Dynamic and static combined braking test method and dynamic and static combined braking test device

Abstract

The application provides a dynamic and static combined brake test method and a dynamic and static combined brake test device. The dynamic and static combined brake test method comprises the following steps: performing a static brake test to obtain pressure value change data of a static brake cylinder, wherein the pressure value change data is data of pressure value change over time; transmitting the pressure value change data to a pressure reproduction device to obtain reproduced air flow through the pressure reproduction device; and passing the reproduced air flow into a dynamic brake cylinder to perform a dynamic brake test to obtain brake performance parameters. Through the technical scheme provided in the application, the problem that the actual brake process of a train formed by cooperation of an air brake part and a foundation brake part cannot be simulated in related technologies can be solved.

Description

Technical Field

[0001] This invention relates to the field of train braking test technology, and more specifically, to a dynamic-static combined braking test method and a dynamic-static combined braking test device. Background Technology

[0002] In recent years, railway freight car accidents caused by braking system malfunctions have occurred frequently, which has had a great impact on train operation safety. Therefore, there is an urgent need for experimental support to study the braking performance of trains.

[0003] In related technologies, the braking system of a train includes an air braking component and a basic braking component. A static test bench is used to simulate the air braking component of the train's braking system, while a dynamic test bench is used to simulate the basic braking component of the braking system, in order to study the braking performance of the train.

[0004] However, in related technologies, static test benches and dynamic test benches are conducted independently, which cannot simulate the actual braking process of a train formed by the cooperation of the air braking system and the basic braking system. Summary of the Invention

[0005] This invention provides a dynamic-static combined braking test method and a dynamic-static combined braking test device to solve the problem in related technologies that it is impossible to simulate the actual braking process of a train formed by the cooperation of the air braking part and the basic braking part.

[0006] According to one aspect of the present invention, a dynamic-static combined braking test method is provided, the dynamic-static combined braking test method comprising: performing a static braking test to obtain pressure value change data of a static braking cylinder, the pressure value change data being data on pressure value change over time; transmitting the pressure value change data to a pressure reproduction device to obtain a reproduced airflow through the pressure reproduction device; and introducing the reproduced airflow into a dynamic braking cylinder to perform a dynamic braking test to obtain braking performance parameters.

[0007] Furthermore, the steps for conducting static braking tests and obtaining pressure change data for the static brake cylinders include: simulating the air braking process of the train; and acquiring pressure change data for each static brake cylinder.

[0008] Furthermore, the step of transmitting the pressure value change data to the pressure reproduction device and obtaining the reproduced airflow through the pressure reproduction device includes: transmitting the pressure value change data of all static brake cylinders to the pressure reproduction device; selecting the pressure value change data of one static brake cylinder from all the pressure value change data of the static brake cylinders as the reproduction parameter; and generating the reproduced airflow according to the reproduction parameter.

[0009] Furthermore, the step of generating the reproducible airflow based on the reproducible parameters includes: transmitting the reproducible parameters to the execution component; and generating the reproducible airflow at the dynamic test connection port of the execution component.

[0010] Furthermore, the step of transmitting the reproduction parameters to the execution component includes: generating a control signal that changes the voltage value over time based on the reproduction parameters; and transmitting the control signal to the execution component.

[0011] Furthermore, the steps of introducing reproducible airflow into the dynamic brake cylinder to conduct a dynamic braking test include: introducing reproducible airflow into the dynamic brake cylinder; the dynamic brake cylinder driving the basic braking assembly of the dynamic test vehicle to actuate, and the basic braking assembly driving the brake shoes to grip the wheels of the dynamic test vehicle.

[0012] Furthermore, the braking performance parameters include: braking transmission parameters of the dynamic test vehicle speed changing over time; and / or, braking force parameters of the brake shoe pressure changing over time; and / or, braking heat generation parameters of the wheel temperature changing over time; and / or, braking pressure parameters of the dynamic brake cylinder pressure changing over time.

[0013] Furthermore, the steps for obtaining braking performance parameters include: obtaining braking transmission parameters through a wheel speed sensor; and / or, obtaining braking force parameters through a brake shoe pressure sensor; and / or, obtaining braking heat generation parameters through a wheel temperature sensor; and / or, obtaining braking pressure parameters through a brake cylinder pressure sensor.

[0014] According to another aspect of the present invention, a dynamic-static combined braking test apparatus is provided, comprising: a static test bench including an air brake assembly and a pressure sensor disposed within a static brake cylinder of the air brake assembly; a pressure reproduction device having a static test data input terminal and a dynamic test connection port, the static test data input terminal being electrically connected to the pressure sensor; and a dynamic test bench including a dynamic test vehicle and a detection component disposed on the dynamic test vehicle, the dynamic test vehicle having a dynamic brake cylinder, the dynamic test connection port being connected to the dynamic brake cylinder. The dynamic-static combined braking test apparatus is capable of applying the dynamic-static combined braking test method provided above.

[0015] Furthermore, the pressure reproduction device includes: a control component, with a static test data input terminal located on the control component; and an execution component, including an execution air pipe and a regulating valve located on the execution air pipe, with a dynamic test connection port located at the outlet of the execution air pipe, and the regulating valve and the control component being electrically connected.

[0016] By applying the technical solution of this invention, a static braking test is conducted. The air braking part of the train's braking system is simulated on a static test bench to obtain the pressure change data of the static brake cylinder. The pressure change data is the data of the pressure value changing over time. The pressure change data is then transmitted to a pressure reproduction device, which obtains a reproduced airflow. The pressure value of the reproduced airflow changes over time in the same way as the pressure change of the static brake cylinder. The reproduced airflow is then introduced into the dynamic brake cylinder, thereby reproducing the pressure change of the static brake cylinder over time onto the dynamic brake cylinder. This causes the dynamic brake cylinder to produce the same pressure change process as the static brake cylinder, and a dynamic braking test is conducted to obtain braking performance parameters. This simulates the actual braking process of the train formed by the cooperation of the air braking part and the basic braking part. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A flowchart of the dynamic-static combined braking test method provided in an embodiment of the present invention is shown;

[0019] Figure 2 This invention provides a schematic diagram of the pressure reproduction device of the dynamic-static combined braking test apparatus.

[0020] Figure 3 This invention provides a schematic diagram of the pressure reproduction device of the dynamic-static combined braking test apparatus from another perspective.

[0021] Figure 4 This is a structural schematic diagram of the pressure reproduction device of the dynamic-static combined braking test apparatus provided in an embodiment of the present invention from another perspective.

[0022] The above figures include the following reference numerals:

[0023] 10. Housing; 11. Upper cavity; 12. Lower cavity; 13. Cooling fan; 14. Air source connection port; 15. Sensor interface; 16. Power interface; 17. Power switch; 18. Power indicator light; 19. Casters;

[0024] 20. Actuation component; 21. Actuation air pipe; 211. Air inlet port; 212. Dynamic test connection port; 22. Control valve; 23. Buffer air cylinder; 24. Pneumatic dual unit;

[0025] 30. Control component; 31. First pressure monitoring element; 32. Control element; 321. Host computer; 322. Control acquisition element; 33. Second pressure monitoring element; 34. Third pressure monitoring element;

[0026] 40. Shelf;

[0027] 50. Sound insulation layer;

[0028] 60. Input components; 61. Display. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] like Figure 1 As shown, this embodiment of the invention provides a method for combined dynamic and static braking test, which includes:

[0031] A static braking test was conducted to obtain the pressure change data of the static brake cylinder. The pressure change data is the data of the pressure value changing over time.

[0032] The pressure change data is transmitted to the pressure reproduction device, which then obtains the reproduced airflow.

[0033] The regenerated airflow is introduced into the dynamic brake cylinder to conduct a dynamic braking test and obtain braking performance parameters.

[0034] The static and dynamic combined braking test method provided in this embodiment is used to conduct a static braking test. The air braking part of the train's braking system is simulated on a static test bench to obtain the pressure change data of the static brake cylinder. The pressure change data is the data of the pressure value changing over time. The pressure change data is then sent to a pressure reproduction device, which obtains a reproduced airflow. The pressure value of the reproduced airflow changes over time in the same way as the pressure of the static brake cylinder changes over time. The reproduced airflow is then introduced into the dynamic brake cylinder, thereby reproducing the pressure change of the static brake cylinder over time in the dynamic brake cylinder. This causes the dynamic brake cylinder to produce the same pressure change process as the static brake cylinder, and a dynamic braking test is conducted to obtain braking performance parameters. This simulates the actual braking process of the train formed by the cooperation of the air braking part and the basic braking part.

[0035] The inventors discovered that the pressure difference between the brake cylinders of different vehicles of a train is greater than the pressure difference between the train pipe and the connection points of different vehicles. Using the dynamic-static combined braking test method provided in this embodiment, the pressure change of the static brake cylinder over time can be reproduced on the dynamic brake cylinder. This can simulate the actual braking process of the train formed by the cooperation of the air braking part and the basic braking part, thus reproducing the complete dynamic braking process of the train from air braking to basic braking. This increases the accuracy of the evaluation of the train's braking performance and also provides an experimental basis for the analysis and research of train braking system faults.

[0036] In this embodiment, the step of conducting a static braking test to obtain the pressure change data of the static brake cylinder includes:

[0037] Simulate the air braking process of a train formation;

[0038] The pressure change data of each static brake cylinder is obtained. By simulating the air braking process of a train, the pressure change data of each static brake cylinder can be obtained. This data can be used to reflect the air braking performance of the air braking components of each car in the train, providing experimental data support for the overall braking performance evaluation of the train and the study of braking performance differences between cars in the train.

[0039] In this embodiment, the step of transmitting pressure change data to a pressure reproduction device and obtaining the reproduced airflow through the pressure reproduction device includes:

[0040] All static brake cylinder pressure value change data are transmitted to the pressure reproduction equipment;

[0041] Select one static brake cylinder pressure change data from all static brake cylinder pressure change data as the reproduction parameter;

[0042] Reproduced airflow is generated based on the reproduction parameters. By selecting the pressure change data of one static brake cylinder from all static brake cylinder pressure change data as the reproduction parameter, it is possible to select one vehicle in the train formation as the research object. By using the pressure change data of the static brake cylinder of this vehicle as the reproduction parameter, and generating a reproduced airflow based on the reproduction parameter, the test data of the pressure change over time of any static brake cylinder obtained from the static test bench is reproduced on the dynamic brake cylinder, so that the dynamic brake cylinder produces the same pressure change process as the static brake cylinder, thereby simulating the actual braking process of a vehicle at any position in the train formed by the cooperation of the air braking system and the basic braking system.

[0043] In this embodiment, the step of generating the reproducible airflow based on the reproducible parameters includes:

[0044] The reproduction parameters are sent to the execution component 20;

[0045] The dynamic test connection port 212 of the actuator 20 generates a reproducible airflow. The reproducible parameters are sent to the actuator 20, and the dynamic test connection port 212 of the actuator 20 generates a reproducible airflow according to the reproducible parameters. The dynamic test connection port 212 can also be connected to the dynamic brake cylinder to allow the reproducible airflow into the dynamic brake cylinder.

[0046] In this embodiment, the step of transmitting the reproduction parameters to the execution component 20 includes:

[0047] A control signal is generated based on the reproduction parameters to show how the voltage value changes over time.

[0048] The control signal is transmitted to the actuator 20. A control signal is generated based on the reproduction parameters to change the voltage value over time, and the control signal is transmitted to the actuator 20, thereby controlling the dynamic test connection port 212 of the actuator 20 to generate the reproduction airflow.

[0049] In this embodiment, the step of introducing reproducible airflow into the dynamic braking cylinder to conduct a dynamic braking test includes:

[0050] The regenerated airflow is then introduced into the dynamic brake cylinder;

[0051] The dynamic brake cylinder drives the basic braking assembly of the dynamic test vehicle to actuate, and the basic braking assembly drives the brake shoes to grip the wheels of the dynamic test vehicle. By introducing reproducible airflow into the dynamic brake cylinder, the dynamic brake cylinder generates the same pressure change process as the static brake cylinder. The dynamic brake cylinder drives the basic braking assembly of the dynamic test vehicle to actuate, and the basic braking assembly drives the brake shoes to grip the wheels of the dynamic test vehicle, thus simulating the actual braking process of the train formed by the cooperation of the air braking system and the basic braking system.

[0052] In this embodiment, the braking performance parameters include braking speed change parameters of the dynamic test vehicle as a function of time, braking force parameters of brake shoe pressure as a function of time, braking heat parameters of wheel temperature as a function of time, and braking pressure parameters of dynamic brake cylinder pressure as a function of time. Obtaining these parameters increases the accuracy of the train's braking performance assessment and provides an experimental basis for fault analysis and research of the train braking system.

[0053] In this embodiment, the steps for obtaining braking performance parameters include obtaining braking transmission parameters using a wheel speed sensor, obtaining braking force parameters using a brake shoe pressure sensor, obtaining braking heat generation parameters using a wheel temperature sensor, and obtaining braking pressure parameters using a brake cylinder pressure sensor. The wheel speed sensor monitors the rotational speed of the wheels of the dynamic test vehicle, the brake shoe pressure sensor monitors the interaction force between the brake shoe and the wheel, the wheel temperature sensor monitors the wheel temperature, and the brake cylinder pressure sensor monitors the pressure changes of the dynamic brake cylinder to reflect the resistance of the dynamic brake cylinder in driving the basic braking components of the dynamic test vehicle.

[0054] Another embodiment of the present invention provides a dynamic-static combined braking test device, which includes a static test bench, a pressure reproduction device, and a dynamic test bench. The static test bench includes an air brake assembly and a pressure sensor disposed in the static brake cylinder of the air brake assembly. The pressure reproduction device has a static test data input terminal and a dynamic test connection port 212. The static test data input terminal and the pressure sensor are electrically connected. The dynamic test bench includes a dynamic test vehicle and a detection component disposed on the dynamic test vehicle. The dynamic test vehicle has a dynamic brake cylinder. The dynamic test connection port 212 is connected to the dynamic brake cylinder. The dynamic-static combined braking test device can apply the dynamic-static combined braking test method provided above.

[0055] Using the dynamic-static combined braking test device provided in this embodiment, a static braking test is conducted. On the static test bench, the air brake assembly simulates the air brake part of the train's braking system. The pressure sensor detects the pressure change in the static brake cylinder to obtain the pressure value change data of the static brake cylinder. The pressure value change data is then transmitted to the static test data input terminal of the pressure reproduction device. The dynamic test connection port 212 of the pressure reproduction device generates a reproduction airflow. The pressure value of the reproduction airflow changes with time in the same way as the pressure change of the static brake cylinder. The reproduction airflow is introduced into the dynamic brake cylinder, thereby reproducing the pressure change of the static brake cylinder with time on the dynamic brake cylinder. This causes the dynamic brake cylinder to produce the same pressure change process as the static brake cylinder, and a dynamic braking test is conducted to obtain braking performance parameters. This simulates the actual braking process of the train formed by the cooperation of the air brake part and the basic braking part.

[0056] Specifically, the static test bench uses a train of 150 cars for testing. The static test bench includes an air brake assembly of 150 cars in proportion. The air brake assembly includes various pipelines, air cylinders, brake cylinders, control valves and various auxiliary components.

[0057] Specifically, the dynamic test bench adopts a rolling braking test bench, with one vehicle in the train set as the dynamic test vehicle. The dynamic test bench is equipped with a motor and track wheels to drive the dynamic test vehicle to rotate and control its speed. The dynamic test bench is also equipped with an inertial wheel set to simulate the forward inertia of the dynamic test vehicle. The dynamic test bench is also equipped with various types of sensors to collect test data generated during the test.

[0058] like Figure 2 As shown, the pressure reproduction device includes a control component 30 and an execution component 20. A static test data input terminal is located on the control component 30. The execution component 20 includes an execution air pipe 21 and a regulating valve 22 located on the execution air pipe 21. A dynamic test connection port 212 is located at the outlet of the execution air pipe 21. The regulating valve 22 and the control component 30 are electrically connected. The control component 30 controls the opening and closing of the regulating valve 22 based on the pressure change data of the static brake cylinder received from the static test data input terminal, so that the dynamic test connection port 212 generates a reproduction airflow. The pressure change of the reproduction airflow over time is the same as the pressure change of the static brake cylinder over time.

[0059] like Figure 2 As shown, the pressure reproduction device also includes a housing 10. An air inlet port 211 is provided at the inlet of the actuation air pipe 21. The control component 30 includes a first pressure monitoring element 31 and a control element 32. The first pressure monitoring element 31 is disposed on the actuation air pipe 21 and located upstream of the regulating valve 22. Both the first pressure monitoring element 31 and the regulating valve 22 are electrically connected to the control element 32, so that the control element 32 controls the regulating valve 22 based on the test data received at the static test data input terminal and the monitoring data from the first pressure monitoring element 31. The first pressure monitoring element 31 monitors the air pressure at the air inlet port 211. The control element 32 controls the regulating valve 22 based on the test data received at the static test data input terminal and the monitoring data from the first pressure monitoring element 31 to change the air pressure at the dynamic test connection port 212, so that the change in air pressure at the dynamic test connection port 212 over time is the same as the change in pressure of the brake cylinder of the vehicle at that position over time.

[0060] like Figure 2 As shown, the control assembly 30 also includes a second pressure monitoring element 33 disposed on the actuation air pipe 21. The second pressure monitoring element 33 is located downstream of the regulating valve 22 and is electrically connected to the control assembly 32. The second pressure monitoring element 33 monitors the air pressure at the dynamic test connection port 212 to determine whether the regulating valve 22's adjustment of the air pressure at the dynamic test connection port 212 is reliable, and makes timely adjustments to ensure the reliable adjustment of the air pressure at the dynamic test connection port 212 by the regulating valve 22.

[0061] like Figure 2As shown, the actuator 20 also includes a buffer cylinder 23 disposed within the housing 10, with its outlet and inlet port 211 connected. By employing the buffer cylinder 23, the input airflow can be stabilized, improving the stability of the airflow pressure received at the inlet port 211, preventing airflow fluctuations, and ensuring reliable regulation of the air pressure at the dynamic test connection port 212 by the regulating valve 22.

[0062] like Figure 2 As shown, the control component 30 also includes a third pressure monitoring element 34 disposed on the buffer cylinder 23, and the third pressure monitoring element 34 is electrically connected to the control component 32. The third pressure monitoring element 34 is used to monitor the air pressure of the buffer cylinder 23 to ensure that the buffer cylinder 23 sufficiently stabilizes the input airflow, improves the stability of the air pressure received by the air inlet port 211, avoids airflow fluctuations, and ensures that the regulating valve 22 reliably regulates the air pressure of the dynamic test connection port 212.

[0063] like Figure 2 As shown, the actuator 20 also includes a pneumatic dual unit 24, with the outlet of the buffer cylinder 23 connected to the inlet of the pneumatic dual unit 24, and the outlet of the pneumatic dual unit 24 connected to the inlet port 211. The pneumatic dual unit 24 can dry and depressurize the input airflow, allowing the inlet port 211 to receive a dry airflow of suitable pressure.

[0064] like Figure 2 As shown, the pressure regeneration device also includes a mounting frame 40 placed inside the housing 10. The mounting frame 40 divides the inner cavity of the housing 10 into an upper cavity 11 and a lower cavity 12. The control component 30 is placed on the mounting frame 40 and located in the upper cavity 11, while the actuation component 20 is located in the lower cavity 12. Because the control component 30 is placed on the mounting frame 40 and located in the upper cavity 11, and the actuation component 20 is located in the lower cavity 12, when the opening of the regulating valve 22 changes, the vibration of the regulating valve 22 is indirectly transmitted to the control component 30 through the housing 10 and the mounting frame 40, thereby reducing the impact of the vibration of the regulating valve 22 on the control component 30.

[0065] like Figure 2 As shown, the pressure reproduction device also includes a sound insulation layer 50, which is provided on the inner wall of the lower cavity 12. When the opening of the regulating valve 22 changes, the regulating valve 22 emits noise. By using the aforementioned sound insulation layer 50, the noise can be filtered, reducing the noise pollution of the pressure reproduction device to the outside world.

[0066] like Figure 3 and Figure 4As shown, a cooling fan 13 is provided on the side wall of the housing 10. The inlet of the cooling fan 13 is connected to the upper cavity 11, and the outlet of the cooling fan 13 is connected to the outside. The cooling fan 13 dissipates the hot air in the upper cavity 11 to the outside, thereby cooling the control component 30 in the upper cavity 11, preventing the control component 30 from malfunctioning, and ensuring that the regulating valve 22 reliably regulates the air pressure at the dynamic test connection port 212.

[0067] In this embodiment, the regulating valve 22 is a proportional solenoid valve. By using the aforementioned proportional solenoid valve, the regulating valve 22 can improve the precision and accuracy of regulating the air pressure at the dynamic test connection port 212.

[0068] like Figure 2 As shown, the dynamic test connection port 212 is located on the housing 10, and the housing 10 is also provided with an air source connection port 14 that can be connected to the air inlet port 211. With the above structure, the air source device can be placed outside the housing 10, which can reduce the overall size of the pressure reproduction device and allow for flexible selection of the air source.

[0069] like Figure 2 As shown, the control unit 32 includes a host computer 321 and a control acquisition unit 322. The static test data input terminal is located on the host computer 321. The host computer 321, the regulating valve 22, and the first pressure monitoring device 31 are all electrically connected to the control acquisition unit 322. The test data received by the static test data input terminal, showing the pressure change of the vehicle's brake cylinder at any position on the static test bench over time, is transmitted to the host computer 321. The monitoring data from the first pressure monitoring device 31, the second pressure monitoring device 33, and the third pressure monitoring device 34 are transmitted to the host computer 321 via the control acquisition unit 322. The host computer 321 analyzes the test data of the selected vehicle and the monitoring data transmitted by the control acquisition unit 322 to output a control signal to the control acquisition unit 322. This causes the control acquisition unit 322 to control the regulating valve 22, converting the control signal into the air pressure value of the dynamic test connection port 212, thus reproducing the pressure change process.

[0070] Specifically, the host computer 321 adopts an industrial PC, and the host computer 321 can also store the test data received by the static test data input terminal, the monitoring data of the first pressure monitoring device 31, the monitoring data of the second pressure monitoring device 33, and the monitoring data of the third pressure monitoring device 34.

[0071] like Figure 3 As shown, the pressure reproduction device also includes an input component 60, which is disposed on the outer side wall of the housing 10 and is electrically connected to the control component 32. The input component 60 facilitates monitoring the experimental process and inputting experimental parameters and data.

[0072] like Figure 3 As shown, the input component 60 includes a display 61, a mouse, and a keyboard.

[0073] like Figure 4 As shown, the housing 10 is also provided with a sensor interface 15 that is electrically connected to the static test data input terminal. By using the aforementioned sensor interface 15 to electrically connect with the sensor of the brake cylinder of the static test bench, the test data of the static test bench is transmitted to the static test data input terminal.

[0074] like Figure 3 As shown, the housing 10 is also equipped with a power interface 16, a power switch 17, and a power indicator light 18. This structure allows for the control and display of the power-on status of the pressure reproduction device.

[0075] like Figure 3 As shown, a caster wheel 19 is provided at the lower end of the housing 10. Using the aforementioned caster wheel 19, the pressure reproduction device can be moved and parked according to the site environment during the test.

[0076] The main working principle of the dynamic-static combined braking test device provided in this embodiment is as follows: Pressure change data of the vehicle brake cylinder at a certain location in the train, collected from a static braking test bench or during vehicle operation, is transmitted to the host computer 321. A control algorithm converts the time-varying pressure data into time-varying voltage data, which is then transmitted to the control acquisition unit 322. Monitoring data from the first pressure monitoring unit 31, the second pressure monitoring unit 33, and the third pressure monitoring unit 34 are transmitted to the host computer 321 via the control acquisition unit 322. The host computer 321 analyzes the experimental data of the selected vehicle and the data from the control acquisition unit 322. The monitoring data transmitted by 2 is used to output voltage data that changes over time to the control acquisition unit 322, so that the control acquisition unit 322 controls the regulating valve 22, controls the pressure change of the dynamic test connection port 212, and controls the pressure change of the brake cylinder of the target vehicle, thus reproducing the pressure of the vehicle's brake cylinder. During the test, the control acquisition unit 322 can also acquire data such as brake cylinder pressure, brake shoe pressure, brake shoe temperature and vehicle running speed collected by the sensors of the dynamic test bench, and transmit them to the host computer 321. The host computer 321 stores the test data in the local database and NAS file storage system to complete the storage and backup of the test data.

[0077] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0078] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0079] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this invention; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0080] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0081] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0082] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., 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 method for combined static and dynamic braking test, characterized in that, The combined static and dynamic braking test method includes: A static braking test was conducted to obtain pressure change data of the static brake cylinder, wherein the pressure change data is the data of pressure change over time. The pressure change data is transmitted to a pressure reproduction device, which then generates a reproduced airflow. The reproducible airflow is introduced into the dynamic brake cylinder to conduct a dynamic braking test and obtain braking performance parameters. The steps for conducting static braking tests and obtaining data on the pressure changes of the static brake cylinder include: simulating the air braking process of a train formation; Obtain pressure change data for each of the static brake cylinders; The step of transmitting the pressure value change data to the pressure reproduction device and obtaining the reproduced airflow through the pressure reproduction device includes: transmitting the pressure value change data of all the static brake cylinders to the pressure reproduction device, selecting the pressure value change data of one static brake cylinder from all the pressure value change data of the static brake cylinders as the reproduction parameter, and generating the reproduced airflow according to the reproduction parameter; The step of generating the reproducible airflow based on the reproducible parameters includes: sending the reproducible parameters to the execution component (20), wherein the dynamic test connection port (212) of the execution component (20) generates the reproducible airflow.

2. The dynamic-static combined braking test method according to claim 1, characterized in that, The step of transmitting the reproduction parameters to the execution component (20) includes: A control signal for voltage value changing over time is generated based on the reproduction parameters; The control signal is transmitted to the execution component (20).

3. The dynamic-static combined braking test method according to claim 1 or 2, characterized in that, The steps of introducing the reproducible airflow into the dynamic brake cylinder to conduct a dynamic braking test include: The regenerated airflow is introduced into the dynamic braking cylinder; The dynamic brake cylinder drives the basic braking assembly of the dynamic test vehicle to operate, and the basic braking assembly drives the brake shoes to grip the wheels of the dynamic test vehicle.

4. The dynamic-static combined braking test method according to claim 3, characterized in that, The braking performance parameters include: The braking and transmission parameters of the dynamic test vehicle as a function of time; and / or, The braking force parameters of the brake shoe pressure changing with time; and / or, The braking heating parameters of the wheel's temperature change over time; and / or, The braking pressure parameter of the dynamic brake cylinder as the pressure changes over time.

5. The dynamic-static combined braking test method according to claim 4, characterized in that, The steps to obtain braking performance parameters include: The braking and transmission parameters are obtained through wheel speed sensors; and / or, The braking force parameters are obtained through a brake shoe pressure sensor; and / or, The braking heat parameters are obtained through wheel temperature sensors; and / or, The braking pressure parameters are obtained through a brake cylinder pressure sensor.

6. A dynamic-static combined braking test device, characterized in that, The combined static and dynamic braking test device includes: A static test bench, including an air brake assembly and a pressure sensor disposed within the static brake cylinder of the air brake assembly; The pressure reproduction device has a static test data input terminal and a dynamic test connection port (212), wherein the static test data input terminal is electrically connected to the pressure sensor; The dynamic test bench includes a dynamic test vehicle and a test piece mounted on the dynamic test vehicle. The dynamic test vehicle has a dynamic brake cylinder. The dynamic test connection port (212) is connected to the dynamic brake cylinder. The dynamic-static combined braking test device is capable of applying the dynamic-static combined braking test method according to any one of claims 1 to 5.

7. The dynamic-static combined braking test apparatus according to claim 6, characterized in that, The pressure reproduction device includes: Control component (30), wherein the static test data input terminal is disposed on the control component (30); The actuation component (20) includes an actuation tube (21) and a regulating valve (22) disposed on the actuation tube (21). The dynamic test connection port (212) is disposed at the outlet of the actuation tube (21). The regulating valve (22) and the control component (30) are electrically connected.

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