulation module 12 may transmit the brake control information of the vehicle control system to the brake system 1 to trigger different brake functions including normal braking, emergency braking, and wheel anti-skid protection. Preferably, the signal simulation module 12 also includes an axle speed simulation unit 123, and the axle speed simulation unit 123 is used to provide a simulated axle speed to each brake valve, in particular the axle speed sensor 3 provided to each brake valve.

[0048] Figure 3 1 shows an exemplary structure of a pneumatic adapter unit 12A. Here, the internal structure of the pneumatic adapter unit 12A provided to the remote input and output valve 2A is shown as an example. It is conceivable that other pneumatic adapter units 11A, 11B, 12B, 13A, 13B also have the same or similar structure. Optionally, the pneumatic adapter unit 12A can also be provided to a gateway valve or a smart valve. Figure 3In the figure, the pneumatic adapter unit 12A is framed by a solid line, and the pneumatic ports 1 to 6 of the remote input and output valve are framed by a dotted line. The pneumatic adapter unit 12A includes a pneumatic input main interface PM, which is connected to the air supply unit 110 through a pipeline, thereby inputting the air supply pressure provided by the air supply unit 110. The pneumatic adapter unit 12A includes pneumatic output interfaces P1, P6, P4, and P5, which are respectively connected to port 1, port 6, port 4, and port 5 of the remote input and output valve 2A.

[0049] The pneumatic adapter unit 12A is capable of supplying brake cylinder pressure, parking brake pressure and air spring pressure to the brake valve based on the air supply pressure provided by the air supply unit 110. This is done in the following manner. In the pneumatic adapter unit 12A, based on the air supply pressure from the pneumatic input main interface PM, the brake cylinder pressure is provided to port 1 of the remote input-output valve 2A via the pneumatic output interface P1 through the switch valve V2A.1. Based on the air supply pressure from the pneumatic input main interface PM, the parking brake pressure is provided to port 6 of the remote input-output valve 2A via the pneumatic output interface P6 through the switch valve V2A.2. Based on the air supply pressure from the pneumatic input main interface PM, the air spring pressure is provided to ports 4 and 5 of the remote input-output valve 2A via the pneumatic output interfaces P4 and P5 through the proportional valve PROP_2A. In the EP 2002 brake system, various brake valves have built-in logic devices that calculate the brake cylinder pressure based on the corresponding relationship between the air spring pressure and the brake cylinder pressure. Since the air spring pressure reflects the load of the bogie on which the brake valve is located, the brake valve will generate a separate, load-dependent brake cylinder pressure for the bogie according to this load. Figure 3 In order to simplify the test platform components, only one proportional valve PROP_2A is provided, and two pipelines are branched out downstream of the proportional valve using a T-shaped joint, thereby providing the same air spring pressure to ports 4 and 5 via pneumatic output interfaces P4 and P5, respectively. However, it is also conceivable to provide two proportional valves in the pneumatic adapter unit 12A, so as to input different air spring pressures to one brake valve.

[0050] The pneumatic adapter unit 12A also includes brake cylinder pressure interfaces P2 and P3, which correspond to ports 2 and 3 of the remote input and output valve 2A, respectively, to receive the brake cylinder pressure generated by the remote input and output valve 2A, which is first input to the air cylinders C1 and C2 in the pneumatic adapter unit 12A. The two air cylinders can be designed to be 3L according to the volume of the brake actuator on the rail vehicle. In addition, as shown in the figure, drainage mechanisms EW7 and EW8 can be set for the air cylinders. Test points R-2A.1 and R-2A.2 are arranged downstream of the corresponding air cylinders, respectively, through which the brake cylinder pressure generated by the brake valve can be collected. The test points can be arranged with pressure sensors for pressure measurement in particular. The measured brake cylinder pressure is fed back to the test platform 10, and can be displayed on the human-machine interface of the test platform 10 to be introduced below and / or recorded on a data recorder.

[0051] Figure 4 The exemplary structure of an axle speed simulator 6 in the axle speed simulation unit 123 of the signal simulation module 12 is shown. The axle speed simulator 6 includes a frame 4, a motor not shown disposed in the frame 4, and two gears 5A and 5B driven by the motor, the two gears rotating at the same speed. The axle speed sensors 3 for the brake valves are fixedly disposed so as to align with the outer circumferences of the gears 5A and 5B, respectively. Figure 4 For the sake of clarity, only one axle speed sensor 3 is marked, but Figure 4 It can be seen that six axle speed sensors 3 can be arranged on one frame 4. When the gears 5A and 5B driven by the same motor rotate, the tooth tops and tooth grooves of the gears alternately pass in front of the axle speed sensors 3, thereby generating high and low level signals in the axle speed sensors 3. The actual axle speed can correspond to such high and low level signals based on a certain conversion relationship.

[0052] In order to simulate the possible speed difference between the wheels on a train of rail vehicles, that is, the situation where wheel slip occurs, at least two wheel speed simulators 6 are used. Different axle speeds are provided to the brake valve by switching the lines between different axle speed simulators 6. For example, two axle speed sensors 3 respectively arranged on different wheel speed simulators 6 can be connected to a brake valve through a switching switch, such as a single-pole double-throw switch. Thus, different axle speeds are provided to the brake valve by switching the position of the switching switch. In addition, other electrical or electronic methods can also be considered to achieve the above switching. In addition, it can be considered that more than two gears are driven by each motor, and more axle speed sensors are arranged on the periphery of each gear.

[0053] The signal simulation module 12 can transmit various braking control information of the vehicle control system to the braking system 1 to trigger different braking functions including normal braking, emergency braking and wheel anti-skid protection. Among them, the triggering of wheel anti-skid protection can be realized based on the axle speed simulation unit 123 described above.

[0054] Figure 5 A schematic diagram of another embodiment of the test platform 1 according to the present invention is shown. Figure 2 The test platform shown in Figure 5 The test platform 1 additionally includes a human-machine interaction interface 13. Figure 5 The dotted lines in the figure schematically illustrate the signal connection relationship between the human-machine interface 13 and the components of the test platform 1. For example, the human-machine interface 13 is signal-connected to at least the pneumatic adapter units 11A to 13B and the axle speed simulation unit 123. Through the human-machine interface 13, the on-off of the brake cylinder pressure and the parking brake pressure, the value of the air spring pressure, and the rotation speed in the at least two axle speed simulators 6 can be set for each brake valve of the braking system 1, and the brake cylinder pressure value generated by the brake valve at the test point can be output. To this end, the human-machine interface 13 may include four units: a switch valve control unit 130, a proportional valve control unit 131, an axle speed control unit 132, and a brake cylinder pressure output unit 133. In combination with what has been explained above, the switch valve control unit 130 can control Figure 3 The switch states of the switch valves V2A.1 and V2A.2 in the pneumatic adapter unit 12A shown in FIG. The switch valves of other pneumatic adapter units can also be controlled in the same way. The proportional valve control unit 131 controls Figure 3 The proportional valve in the pneumatic adapter unit 12A shown in the figure preferably adjusts the pressure value downstream of the proportional valve, and the proportional valves of other pneumatic adapter units can also be controlled in the same way. The axle speed control unit 132 can preferably have two operating modes: vehicle control system control mode and manual mode. In the vehicle control system control mode, the axle speed can be obtained from the vehicle control system through the train line and / or the train communication bus and provided to each brake valve without using the corresponding axle speed sensor. In the manual mode, the axle speed control unit 132 can control the axle speed simulation unit 123 to provide the same or different axle speeds to each brake valve. Here, it is preferred to set and / or adjust the motor speed through the axle speed control unit 132 to simulate the required axle speed. The brake cylinder pressure output unit 133 can output, especially display the value of the brake cylinder pressure generated by the brake valve at the test point by accessing the sensor set at the test point.

[0055] Figures 6a to 6d A screen display of the human-machine interaction interface 13 is shown respectively. Figure 6a The screen display for switch valve control in the human-machine interface 13 of the test platform 10 is shown, and the screen display can be implemented based on the switch valve control unit 130. In the screen display, each switch valve V1A.1 to V3B.2 in the pneumatic adapter unit 11A, 11B, 12A, 12B, 13A, 13B is listed, and each of these switch valves is configured with a switch button for manual control, so that the tester can manually open or close these switch valves, thereby realizing the individual control of the input of the brake cylinder pressure and the parking brake pressure of the corresponding brake valve. Figure 6a Also shown are switch valves V1 and V2 , which can be used to control the opening and closing of the air supply unit 110 . Figure 6b 1 shows a screen display for proportional valve control in the human-machine interface 13 of the test platform 10, which can be implemented based on the proportional valve control unit 131. The screen display lists the output pressure of each proportional valve PROP_1A to PROP_3B in the pneumatic adapter unit 11A, 11B, 12A, 12B, 13A, 13B, that is, the pneumatic pressure downstream of the proportional valve, which will be input into the corresponding brake valve as the air spring pressure. Figure 6b The screen display in provides the tester with a convenient way to adjust the air spring pressure. Figure 6c The screen display for speed control in the human-machine interface 13 of the test platform 10 is shown, and the screen display can be implemented based on the axle speed control unit 132. Here, in the speed control, the motor speeds 1 and 2 respectively control the motor speeds in the first and second axle speed simulators, and the speeds displayed here have been converted to ground speeds, so that it is convenient for testers to set test conditions. Figure 6d FIG6 shows a screen display for brake cylinder pressure output in the human-machine interface 13 of the test platform 10. The screen display can be implemented based on the brake cylinder pressure output unit 133. Here, the brake cylinder pressure measured by the pressure sensor B1 connected to a certain test point is given. Not limited to the example of FIG6, it is possible to consider setting multiple pressure sensors in the test platform 10 and displaying the pressures measured by them together. Figure 6d The screen shown is displayed.

[0056] Figure 7 A flow chart of a test method according to the present invention is shown, a test method 200 for a distributed braking system of a rail vehicle, the test method being performed by means of a test platform 10 according to the present invention, the test method 200 comprising:

[0057] - Step S1: constructing a brake system 1 comprising a plurality of brake valves that are communicatively connected to each other;

[0058] - Step S2: pneumatically connecting the pneumatic simulation module 11 of the test platform 10 to the brake system 1;

[0059] - Step S3: connecting the signal simulation system 12 of the test platform 10 to the brake system 1 signal;

[0060] Step S4 : simulating the pneumatic conditions and signal environment of the brake system 1 by the test platform 10 and detecting the brake pressure output and / or signal response of the brake system 1 .

[0061] Preferably, in step S4, the brake cylinder pressure, the parking brake pressure and the air spring pressure are respectively supplied to each brake valve by the pneumatic simulation module 11. Advantageously, the simulated axle speed is provided to each brake valve by the axle speed simulation unit 123 of the signal simulation module 12. In particular, the axle speed sensor 3 for the brake valve detects different axle speeds through gears with different rotation speeds.

[0062] The present invention is not limited to the embodiments shown, but includes or extends to all technical equivalents that may fall within the corresponding protection scope. The selected position descriptions in the description, such as top, bottom, left, right, etc., refer to the direct description and the drawings shown and can be transferred to the new position according to the meaning when the position changes.

[0063] Although the present invention has been disclosed as above in the form of a preferred embodiment, it is not intended to limit the present invention. Any person skilled in the art may make possible changes and modifications to the technical solution of the present invention by using the methods and technical contents disclosed above without departing from the spirit and scope of the present invention. Therefore, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall fall within the protection scope of the technical solution of the present invention.

[0064] The features disclosed in this application document may be implemented not only individually but also in any combination. It should also be noted that the various drawings of the present invention are schematic and may not be shown to scale. In various embodiments, the number, construction form and / or arrangement of components are also not limited to the examples shown. The values ​​listed in the specification are only reference values, and may exceed or be lower than the reference values ​​or shown values ​​when the dimensions or values ​​are appropriately selected.

Claims

1. A test platform for a distributed braking system of a rail vehicle, the braking system comprising a plurality of brake valves connected to each other in communication, the test platform comprising: - a pneumatic simulation module, the pneumatic simulation module comprising an air supply unit and a pneumatic adapter unit provided for each brake valve, the pneumatic adapter unit inputting the air supply pressure provided by the air supply unit via a pneumatic input main interface and outputting the brake cylinder pressure, parking brake pressure and air spring pressure to the corresponding port of the brake valve via different pneumatic output interfaces, the pneumatic adapter unit comprising a test point for collecting the brake cylinder pressure generated by the brake valve; - a signal simulation module, the signal simulation module is used to connect to the braking system through a train line and / or a train communication bus to simulate the signal interaction between the vehicle control system and the braking system, Wherein, the signal simulation module includes an axle speed simulation unit, and the axle speed simulation unit is used to provide a simulated axle speed to each brake valve. The axle speed simulation unit includes at least two axle speed simulators, and each axle speed simulator is provided with a motor, which drives the gears arranged thereon to rotate at different speeds, and the axle speed sensors for the brake valves are fixedly arranged to align with the outer circumference of the gears, wherein different axle speeds are provided to the brake valves by switching between different axle speed simulators.

2. The test platform according to claim 1, characterized in that: - the pneumatic adapter unit supplies brake cylinder pressure and / or parking brake pressure by controlling the switching valve; and / or - The pneumatic adapter unit supplies the air spring pressure by controlling the proportional valve.

3. The test platform according to claim 1, characterized in that: The test platform includes a human-computer interaction interface, through which the on-off of the brake cylinder pressure and the parking brake pressure, the value of the air spring pressure and the rotational speed in the at least two axle speed simulators can be set for each brake valve of the braking system, and the brake cylinder pressure value generated by the brake valve at the test point can be output.

4. The test platform according to any one of claims 1 to 3, characterized in that: The brake system is an EP 2002 brake system, which includes at least one gateway valve and one or more remote input and output valves and / or smart valves communicatively connected to the at least one gateway valve via a CAN bus.

5. The test platform according to any one of claims 1 to 3, characterized in that: The signal simulation module transmits the braking control information of the vehicle control system to the braking system to trigger different braking functions including normal braking, emergency braking and wheel anti-skid protection.

6. A test method for a distributed braking system of a rail vehicle, the test method being performed by means of a test platform according to any one of claims 1 to 5, the test method comprising: - Building a brake system including multiple brake valves that communicate with each other; - pneumatically connecting the pneumatic simulation module of the test platform to the brake system; - Connecting the signal simulation system of the test platform to the brake system signal; - simulating the pneumatic conditions and signal environment of the brake system by means of the test platform and detecting the brake pressure output and / or signal response of the brake system, Wherein, a simulated axle speed is provided to each brake valve through the axle speed simulation unit of the signal simulation module, and the axle speed simulation unit includes at least two axle speed simulators, in each axle speed simulator is provided with a motor, these motors respectively drive the gears arranged thereon to rotate at different speeds, and the axle speed sensors for the brake valves are respectively fixedly arranged to align with the outer circumference of the gears, wherein the axle speed sensors for the brake valves detect different axle speeds through gears with different speeds.

7. The testing method according to claim 6, characterized in that: The brake cylinder pressure, parking brake pressure and air spring pressure are supplied to each brake valve through the pneumatic simulation module.

Images