A braking system for a crash test vehicle

Abstract

This invention provides a braking system for a crash test vehicle, belonging to the field of vehicle braking technology. It includes an air cylinder, a relay valve, a connecting pipe, and a transmission mechanism. A first pipe and a second pipe are provided between the air cylinder and the relay valve. A first pneumatic shut-off valve is provided on the second pipe. The relay valve is connected to the brake cylinder. A third pipe is directly connected between the air cylinder and the brake pipe. A second pneumatic shut-off valve is provided on the third pipe and connected to the brake cylinder. A fourth pipe is provided on one side of the third pipe, with both ends connected to the third pipe and the brake pipe, respectively. A first cut-off plug is provided on the fourth pipe. A stroke valve is provided on the connecting pipe, and the transmission mechanism is connected to the stroke valve. The crash test vehicle braking system provided by this invention interlocks with the first pneumatic shut-off valve being closed during the braking system's charging and releasing states, and the second pneumatic shut-off valve being closed during the braking state, thereby ensuring the stability of the braking application and release states.

Description

Technical Field

[0001] This invention belongs to the field of vehicle braking technology, and more specifically, relates to a braking system for a crash test vehicle. Background Technology

[0002] There are two main types of braking systems for existing rail transit vehicles: automatic braking systems and direct-drive braking systems. Automatic braking systems are primarily used in locomotive-passenger car combinations, locomotive-freight car combinations, and power-centralized EMUs. The locomotive and the power car and control car of the power-braking EMU are equipped with a braking control system. The driver operates the brake controller to transmit commands to the braking control system, which converts the braking control commands into brake pipe pressure signals. The vehicle's brakes then generate brake cylinder pressure based on these brake pipe pressure signals. Direct-drive braking systems are mainly used in distributed-drive EMUs. Each car is equipped with a braking control system, and the driver also transmits commands to the braking control system via the brake controller. The braking control system then generates brake cylinder pressure through an electro-pneumatic switching valve based on the braking commands. Both automatic and direct-drive braking systems require the driver to operate the brake controller to generate braking commands, which are all electrical signals, and then converted into brake cylinder pressure signals.

[0003] However, in some special-purpose vehicles, such as those used for crash tests, due to the inherent danger of the tests, no one can operate the vehicle during the test. But after the test, the vehicle must brake and stop within a specified distance, which results in poor braking and deceleration stability during the crash test and inaccurate test results. Summary of the Invention

[0004] The purpose of this invention is to provide a braking system for a crash test vehicle to solve the technical problem of poor braking and mitigation stability in the prior art during crash tests.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A braking system for a collision test vehicle is provided, comprising a cylinder, a relay valve, a connecting pipe, and a transmission mechanism. A first pipe and a second pipe are provided between the cylinder and the relay valve. Both the first pipe and the second pipe are provided with test interfaces. The first pipe is used to connect to the input port of the relay valve, and the second pipe is used to connect to the pre-controlled pressure port of the relay valve. A first pneumatic shut-off valve is provided on the second pipe, which is used to connect to the brake pipe. The output port of the relay valve is used to connect to the brake cylinder. One end of the cylinder is provided with a third pipe for connecting to the brake pipe. A second pneumatic shut-off valve is provided on the third pipe. The stop valve is connected to the brake cylinder; both the first and second pneumatic stop valves are equipped with pilot valves. The pilot valve closes the first or second pneumatic stop valve when subjected to air pressure, and opens the first or second pneumatic stop valve when there is no air pressure; a fourth pipeline is provided on one side of the third pipeline. One end of the fourth pipeline is connected to the third pipeline and is located between the air cylinder and the second pneumatic stop valve, and the other end is connected to the brake pipe. A first shut-off plug is provided on the fourth pipeline; the brake pipe is used to connect to an external air source. One end of the connecting pipe is connected to the brake pipe. A stroke valve is provided on the connecting pipe. The transmission mechanism is connected to the stroke valve and is used to open the stroke valve.

[0006] In one possible implementation, the connecting pipe and the third pipe are connected to the brake pipe via a first four-way valve, and the third pipe is equipped with a throttle valve, the diameter of which is smaller than the diameter of the stroke valve.

[0007] In one possible implementation, the first pneumatic shut-off valve is connected to the brake pipe via a fifth pipeline, and a second four-way valve is provided on the third pipeline. The fourth pipeline and the fifth pipeline are respectively connected to the two valve ports of the second four-way valve. The second four-way valve is located between the throttle valve and the brake pipe.

[0008] In one possible implementation, a pressure regulating valve is provided on the second pipeline.

[0009] In one possible implementation, the braking system for the crash test vehicle further includes a plurality of second cut-off gates, with the second cut-off gates respectively provided at both ends of the brake pipe, and the brake pipe also having second cut-off gates located between the vehicles.

[0010] In one possible implementation, a third shut-off valve is provided in the air intake passage between the brake cylinder and the relay valve, and the third shut-off valve is provided with a side exhaust port.

[0011] In one possible implementation, one end of the air cylinder is provided with a main pipeline, and both the first pipeline and the second pipeline are connected to the main pipeline; a filter is provided on the main pipeline.

[0012] In one possible implementation, the transmission mechanism is provided with a rotating part for limiting the collision of the structure, and the rotating part is connected to the valve stem of the stroke valve.

[0013] The beneficial effects of the collision test vehicle braking system provided by this invention are as follows: Compared with the prior art, the collision test vehicle braking system of this invention first inflates the braking system by opening the first cut-off valve. Compressed air enters the brake pipe from an external air source, then passes through the first cut-off valves on the third and fourth pipes and enters the air cylinder. The compressed air in the air cylinder enters the first and second pipes respectively. The air in the first pipe enters the relay valve from the inlet. At this time, because the brake pipe is inflated, the first pneumatic shut-off valve is closed under the action of the pilot valve. Therefore, the compressed gas in the second pipe is not connected to the pre-controlled pressure port of the relay valve, and the relay valve is closed. The brake cylinder has no air, so the brake is in a released state. After being fully inflated, the first cut-off valve is closed. At this time, because the brake cylinder has no air, the second pneumatic shut-off valve is open under the action of the pilot valve. The compressed air in the air cylinder enters the brake pipe through the second pneumatic shut-off valve, maintaining the pressure of the brake pipe and preventing the first pneumatic shut-off valve from accidentally opening and causing braking. During the test, a limiting mechanism is set up at the test location. The transmission mechanism on the moving vehicle contacts the limiting mechanism, opening the stroke valve. Compressed air in the brake pipe passes through the stroke valve and is discharged into the atmosphere. The air pressure in the brake pipe decreases, causing the first pneumatic shut-off valve to open. Compressed gas in the air cylinder passes through the first pneumatic shut-off valve from the second pipeline, opening the pre-control pressure port on the relay valve. Then, the compressed air in the first pipeline can pass through the relay valve and act on the brake cylinder, which brakes the vehicle. Because the pre-control pressure port of the relay valve is open, the compressed air in the air cylinder passes through the relay valve and enters the brake cylinder until the brake cylinder pressure is balanced with the pre-control pressure port of the relay valve. If the brake cylinder leaks, the relay valve will open again to maintain the pressure inside the brake cylinder. In this way, the opening and closing states of the first and second pneumatic shut-off valves are controlled by the air pressure inside the brake pipe. Furthermore, the first pneumatic shut-off valve is closed when the brake system is charging and releasing, and the second pneumatic shut-off valve is closed when the brake system is braking, thus forming an interlock to ensure the stability of the brake application and release states during the test. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention, 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the braking system for a crash test vehicle provided in an embodiment of the present invention.

[0016] The following are the labeling elements in the figure:

[0017] 10. Air cylinder; 11. Relay valve; 12. Connecting pipe; 13. Transmission mechanism; 14. First pipeline; 15. Second pipeline; 16. Test interface; 17. First pneumatic shut-off valve; 18. Third pipeline; 19. Second pneumatic shut-off valve; 20. Pilot valve; 21. Fourth pipeline; 22. First shut-off valve; 23. Stroke valve; 24. First four-way valve; 25. Throttle valve; 26. Fifth pipeline; 27. Second four-way valve; 28. Pressure regulating valve; 29. ​​Second shut-off valve; 30. Third shut-off valve; 31. Filter; 32. Brake cylinder; 33. Brake pipe. Detailed Implementation

[0018] To make the technical problems, solutions, and beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0020] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and 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 the present invention.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] Please see Figure 1 The present invention will now describe the braking system for a collision test vehicle. A braking system for a collision test vehicle includes a cylinder 10, a relay valve 11, a connecting pipe 12, and a transmission mechanism 13. A first pipe 14 and a second pipe 15 are provided between the cylinder 10 and the relay valve 11. Both the first pipe 14 and the second pipe 15 are provided with test interfaces 16. The first pipe 14 is used to connect to the input port of the relay valve 11, and the second pipe 15 is used to connect to the pre-controlled pressure port of the relay valve 11. A first pneumatic shut-off valve 17 is provided on the second pipe 15, which is used to connect to the brake pipe 33. The output port of the relay valve 11 is used to connect to the brake cylinder 32. One end of the cylinder 10 is provided with a third pipe 18 for connecting to the brake pipe 33. A second pneumatic shut-off valve 19 is provided on the third pipe 18, and the second pneumatic shut-off valve 19 is connected to the brake cylinder 32. Cylinder 32 is connected; both the first pneumatic shut-off valve 17 and the second pneumatic shut-off valve 19 are equipped with pilot valves 20. When the pilot valve 20 is subjected to air pressure, it closes the first pneumatic shut-off valve 17 or the second pneumatic shut-off valve 19. When there is no air pressure, it opens the first pneumatic shut-off valve 17 or the second pneumatic shut-off valve 19. A fourth pipeline 21 is provided on one side of the third pipeline 18. One end of the fourth pipeline 21 is connected to the third pipeline 18 and is located between the air cylinder 10 and the second pneumatic shut-off valve 19. The other end is connected to the brake pipe 33. A first cut-off plug 22 is provided on the fourth pipeline 21. The brake pipe 33 is used to connect to an external air source. One end of the connecting pipe 12 is connected to the brake pipe 33. A stroke valve 23 is provided on the connecting pipe 12. The transmission mechanism 13 is connected to the stroke valve 23 and is used to open the stroke valve 23.

[0023] Compared with the prior art, the braking system for crash test vehicles provided by this invention first charges the braking system with air. The first cut-off valve 22 is opened, and compressed air enters the brake pipe 33 from the external air source. Then, it passes through the first cut-off valve 22 on the third pipe 18 and the fourth pipe 21 and enters the air cylinder 10. The compressed air in the air cylinder 10 enters the first pipe 14 and the second pipe 15 respectively. The air in the first pipe 14 enters the relay valve 11 from the inlet. At this time, because the brake pipe 33 is charged with air, the first pneumatic shut-off valve 17 is closed under the action of the pilot valve 20. Therefore, the compressed gas in the second pipe 15 is not connected to the pre-controlled pressure port of the relay valve 11, and the relay valve 11 is closed. The brake cylinder 32 has no air, so the brake is in a released state. After the air cylinder is filled, the first shut-off valve 22 is closed. At this time, since there is no air in the brake cylinder 32, the second pneumatic shut-off valve 19 is in the open state under the action of the pilot valve 20. The compressed air in the air cylinder 10 enters the brake pipe 33 through the second pneumatic shut-off valve 19, so as to maintain the pressure of the brake pipe 33 and prevent the first pneumatic shut-off valve 17 from opening accidentally and causing braking. During the test, a limiting mechanism is set up at the test site. The transmission mechanism 13 on the moving vehicle contacts the limiting mechanism, opening the stroke valve 23. The compressed air in the brake pipe 33 passes through the stroke valve 23 and is discharged into the atmosphere. The air pressure in the brake pipe 33 decreases, causing the first pneumatic shut-off valve 17 to open. The compressed gas in the air cylinder 10 passes through the first pneumatic shut-off valve 17 from the second pipeline 15, opening the pre-control pressure port on the relay valve 11. Then, the compressed air in the first pipeline 14 can pass through the relay valve 11 and act on the brake cylinder 32, which brakes the vehicle. Because the pre-control pressure port of the relay valve 11 is connected, the compressed air in the air cylinder 10 passes through the relay valve 11 and enters the brake cylinder 32 until the pressure in the brake cylinder 32 is balanced with the pre-control pressure port of the relay valve 11. If the brake cylinder 32 leaks, the relay valve 11 will open again to maintain the pressure in the brake cylinder 32. In this way, the opening and closing states of the first pneumatic shut-off valve 17 and the second pneumatic shut-off valve 19 are controlled by the air pressure in the brake pipe 33. An interlock is formed by the first pneumatic shut-off valve 17 being closed when the brake system is charging and releasing, and the second pneumatic shut-off valve 19 being closed when the brake system is braking, thereby ensuring the stability of the brake application or release state.

[0024] Before use, adjust the pressure of the pre-control pressure port of the relay valve 11 to control whether the relay valve 11 is in the open state, so that the compressed gas in the first pipeline 14 will not pass through the relay valve 11 under the conditions of air filling and pressure holding.

[0025] After the stroke valve 23 opens, it needs to be manually reset. Therefore, the brake pipe 33 is always in the exhaust state. To prevent the compressed air from the air cylinder 10 from continuously being discharged to the atmosphere through the third pipe 18, a second pneumatic shut-off valve 19 is installed in this passage. The pilot pressure of its pilot valve 20 is the pressure of the brake cylinder 32. When braking, the second pneumatic shut-off valve 19 closes under the action of the pilot pressure, thereby closing the third pipe 18 between the air cylinder 10 and the brake pipe 33. After the second pneumatic shut-off valve 19 closes, the compressed air from the air cylinder 10 is no longer discharged through the brake pipe 33. At the same time, the compressed air in the brake pipe 33 can still be connected to the atmosphere through the exhaust port of the second pneumatic shut-off valve 19. Even if the stroke valve 23 is accidentally closed, the brake pipe 33 will always be in a no-air state. In this way, the stability of the braking application or release state can be ensured by interlocking the two pneumatic shut-off valves. After parking, manually reset the stroke valve 23 and reopen the first cut-off valve 22. The compressed air from the air cylinder 10 enters the brake pipe 33. The first pneumatic shut-off valve 17 closes under the pressure of the pilot valve 20, thereby putting the second pipeline 15 in an open circuit state. The pre-controlled pressure of the relay valve 11 is discharged to the atmosphere through the exhaust port of the first pneumatic shut-off valve 17, thereby discharging the compressed air from the brake cylinder 32 to the atmosphere through the relay valve 11, achieving the purpose of brake release.

[0026] The function of relay valve 11 is to control a large output pressure by using a small pre-control pressure. Its opening and closing state is determined by the balance between the pre-control pressure and the output pressure. When the pre-control pressure is 0, relay valve 11 is closed, and the output pressure is also 0. When the pre-control pressure rises, it becomes greater than the output pressure, and relay valve 11 is in a charging state, connecting the inlet and outlet, causing the output outlet charging pressure to rise. When the pre-control pressure and output pressure are balanced, relay valve 11 is in a pressure-holding state, closing the inlet and outlet connections. When the pre-control pressure drops, it becomes less than the output pressure, and relay valve 11 is in a venting state, connecting the output outlet to the exhaust port, causing the output outlet exhaust pressure to drop. Relay valve 11 is widely used in straight-through braking systems.

[0027] Before the test, with the vehicle stationary, confirm that each stroke valve 23 is closed and the first cut-off valve 22 is open. Then, supply air to the brake pipe 33 via an external air source until the vehicle brakes are released, and measure the pressure of the air cylinder 10 through the test interface 16 on the first pipeline 14 to ensure it reaches the target pressure. After that, close the first cut-off valve 22 and remove the external air source. Adjust the pressure regulating valve 28 as needed to change the pre-control pressure of the relay valve 11. Measure the pre-control pressure of the brake cylinder 32 through the test interface 16 on the second pipeline 15 to ensure it reaches the target pressure. The recommended pressure setting is 420 kPa.

[0028] Setting the travel valve 23 as a solenoid valve, it can also be used to exhaust air from the train pipes by means of a travel switch or other methods.

[0029] Please see Figure 1 As a specific embodiment of the braking system for a collision test vehicle provided by the present invention, the connecting pipe 12 and the third pipe 18 are connected to the brake pipe 33 through the first four-way valve 24. The third pipe 18 is provided with a throttle valve 25, the diameter of which is smaller than the diameter of the stroke valve 23. The connecting pipe 12 and the third pipe 18 are connected to two valve ports opposite to the first four-way valve 24, while the brake pipe 33 is formed by two pipes connected to the other two valve ports of the first four-way valve 24. That is, the connecting pipe 12, the third pipe 18 and the brake pipe 33 are arranged in a cross structure, which simplifies the pipeline and realizes the connection between the connecting pipe 12, the third pipe 18 and the brake pipe 33. Furthermore, a throttle valve 25 is provided at one end of the third pipe 18 near the first four-way valve 24, and the diameter of the throttle valve 25 is smaller than the diameter of the stroke valve 23. During the test, after the stroke valve 23 is opened, the compressed air in the brake pipe 33 will be quickly discharged to the atmosphere through the stroke valve 23.

[0030] Please see Figure 1 As a specific embodiment of the braking system for a collision test vehicle provided by the present invention, the first pneumatic shut-off valve 17 is connected to the brake pipe 33 through the fifth pipe 26. The third pipe 18 is provided with a second four-way valve 27. The fourth pipe 21 and the fifth pipe 26 are respectively connected to the two valve ports of the second four-way valve 27. The second four-way valve 27 is located between the throttle valve 25 and the brake pipe 33. That is, the third pipe 18, the fourth pipe 21 and the fifth pipe 26 are arranged in a cross structure through the second four-way valve 27. Since the end of the third pipe 18 away from the air cylinder 10 is directly connected to the brake pipe 33, the fourth pipe 21 and the fifth pipe 26 are connected to the brake pipe 33. This method simplifies the pipe arrangement and shortens the pipe length.

[0031] Please see Figure 1 As a specific embodiment of the braking system for a collision test vehicle provided by the present invention, a pressure regulating valve 28 is provided on the second pipeline 15. The pressure regulating valve 28 can adjust the pre-controlled pressure within the relay valve 11, thereby achieving the purpose of regulating the pressure of the brake cylinder 32. By using the pressure regulating valve 28 to pre-set the pressure of the brake cylinder 32, the braking force can be made more stable. In this application, the relay valve 11 can be eliminated, and the pressure output from the pressure regulating valve 28 can be directly supplied to the brake cylinder 32. However, directly supplying air to the brake cylinder 32 through the pressure regulating valve 28 requires increasing the pipeline diameter, prolonging the time for the brake cylinder 32 pressure to rise, extending the braking distance, and reducing safety.

[0032] Please see Figure 1As a specific embodiment of the collision test vehicle braking system provided by the present invention, the collision test vehicle braking system also includes multiple second cut-off gates 29. Second cut-off gates 29 are respectively provided at both ends of the brake pipe 33, and second cut-off gates 29 located between vehicles are also provided on the brake pipe 33. Depending on the test requirements, a single-vehicle or multi-vehicle formation can be selected. Generally, the driving vehicle is a single vehicle, with a locomotive attached to the rear after carrying the test specimen. The passive vehicles can be in a multi-vehicle formation (the specific number of vehicles in the formation is determined according to the test speed). When forming a formation, the second cut-off gates 29 between vehicles are opened, and the second cut-off gates 29 at both ends of the brake pipe 33 corresponding to the entire train of vehicles are closed.

[0033] Please see Figure 1 As a specific embodiment of the braking system for a collision test vehicle provided by the present invention, a third cut-off valve 30 is provided on the air intake passage between the brake cylinder 32 and the relay valve 11, and a side exhaust port is provided on the third cut-off valve 30; when the vehicle is stationary before the test, it is confirmed that the stroke valve 23 of each vehicle and the third cut-off valve 30 are in the closed state; the third cut-off valve 30 is provided so that in special circumstances, the brake cylinder 32 can be manually connected to the side exhaust port of the third cut-off valve 30 to achieve the purpose of manually relieving the braking.

[0034] Please see Figure 1 As a specific embodiment of the braking system for a collision test vehicle provided by the present invention, one end of the air cylinder 10 is provided with a main pipeline, and the first pipeline 14 and the second pipeline 15 are both connected to the main pipeline; a filter 31 is provided on the main pipeline. The filter 31 can filter impurities in the compressed air to avoid damage to various components caused by impurities, which would reduce the accuracy of the test or even prevent the entire braking system from working properly.

[0035] Please see Figure 1 As a specific embodiment of the braking system for a collision test vehicle provided by the present invention, the transmission mechanism 13 is provided with a rotating part for limiting the collision of the limiting structure, and the rotating part is connected to the valve stem of the stroke valve 23; a limiting structure is set on the ground, and the rotating part on the moving vehicle contacts the limiting structure, thereby causing the rotating part to rotate and drive or connect to the valve stem on the stroke valve 23, so as to open the stroke valve 23, thereby achieving unmanned operation.

[0036] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A braking system for a crash test vehicle, characterized in that, The system includes an air cylinder, a relay valve, a connecting pipe, and a transmission mechanism. A first pipe and a second pipe are provided between the air cylinder and the relay valve. Both the first and second pipes have test interfaces. The first pipe connects to the input port of the relay valve, and the second pipe connects to the pre-control pressure port of the relay valve. A first pneumatic shut-off valve is provided on the second pipe, which is connected to the brake pipe. The output port of the relay valve is connected to the brake cylinder. One end of the air cylinder has a third pipe for connecting to the brake pipe. A second pneumatic shut-off valve is provided on the third pipe, which is connected to the brake cylinder. The first pneumatic shut-off valve... Both the stop valve and the second pneumatic shut-off valve are equipped with pilot valves. The pilot valve closes the first or second pneumatic shut-off valve when subjected to air pressure, and opens the first or second pneumatic shut-off valve when there is no air pressure. A fourth pipeline is provided on one side of the third pipeline. One end of the fourth pipeline is connected to the third pipeline and is located between the air cylinder and the second pneumatic shut-off valve. The other end is connected to the brake pipe. A first shut-off plug is provided on the fourth pipeline. The brake pipe is used to connect to an external air source. One end of the connecting pipe is connected to the brake pipe. A stroke valve is provided on the connecting pipe. The transmission mechanism is connected to the stroke valve and is used to open the stroke valve.

2. The braking system for a crash test vehicle as described in claim 1, characterized in that, The connecting pipe and the third pipe are connected to the brake pipe through the first four-way valve. The third pipe is equipped with a throttle valve, and the diameter of the throttle valve is smaller than the diameter of the stroke valve.

3. The braking system for a crash test vehicle as described in claim 2, characterized in that, The first pneumatic shut-off valve is connected to the brake pipe via the fifth pipeline. A second four-way valve is provided on the third pipeline. The fourth pipeline and the fifth pipeline are respectively connected to the two valve ports of the second four-way valve. The second four-way valve is located between the throttle valve and the brake pipe.

4. The braking system for a crash test vehicle as described in claim 1, characterized in that, A pressure regulating valve is installed on the second pipeline.

5. The braking system for a crash test vehicle as described in claim 1, characterized in that, The braking system for the crash test vehicle also includes multiple second cut-off gates, with the second cut-off gates respectively installed at both ends of the brake pipe, and the brake pipe also has a second cut-off gate located between the vehicles.

6. The braking system for a crash test vehicle as described in claim 1, characterized in that, A third shut-off valve is provided on the air intake passage between the brake cylinder and the relay valve, and a side exhaust port is provided on the third shut-off valve.

7. The braking system for a crash test vehicle as described in claim 1, characterized in that, One end of the air cylinder is provided with a main pipeline, and both the first pipeline and the second pipeline are connected to the main pipeline; a filter is provided on the main pipeline.

8. The braking system for a crash test vehicle as described in claim 1, characterized in that, The transmission mechanism is provided with a rotating part for limiting the collision of the structure, and the rotating part is connected to the valve stem of the stroke valve.

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