An interference checking test device for railway vehicle brake hoses

Abstract

The present invention provides a railway vehicle brake hose interference checking test device, belonging to the technical field of railway vehicle braking. The test device includes a first car body assembly, a second car body assembly, a first brake pipe and a second brake pipe. It can effectively simulate various operating conditions of the front and rear car bodies connected by couplers on railway vehicles, as well as the practical response of the brake hose connected between the front and rear car bodies. The connection form of the brake hose between the first car body assembly and the second car body assembly can be realized according to the actual design size requirements. And the connection form of the brake hose can be adjusted based on various design requirements. Thereby accurately simulating the actual operating state of the brake hose on railway vehicles, conveniently and quickly checking the interference between the railway vehicle brake hose and relevant boundaries, testing the matching of the brake hose under actual working conditions, and providing a test basis for the selection of the brake hose.

Description

Technical Field

[0001] The present invention relates to the technical field of railway vehicle braking, and particularly relates to an interference checking test device for railway vehicle braking hoses. Background Art

[0002] The function of the end braking hoses of the vehicle is to connect the main brake pipes of the air braking devices of adjacent vehicles together. The end braking hoses of adjacent vehicles are connected in sequence. The braking hose of the head vehicle of the train is connected to the braking hose of the locomotive, and the braking hose of the tail vehicle is blocked by a braking hose chain. In this way, the main brake pipes of the whole train can be connected in series, which is the train pipe that runs through the head and tail of the train. By charging or exhausting air into the train pipe by the locomotive, braking, releasing or stopping control of the whole train can be implemented.

[0003] During the product R & D process, due to changes in the standard system, vehicle gauge, and vehicle operation area, the length and installation position of the end braking hoses of the vehicle need to be designed and calculated. However, due to the flexible structure characteristics of the braking hoses and the complexity of the operating conditions, there are certain deviations between the design and installation schemes and the actual operating state. Currently, the common practice of each railway freight car design unit is to design and determine a technical solution, model it using 3D software to simulate the position of the hose cocks at the vehicle ends, and then install and operate it according to the determined scheme for testing. It is improved, corrected and finally finalized according to the trial operation conditions.

[0004] Due to the flexible structure characteristics of the end braking hoses of the vehicle and the complexity of the operating conditions, it is difficult to fully simulate the actual operating state only by theoretical analysis and 3D modeling to determine the length and installation position of the end braking hoses of the vehicle, and it is easy to cause the failure of the installation test due to design mistakes. The overall test process of repeated design, manufacturing and installation test is long and the consumption of materials and actual vehicles is large. Summary of the Invention

[0005] The embodiments of the present invention provide an interference checking test device for railway vehicle braking hoses, which can accurately simulate the actual operating state of the braking hoses on railway vehicles, conveniently and quickly check the interference between the railway vehicle braking hoses and relevant boundaries, test the matching performance of the braking hoses under actual working conditions, and provide a test basis for the selection of braking hoses. The technical solution is as follows:

[0006] The embodiments of the present invention provide an interference checking test device for railway vehicle braking hoses, including:

[0007] A first car body assembly, a second car body assembly, a first brake pipe and a second brake pipe,

[0008] The first car body assembly includes a first test bench, a first mounting bracket, and a first coupler. The first mounting bracket is mounted on the first test bench. A rotation adjustment mechanism and a first rotating shaft are provided on the first mounting bracket. The first rotating shaft is arranged horizontally and one end thereof is connected to the rotation adjustment mechanism. The rotation adjustment mechanism is configured to be able to drive the first rotating shaft to rotate. The first coupler includes a first coupler body and a first connection platform. The first coupler body is connected to one end of the first connection platform. The other end of the first connection platform is connected to the other end of the first rotating shaft. Two first adjustment rails are connected to the first connection platform. The two first adjustment rails are arranged horizontally and perpendicular to the first rotating shaft. The two first adjustment rails are symmetrically arranged with respect to the first rotating shaft. The first brake pipe is parallel to the first rotating shaft and is slidably mounted on one of the two first adjustment rails. A first cock is provided at one end of the first brake pipe close to the first coupler.

[0009] The second car body assembly includes a second test bench, a second mounting bracket, and a second coupler. A guide rail is provided on the second test bench. The guide rail is parallel to the first rotating shaft. The second mounting bracket is slidably mounted on the guide rail. A lifting bracket is provided on the second mounting bracket. The second coupler includes a second coupler body and a second connection platform. The second coupler body is connected to one end of the second connection platform. The other end of the second connection platform is connected to the lifting bracket. The lifting bracket is configured to be able to drive the second coupler to lift in the vertical direction. Two second adjustment rails are connected to the second connection platform. The two second adjustment rails are arranged horizontally and perpendicular to the first rotating shaft. The two second adjustment rails are symmetrically arranged with respect to the first rotating shaft. The second brake pipe is parallel to the first brake pipe and is slidably mounted on one of the two second adjustment rails. A second cock is provided at one end of the second brake pipe close to the second coupler. The second coupler body is fixedly connected to the first coupler body. The first cock and the second cock are used for connecting to the two ends of a brake hose.

[0010] Optionally, the first cock and the second cock are straight-end cocks or angle cocks.

[0011] Optionally, connection structures are provided on both the first adjustment rail and the second adjustment rail. The connection structure includes a slider and a plurality of pressing blocks. The slider is slidably mounted on the first adjustment rail and the second adjustment rail. The slider has a first arc-shaped groove. The pressing block has a second arc-shaped groove matching the first arc-shaped groove. The plurality of pressing blocks are connected to the slider by bolts and are arranged at intervals along the axis direction of the first rotating shaft. The second arc-shaped groove and the first arc-shaped groove are aligned to form a clamping hole for clamping the first brake pipe or the second brake pipe.

[0012] Optionally, a second rotating axis is provided on the first test bench, and the second rotating axis is arranged in a vertical direction. The first mounting frame is rotatably mounted on the second rotating axis, and a manual adjustment device is provided on the first mounting frame, and the manual adjustment device is used to drive the first mounting frame to rotate around the second rotating axis.

[0013] Optionally, a plurality of universal ball bearings are evenly spaced apart on the first test bench, and the bottom surface of the first mounting frame contacts the balls on the plurality of universal ball bearings.

[0014] Optionally, two limit blocks are provided on the first test bench, and the two limit blocks are provided on both sides of the first test bench, and the two limit blocks are arranged symmetrically with respect to the center line of the first test bench.

[0015] Optionally, a rack is provided on the guide rail, and the rack is parallel to the guide rail. A manual turning handle, a gear box and a driving gear are provided on the second mounting frame. The manual turning handle is connected to the driving gear through the gear box. The driving gear is located at the bottom of the second mounting frame and meshes with the rack.

[0016] Optionally, a counterweight box is provided on the lifting bracket, and a plurality of counterweight blocks are provided in the counterweight box.

[0017] The beneficial effects brought about by the technical solution provided by the embodiment of the present invention include at least:

[0018] The railway vehicle brake hose interference verification test device provided by the present invention can effectively simulate various operating conditions of the front and rear car bodies connected by the coupler on the railway vehicle during operation, as well as the practical response of the brake hose connected between the front and rear car bodies. When assembling the brake hose, the connection setting position between the first brake pipe and the two first adjustment rails, and between the second brake pipe and the two second adjustment rails can be adjusted according to the actual design size requirements, so as to realize the two connection forms of the brake hose being connected diagonally at the bottom of the first hook body and the second hook body, or the brake hose being connected linearly on the same side of the first hook body and the second hook body. At the same time, the relative position of the first plug gate and the second plug gate can be corrected and adjusted based on various design requirements to adjust the connection form of the brake hose. In this way, the actual use state of the brake hose in the railway vehicle can be accurately simulated, the railway vehicle brake hose and the related boundary interference can be conveniently and quickly verified, the matching of the brake hose under actual working conditions can be checked, and a test basis can be provided for the selection of the brake hose. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0020] Figure 1 It is a top view structural schematic diagram of a railway vehicle brake hose interference check test device provided by an embodiment of the present invention;

[0021] Figure 2 It is a front view structural schematic diagram of a railway vehicle brake hose interference check test device provided by an embodiment of the present invention;

[0022] Figure 3 It is an assembly top view of a first adjustment rail and a first brake pipe provided by an embodiment of the present invention;

[0023] Figure 4 It is an assembly front view of a first adjustment rail and a first brake pipe provided by an embodiment of the present invention;

[0024] Figure 5 It is an assembly left view of a first adjustment rail and a first brake pipe provided by an embodiment of the present invention;

[0025] Figure 6 It is a partial structure top view of a second car body assembly provided by an embodiment of the present invention;

[0026] Figure 7 It is a partial structure front view of a second car body assembly provided by an embodiment of the present invention;

[0027] Figure 8 It is a left view structural schematic diagram of a second car body assembly provided by an embodiment of the present invention;

[0028] Figure 9 It is a partial structure left view of a second car body assembly provided by an embodiment of the present invention;

[0029] Figure 10 It is a partial structure top view of a second car body assembly provided by an embodiment of the present invention;

[0030] Figure 11 It is a top view structural schematic diagram of a second test bench provided by an embodiment of the present invention;

[0031] Figure 12 It is a left view structural schematic diagram of a second test bench provided by an embodiment of the present invention;

[0032] Figure 13 It is a top view structural schematic diagram of a first test bench provided by an embodiment of the present invention.

[0033] 1 - First car body assembly; 2 - Second car body assembly; 3 - First brake pipe; 4 - Second brake pipe; 5 - Connection structure; 11 - First test bench; 12 - First mounting bracket; 13 - First coupler; 14 - Rotating adjustment mechanism; 15 - First rotating shaft; 21 - Second test bench; 22 - Second mounting bracket; 23 - Second coupler; 31 - First cock; 41 - Second cock; 51 - Slide block; 42 - Pressure block; 111 - Second rotating shaft; 112 - Universal ball bearing; 113 - Limit block; 114 - Rotation angle dial; 121 - Manual adjustment device; 131 - First coupler body; 132 - First connection platform; 133 - First adjustment rail; 211 - Guide rail; 221 - Lifting bracket; 222 - Manual turning handle; 223 - Gear box; 224 - Driving gear; 231 - Second coupler body; 232 - Second connection platform; 233 - Second adjustment rail; 511 - First arc groove; 512 - Second arc groove; 2111 - Rack; 2211 - Counterweight box; 2212 - Counterweight block; m - Brake hose. Specific embodiments

[0034] To make the objectives, technical solutions and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0035] During the product R & D process, due to changes in the standard system, vehicle gauge, and vehicle operation area, the length and installation position of the brake hose at the end of the vehicle need to be designed and calculated. However, due to the flexible structure characteristics of the brake hose and the complexity of the operating conditions, there are certain deviations between the design and installation scheme and the actual operating state. Currently, the common practice of each railway freight car design unit is to design and determine a technical solution, use 3D software to model, simulate the position of the hose cock at the end of the vehicle, and then install and test it according to the determined scheme. It is improved, corrected, and finally finalized according to the trial operation conditions.

[0036] Due to the flexible structure characteristics of the brake hose at the end of the vehicle and the complexity of the operating conditions, it is difficult to fully simulate the actual operating state only by theoretical analysis and 3D modeling to determine the length and installation position of the brake hose at the end of the vehicle, and it is easy to cause the failure of the loading test due to design mistakes. The overall test process of repeated design, manufacturing, and loading test is long and causes great consumption of materials and actual vehicles.

[0037] Figure 1 It is a top view structural schematic diagram of an interference check test device for a railway vehicle brake hose provided by an embodiment of the present invention. Figure 2 It is a front view structural schematic diagram of an interference check test device for a railway vehicle brake hose provided by an embodiment of the present invention. Figure 3 It is an assembled top view of the first adjustment rail and the first brake pipe provided by an embodiment of the present invention. Figure 4It is the front view of the assembly of the first adjusting rail and the first brake pipe provided by the embodiment of the present invention. Figure 5 It is the left view of the assembly of the first adjusting rail and the first brake pipe provided by the embodiment of the present invention.

[0038] Figure 6 It is the top view of the partial structure of the second car body assembly provided by the embodiment of the present invention. Figure 7 It is the front view of the partial structure of the second car body assembly provided by the embodiment of the present invention. Figure 8 It is the schematic left view structure of the second car body assembly provided by the embodiment of the present invention. Figure 9 It is the left view of the partial structure of the second car body assembly provided by the embodiment of the present invention. Figure 10 It is the top view of the partial structure of the second car body assembly provided by the embodiment of the present invention. Figure 11 It is the schematic top view structure of the second test bench provided by the embodiment of the present invention. Figure 12 It is the schematic left view structure of the second test bench provided by the embodiment of the present invention. Figure 13 It is the schematic top view structure of the first test bench provided by the embodiment of the present invention. As Figures 1 to 13 shown, through practice, the applicant provides a railway vehicle brake hose interference checking test device, including a first car body assembly 1, a second car body assembly 2, a first brake pipe 3 and a second brake pipe 4.

[0039] Among them, the first car body assembly 1 includes a first test bench 11, a first mounting bracket 12 and a first coupler 13. The first mounting bracket 12 is installed on the first test bench 11. A rotary adjustment mechanism 14 and a first rotary shaft 15 are provided on the first mounting bracket 12. The first rotary shaft 15 is arranged horizontally and one end is connected to the rotary adjustment mechanism 14. The rotary adjustment mechanism 14 is configured to be able to drive the first rotary shaft 15 to rotate. The first coupler 13 includes a first coupler body 131 and a first connection platform 132. The first coupler body 131 is connected to one end of the first connection platform 132. The other end of the first connection platform 132 is connected to the other end of the first rotary shaft 15. Two first adjusting rails 133 are connected to the first connection platform 132. The two first adjusting rails 133 are arranged horizontally and perpendicular to the first rotary shaft 15. The two first adjusting rails 133 are symmetrically arranged relative to the first rotary shaft 15. The first brake pipe 3 is parallel to the first rotary shaft 15 and is slidably installed on one of the two first adjusting rails 133. A first stop valve 31 is provided at one end of the first brake pipe 3 close to the first coupler 13.

[0040] The second car body assembly 2 includes a second test bench 21, a second mounting bracket 22 and a second coupler 23. The second test bench 21 is provided with a guide rail 211 which is parallel to the first rotation axis 15. The second mounting bracket 22 is slidably mounted on the guide rail 211. A lifting bracket 221 is provided on the second mounting bracket 22. The second coupler 23 includes a second coupler body 231 and a second connecting platform 232. The second coupler body 231 is connected to one end of the second connecting platform 232, and the other end of the second connecting platform 232 is connected to the lifting bracket 221. The lifting bracket 221 is configured to be able to drive the second coupler 23 to lift and lower in the vertical direction. Two second adjusting rails 233 are connected to the second connecting platform 232. The two second adjusting rails 233 are arranged horizontally and perpendicular to the first rotation axis 15. The two second adjusting rails 233 are symmetrically arranged with respect to the first rotation axis 15. The second brake pipe 4 is parallel to the first brake pipe 3 and is slidably mounted on one of the two second adjusting rails 233. A second stop valve 41 is provided at one end of the second brake pipe 4 close to the second coupler 23. The second coupler body 231 and the first coupler body 131 are fixedly connected. The first stop valve 31 and the second stop valve 41 are used to connect to the two ends of the brake hose m.

[0041] In the embodiment of the present invention, when performing the interference check test between the brake hose m and the relevant boundaries using the railway vehicle brake hose interference check test device, based on the design scheme, the relative positions of the first brake pipe 3 connected to the first adjusting rail 133 and the relative position of the second brake pipe 4 connected to the second adjusting rail 233 are preferentially adjusted, so that the installation and positioning dimensions of the first stop valve 31 on the first brake pipe 3 and the second stop valve 41 on the second brake pipe 4 are consistent with the design scheme on the actual vehicle. The first mounting bracket 12 and the second mounting bracket 22 can respectively simulate the front and rear two car bodies of a railway vehicle connected by a coupler, and the first brake pipe 3 and the second brake pipe 4 respectively simulate the brake pipelines arranged on the front and rear two carriages. After connecting the two ends of the brake hose m to the first stop valve 31 and the second stop valve 41 respectively, the installation state of the brake hose m between the two car bodies of the railway vehicle can be reproduced. Among them, the first brake pipe 3 can be connected to an air source to fill air at a set pressure, and the end of the second brake pipe 4 far from the second stop valve 41 is closed to simulate the air pressure inside the brake pipeline when the brake pipeline is filled with air during actual vehicle braking.

[0042] After installation and inflation are completed, by pushing the second test bench 21 to slide on the guide rail 211, the second test bench 21 moves away from or close to the first test bench 11 along the guide rail 211 to simulate the tensile or compression working conditions of the coupler buffer device between the front and rear two car bodies of a railway vehicle. The experimenter checks whether there will be interference between the brake hose m and the rail surface, the coupler buffer device and adjacent parts according to the state of the brake hose m before and after the test, whether the length and connection position of the brake hose m are appropriate, and whether there is a risk of the brake hose m being broken.

[0043] Furthermore, by operating the lifting support 221, the second mounting bracket 22 and the second coupler 23 can be driven to lift in the vertical direction, adjusting the relative height between the second coupler body 231 and the second brake pipe 4 disposed beside it and the first coupler 13, so as to simulate the interference situation between the brake hose m and the railway track surface, the coupler buffer device and adjacent components of the front and rear vehicles with different coupler center line heights under the coupling condition.

[0044] Furthermore, by operating the rotary adjustment mechanism 14 to drive the first rotary shaft 15 and the first coupler 13 connected to the first rotary shaft 15 to rotate, the overturning condition of the car body driven by the car dumper can be simulated. According to the state of the brake hose m during the overturning process, the experimenter can check whether there will be interference between the brake hose m and the railway track surface, the coupler buffer device and adjacent components under the overturning condition, whether the length and connection position of the brake hose m are appropriate, and whether there is a risk of the brake hose m being pulled off.

[0045] By using the railway vehicle brake hose interference checking test device provided by the present invention, various operating conditions of the front and rear car bodies connected by couplers on the railway vehicle and the response practical situation of the brake hose m connected between the front and rear car bodies can be effectively simulated. When assembling the brake hose m, the connection setting positions between the first brake pipe 3 and the two first adjustment rails 133, and between the second brake pipe 4 and the two second adjustment rails 233 can be adjusted according to the actual design dimension requirements, so as to realize two connection forms: the diagonal cross connection of the brake hose m under the lower parts of the first coupler body 131 and the second coupler body 231, or the straight connection of the brake hose m on the same side of the first coupler body 131 and the second coupler body 231. At the same time, the relative positions of the first stop valve 31 and the second stop valve 41 can be corrected and adjusted based on various design requirements to adjust the connection form of the brake hose m. Thus, the actual application state of the brake hose on the railway vehicle can be accurately simulated, the interference between the railway vehicle brake brake hose m and related boundaries can be checked conveniently and quickly, the matching of the brake hose m under actual working conditions can be tested, and an experimental basis for the selection of the brake hose can be provided.

[0046] Optionally, the first stop valve 31 and the second stop valve 41 are straight-end stop valves or angle cocks. Exemplarily, in the embodiment of the present invention, when the first brake pipe 3 and the second brake pipe 4 are respectively connected to the first adjusting rail 133 and the second adjusting rail 233 disposed on the same side of the first hook body 131 and the second hook body 231, the first stop valve 31 and the second stop valve 41 adopt straight-end stop valves, and the connection mode of the brake hose m is a straight-line connection on the same side of the coupler; when the first brake pipe 3 and the second brake pipe 4 are respectively connected to the first adjusting rail 133 and the second adjusting rail 233 disposed on opposite sides of the first hook body 131 and the second hook body 231, the first stop valve 31 and the second stop valve 41 adopt angle cocks, and the connection mode of the brake hose m is a diagonal cross connection at the lower part of the first hook body 131 and the second hook body 231. The tester can adopt different connection and installation modes for the brake hose m according to the actual connection form between the front and rear vehicles, improving the adaptability of the railway vehicle brake hose interference checking test device.

[0047] Optionally, a connection structure 5 is provided on both the first adjusting rail 133 and the second adjusting rail 233. The connection structure 5 includes a slider 51 and a plurality of pressing blocks 52. The slider 51 is slidably mounted on the first adjusting rail 133 and the second adjusting rail 233. The slider 51 has a first arc groove 511, and the pressing block 52 has a second arc groove 512 matching the first arc groove 511. The plurality of pressing blocks 52 are connected to the slider 51 by bolts and are arranged at intervals along the axis direction of the first rotating shaft 15. The second arc groove 512 and the first arc groove 511 are aligned to form a clamping hole for clamping the first brake pipe 3 or the second brake pipe 4. Exemplarily, in the embodiment of the present invention, taking the installation of the first brake pipe 3 as an example, when connecting the first brake pipe 3 to the first adjusting rail 133, the position of the slider 51 on the first adjusting rail 133 can be adjusted first, and then the first brake pipe 3 is correspondingly inserted into the first arc groove 511 on the slider 51 for preliminary positioning. Then, the second arc grooves 512 of the plurality of pressing blocks 52 are aligned with the side wall of the first brake pipe 3 and connected to the pressing blocks 52 by bolts. At this time, the second arc groove 512 on the pressing block 52 and the first arc groove 511 on the slider 51 are aligned to form a complete clamping hole to limit and clamp the first brake pipe 3, thereby stably installing the first brake pipe 3 on the first adjusting rail 133. The structure is simple, the installation is firm, and the assembly stability of the railway vehicle brake hose interference checking test device is improved. The connection mode of the second brake pipe 4 to the second adjusting rail 233 is the same as the connection mode of the first brake pipe 3 to the first adjusting rail 133, and will not be elaborated here.

[0048] Optionally, a second rotating shaft 111 is provided on the first test bench 11. The second rotating shaft 111 is arranged in the vertical direction. The first mounting bracket 12 is rotatably mounted on the second rotating shaft 111. A manual adjusting device 121 is provided on the first mounting bracket 12. The manual adjusting device 121 is used to drive the first mounting bracket 12 to rotate around the second rotating shaft 111. Exemplarily, in the embodiment of the present invention, when using this railway vehicle brake hose interference checking test device to perform the interference checking test between the brake hose m and the relevant boundaries, further, the first mounting bracket 12 can be driven to rotate around the second rotating shaft 111 in the horizontal direction by adjusting the manual adjusting device 121. Thereby driving the first brake pipe 3 and the brake hose m connected to the first connecting platform 132 to rotate relative to the second vehicle body assembly 2. Thereby simulating the working condition of the coupler buffer device swinging left and right when the vehicle body passes through a curve. The experimenter can check whether there will be mutual interference between the brake hose m and the rail surface, the coupler buffer device and adjacent parts under the curve passing condition according to the state of the brake hose m during the left and right swinging process, whether the length and connection position of the brake hose m are appropriate, and whether there is a risk of the brake hose m being pulled off. Thereby providing a more comprehensive test basis for the selection of the brake hose.

[0049] Optionally, a plurality of universal ball bearings 112 are evenly spaced on the first test bench 11. The bottom surface of the first mounting bracket 12 contacts the balls on the plurality of universal ball bearings 112. Exemplarily, in the embodiment of the present invention, by providing a plurality of universal ball bearings 112 on the first test bench 11, the first mounting bracket 12 is supported in contact by the balls of the universal ball bearings 112, and rolling contact is realized by the spherical surface of the balls, reducing the frictional resistance received by the first mounting bracket 12 during the horizontal rotation process, and improving the working smoothness and overall service life of the railway vehicle brake hose interference checking test device.

[0050] Optionally, two limit blocks 113 are provided on the first test bench 11. The two limit blocks 113 are arranged on both sides of the first test bench 11. The two limit blocks 113 are symmetrically arranged with respect to the midline of the first test bench 11. Exemplarily, in the embodiment of the present invention, by providing two limit blocks 113 to limit the maximum rotation stroke of the first mounting bracket 12, the rotation angle range of the first mounting bracket 12 is limited within the range of ±30° in the extension direction of the midline of the first test bench 11. Avoiding damage to the test device caused by excessive rotation and improving the test simulation accuracy at the same time.

[0051] Exemplarily, in the embodiment of the present invention, the experimenter can conveniently calibrate and align the rotation angle of the first mounting bracket 12 by providing a rotation angle scale 114 at the front end of the first test bench 11, further improving the test simulation accuracy.

[0052] Optionally, a rack 2111 is provided on the guide rail 211, and the rack 2111 is parallel to the guide rail 211. A manual handle 222, a gear box 223 and a driving gear 224 are provided on the second mounting frame 22. The manual handle 222 is connected to the driving gear 224 through the gear box 223. The driving gear 224 is located at the bottom of the second mounting frame 22 and meshes with the rack 2111. For example, in the embodiment of the present invention, the tester can use the manual handle 222 to drive the driving gear 224 clockwise or counterclockwise by using the gear system in the gear box 223, and the second mounting frame 22 is driven forward or backward along the guide rail 211 by the rotation of the driving gear 224 relative to the rack 2111. The transmission is coordinated between the rack 2111 and the driving gear 224, and the power transmission is large and the efficiency is high, and a constant transmission ratio can be guaranteed, the operation is stable, and the overall structure has high reliability.

[0053] Optionally, a counterweight box 2211 is provided on the lifting bracket 221, and a plurality of counterweight blocks 2212 are provided in the counterweight box 2211. Exemplarily, in the embodiment of the present invention, by providing the counterweight box 2211 on the lifting bracket 221, the tester can select a suitable number of counterweight blocks 2212 to be loaded according to the requirements, so as to adjust the counterweight on the side of the lifting bracket 221 away from the second coupler 23, so as to balance the weight of the second coupler 23. The overall stability of the second coupler 23 is improved when the lifting and lowering adjustment is performed.

[0054] Unless otherwise defined, the technical terms or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present invention belongs. The words "first", "second" and similar words used in the patent application specification and claims of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "one" do not indicate a quantity limitation, but indicate the existence of at least one. Words such as "include" or "comprise" and similar words mean that the elements or objects appearing before "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0055] The above descriptions are merely optional embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A braking hose interference check test device for railway vehicles, characterized in that Comprising: A first car body assembly (1), a second car body assembly (2), a first brake pipe (3) and a second brake pipe (4), The first car body assembly (1) includes a first test bench (11), a first mounting bracket (12) and a first coupler (13). The first mounting bracket (12) is mounted on the first test bench (11). A rotation adjustment mechanism (14) and a first rotating shaft (15) are provided on the first mounting bracket (12). The first rotating shaft (15) is arranged in the horizontal direction and one end thereof is connected to the rotation adjustment mechanism (14). The rotation adjustment mechanism (14) is configured to be able to drive the first rotating shaft (15) to rotate. The first coupler (13) includes a first coupler body (131) and a first connection platform (132). The first coupler body (131) is connected to one end of the first connection platform (132). The other end of the first connection platform (132) is connected to the other end of the first rotating shaft (15). Two first adjustment rails (133) are connected to the first connection platform (132). The two first adjustment rails (133) are arranged in the horizontal direction and perpendicular to the first rotating shaft (15). The two first adjustment rails (133) are symmetrically arranged with respect to the first rotating shaft (15). The first brake pipe (3) is parallel to the first rotating shaft (15) and is slidably mounted on one of the two first adjustment rails (133). A first shut-off valve (31) is provided at one end of the first brake pipe (3) close to the first coupler (13); The second vehicle body assembly (2) includes a second test bench (21), a second mounting bracket (22), and a second coupler (23). The second test bench (21) is provided with a guide rail (211) parallel to the first rotation axis (15). The second mounting bracket (22) is slidably mounted on the guide rail (211). A lifting bracket (221) is provided on the second mounting bracket (22). The second coupler (23) includes a second coupler body (231) and a second connection platform (232). The second coupler body (231) is connected to one end of the second connection platform (232), and the other end of the second connection platform (232) is connected to the lifting bracket (221). The lifting bracket (221) is configured to be able to drive the second coupler (23) to lift and lower in the vertical direction. Two second adjustment rails (233) are connected to the second connection platform (232). The two second adjustment rails (233) are arranged horizontally and perpendicular to the first rotation axis (15). The two second adjustment rails (233) are symmetrically arranged with respect to the first rotation axis (15). The second brake pipe (4) is parallel to the first brake pipe (3) and is slidably mounted on one of the two second adjustment rails (233). A second stop valve (41) is provided at one end of the second brake pipe (4) close to the second coupler (23). The second coupler body (231) is fixedly connected to the first coupler body (131). The first stop valve (31) and the second stop valve (41) are used to connect to the two ends of the brake hose (m). Connection structures (5) are provided on both the first adjustment rail (133) and the second adjustment rail (233). The connection structure (5) includes a slider (51) and a plurality of pressing blocks (52). The slider (51) is slidably mounted on the first adjustment rail (133) and the second adjustment rail (233). The slider (51) has a first arc-shaped groove (511). The pressing block (52) has a second arc-shaped groove (512) matching the first arc-shaped groove (511). The plurality of pressing blocks (52) are connected to the slider (51) by bolts and are arranged at intervals along the axis direction of the first rotation axis (15). The second arc-shaped groove (512) and the first arc-shaped groove (511) are aligned to form a clamping hole for clamping the first brake pipe (3) or the second brake pipe (4).

2. The railway vehicle brake hose interference check test device according to claim 1, wherein The first stop valve (31) and the second stop valve (41) are straight-end stop valves or angle cocks.

3. The railway vehicle brake hose interference check test device according to claim 1, wherein A second rotation axis (111) is provided on the first test bench (11). The second rotation axis (111) is arranged in the vertical direction. The first mounting bracket (12) is rotatably mounted on the second rotation axis (111). A manual adjustment device (121) is provided on the first mounting bracket (12). The manual adjustment device (121) is used to drive the first mounting bracket (12) to rotate around the second rotation axis (111).

4. The railway vehicle brake hose interference checking test device according to claim 3, characterized in that, A plurality of universal ball bearings (112) are evenly spaced on the first test bench (11), and the bottom surface of the first mounting frame (12) is in contact with the balls on the plurality of universal ball bearings (112).

5. The railway vehicle brake hose interference checking test device according to claim 4, characterized in that, The first test bench (11) is provided with two limit blocks (113), the two limit blocks (113) are arranged on both sides of the first test bench (11), and the two limit blocks (113) are arranged symmetrically with respect to the center line of the first test bench (11).

6. The railway vehicle brake hose interference check test device according to claim 1, wherein, The guide rail (211) is provided with a rack (2111), and the rack (2111) is parallel to the guide rail (211); the second mounting frame (22) is provided with a manual turning handle (222), a gear box (223) and a driving gear (224); the manual turning handle (222) is transmission-connected to the driving gear (224) via the gear box (223); the driving gear (224) is located at the bottom of the second mounting frame (22) and meshes with the rack (2111).

7. The railway vehicle brake hose interference checking test device according to claim 1, characterized in that, The lifting bracket (221) is provided with a counterweight box (2211), and a plurality of counterweight blocks (2212) are provided in the counterweight box (2211).

Images