Railway wagon air brake performance test bench

Abstract

This invention discloses a test bench for the air braking performance of railway freight cars. The test bench includes an air testing unit comprising TB-1, TB-2, TB-3, AAR, and UIC test benches; a test control console for controlling the braking performance testing of one or more test benches within the air testing unit; a software measurement and control system for setting the test parameters of the air testing unit during testing and acquiring test data for uploading to a data management center; and a single-vehicle tester for controlling the braking performance testing of a single vehicle. This invention can simulate whole-vehicle braking performance testing and synchronous comparative testing, obtaining braking performance parameters of air braking systems and brake components for vehicles according to TB, AAR, and UIC standards. This provides test data support for new product development, verifies and improves product design, and can proactively avoid or reduce safety hazards during product use, thereby improving the safety and reliability of product operation.

Description

Technical Field

[0001] This invention relates to the technical field of railway vehicle braking performance testing, and specifically to a railway freight car air braking performance testing bench. Background Technology

[0002] Currently, the railway freight cars designed and manufactured by the leading design units involve standard systems such as TB, AAR, UIC, and ROA. Due to the differences in standard systems, vehicle models, braking configurations, and user requirements, the design of braking systems requires verification through relevant existing tests. This includes considering factors such as the selection of brake valves, the matching relationship between the volume of the air reservoir and the specifications of the brake cylinder, the brake cylinder pressure, and whether the braking and release performance of the braking system meets relevant standards, technical specifications, and user requirements. Additionally, it is necessary to verify whether the addition of new braking components or devices, such as automatic parking brakes, affects the braking performance of the existing air braking system and whether it affects the mixed formation of new and existing vehicles. Relying solely on experience, analogy, and theoretical analysis is no longer sufficient to fully meet the needs of product development.

[0003] During product development, preliminary tests are required for the air braking system, including brake release performance tests, synchronous comparison tests, air cylinder volume matching tests, compatibility tests between new braking components or devices and existing braking systems, and brake configuration verification tests for long-distance single-car trains. To meet the testing and verification needs of different train models or braking systems with varying standards and braking configurations, the leading design units of railway freight cars have built many temporary test benches around their own developed products. These test benches are usually designed for the fixed structure and interfaces of specific products and can only conduct braking performance tests on single, specific configuration braking systems, lacking versatility and reusability.

[0004] Most test benches temporarily erected by domestic and international freight car manufacturers for specific product development projects are multifunctional, highly targeted, lack versatility, and are incompatible with rapid switching and adjustment capabilities. Furthermore, these test benches are frequently abandoned or lost, making management and reuse difficult and resulting in significant resource waste. Therefore, designing and manufacturing a versatile, compatible, rapidly switchable, and reusable test bench for the air braking performance of railway freight cars is of paramount importance. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the above-mentioned background technology and provide a test bench for the air braking performance of railway freight cars. This test bench has the functions of rapid configuration, rapid switching and adjustment and can be reused, providing test basis for the rationality and feasibility of air braking system design, selection and configuration.

[0006] To achieve the above objectives, the railway freight car air brake performance test bench designed in this invention includes an air test bench unit, which comprises a TB-1 test bench, a TB-2 test bench, a TB-3 test bench, an AAR test bench, and a UIC test bench, connected in the order of TB-3, TB-2, TB-1, AAR, and UIC test benches, with adjacent test benches connected by brake hose connectors; a test control console for controlling the braking performance test of one or more test benches in the air test bench unit; a software measurement and control system for setting the test parameters of the air test bench unit during the test and acquiring test data and uploading it to the data management center; and a single-vehicle tester for controlling the test during the braking performance test of a single vehicle.

[0007] Furthermore, each test bench in the air test bench unit includes an aluminum alloy frame, on which are mounted a brake pipe module, an air reservoir module, a brake valve module, an empty / loaded vehicle adjustment device module, a brake cylinder module, a data acquisition module, a test display module, and a marking module.

[0008] Furthermore, the aluminum alloy platform is a multi-layer frame structure formed by connecting several corner columns, transverse beams, longitudinal beams and vertical beams. Each corner column, transverse beam, longitudinal beam and vertical beam has a T-shaped mounting groove. The connection between adjacent beams is made by reinforcing corner fittings. A light-transmitting protective plate is provided on the top of the aluminum alloy platform. A mounting base is provided on the bottom of the aluminum alloy platform, and an oblong mounting hole is provided on the mounting base.

[0009] Furthermore, the brake pipe module includes a main brake pipe, a branch brake pipe, a combined dust collector, a brake hose connector, an angle plug, and a cut-off plug;

[0010] The brake main tube includes a fixed-length main tube and a main tube length adjustment module. The fixed-length main tube and the main tube length adjustment module are connected in parallel. Both ends of the fixed-length main tube are provided with angle plugs, which are then connected to the brake hose connector. The brake hose connector is used to connect each test bench in series.

[0011] The main pipe length adjustment module includes several adjustment main pipes, which are connected to the fixed length main pipes by a three-way ball valve; the fixed length main pipe is equipped with a leak plug and a gas flow meter, and the leak plug is connected to the brake main pipe by a quick-connect connector; both the fixed length main pipe and the adjustment main pipe are equipped with a pressure sensor for collecting test data.

[0012] The brake branch pipe includes several connecting branch pipes, which are used to connect the pressurized air pipelines between the air reservoir module, the brake valve module, the empty / loaded vehicle adjustment device module, the brake cylinder module, or the test piece; the connecting branch pipe is equipped with a shut-off valve to control the opening and closing of the pressurized air pipelines between each brake component or test piece.

[0013] A combined dust collector is provided between the main brake pipe and the branch brake pipe. The input end of the combined dust collector is connected to the main brake pipe through the main pipe tee, and the output end of the combined dust collector is connected to the brake valve and its downstream brake components or test pieces.

[0014] The brake hose connector and angle plug are located at both ends of the brake main pipe, and are used to connect the test benches in series, or to connect them to the brake valve fixed on the test control console, or to connect them to the single vehicle tester.

[0015] Furthermore, the air storage cylinder module includes a fixed-capacity air storage cylinder module, which includes several auxiliary air cylinders, pressure-reducing air cylinders, acceleration and relief air cylinders, working air cylinders, and equalizing air cylinders.

[0016] Furthermore, the air storage cylinder module also includes an air cylinder volume adjustment module and an air passage connection block. The air cylinder volume adjustment module includes several adjusting air bags, and the adjusting air bags are connected to the fixed capacity air storage cylinder module through the air passage connection block. A shut-off plug or solenoid valve is provided on the connecting branch pipe between the air passage connection block and the adjusting air bags.

[0017] Furthermore, the brake cylinder module includes a brake cylinder, a limit stop bracket, and a stroke limit stop plate. The stroke limit stop plate is installed on the limit stop bracket for adjusting and controlling the piston stroke of the test brake cylinder. The stroke limit stop plate has L-shaped through slots on both sides, through which the stroke limit stop plate is installed on the limit stop bracket.

[0018] Furthermore, the data acquisition module includes a pressure sensor, a precision pressure gauge, and a data cable. The data cable of the data acquisition module is connected to the test control console and the test display module and the software measurement and control system.

[0019] The marking module includes brake pipe specification marking plates, air reservoir volume marking plates, brake valve specification and model marking plates, empty and loaded vehicle adjustment device specification and model marking plates, brake cylinder specification and model marking plates, electrical control cabinet number marking plates, data cable number marking plates, and colored paint markings sprayed on brake components and connecting pipes.

[0020] Furthermore, the test console includes a centralized control cabinet, control switches, an industrial computer, a switch, an electrical control cabinet, data cables, a brake valve, and connecting hoses. The centralized control cabinet is used to install the industrial computer, switch, electrical control cabinet, and brake valve. The industrial computer, switch, and electrical control cabinet are connected to the centralized control cabinet via data cables. The data is then aggregated and connected to the data management center of the test center through the centralized control cabinet, forming a test local area network together with other test units in the test center.

[0021] The software measurement and control system is integrated into the industrial control computer of the test control console. It is used to select test items and test conditions, set test steps and test parameters, collect, store and process test data, and output test reports. The software measurement and control system can upload test data to the data management center in real time, and test personnel can remotely monitor the test process at the test center.

[0022] Furthermore, the single-vehicle tester includes a TB standard single-vehicle tester and an AAR standard single-vehicle tester. The input hose of the single-vehicle tester is connected to an external air source, and the output hose of the single-vehicle tester is connected to the brake hose connector of the selected test bench. When conducting a single-vehicle braking performance test, the single-vehicle tester is used for test control.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] Firstly, this invention can simulate vehicle braking performance tests and synchronous comparative tests to obtain braking performance parameters of vehicle air braking systems and brake components in various standard systems such as TB, AAR, and UIC. This can provide experimental data support for new product development, verify and improve product design, and also avoid or reduce safety hazards in product use in advance, thereby improving the safety and reliability of product use.

[0025] Secondly, the railway freight car air brake performance test bench provided by this invention can conduct full-vehicle simulated braking system braking and release performance tests, test the initial air charging time, recharging time, braking time, release time, brake cylinder pressure and other performance parameters of the braking system, obtain the "pressure-time" synchronous comparison curve between braking components such as the brake main pipe, brake cylinder, and air reservoir, and detect whether the braking and release performance of the braking system meets the technical standards and related technical specifications of China TB standard, AAR standard, UIC standard and other technical standards, providing test basis for design analysis and design selection.

[0026] Third, the air brake performance test bench for railway freight cars provided by this invention can conduct synchronous comparative tests on the braking and release performance of different braking systems. The test can obtain the differences in braking and release performance between different braking systems, and provide test data support for brake selection during new product development and the feasibility of mixed formations between different standard systems, different brake types, and different car models.

[0027] Fourth, the railway freight car air brake performance test bench provided by this invention can conduct air cylinder volume matching test research, test and verify the matching relationship between the volume of the auxiliary air cylinder, the pressure reducing air cylinder, the working air cylinder and other air storage cylinders and the brake cylinder specifications and brake cylinder pressure, test and verify the theoretical calculation results of the air cylinder volume, and provide test basis for reasonably determining the air cylinder volume of the braking system.

[0028] Fifth, the air braking performance test bench for railway freight cars provided by this invention can conduct braking performance tests on the braking systems of long and heavy freight cars and special vehicles, verify the feasibility and rationality of the braking configuration of long and heavy freight cars and special vehicles, and provide test basis for improving the design scheme of long and heavy freight cars and special vehicles.

[0029] Sixth, the railway freight car air braking performance test bench provided by this invention can conduct experimental research on single-vehicle test methods for long and long freight cars, special cars, or train sets, providing experimental basis for formulating single-vehicle test methods for long and long freight cars, special cars, or train sets.

[0030] Seventh, the railway freight car air braking performance test bench provided by this invention can conduct experimental research on whether the addition of new braking devices such as automatic parking braking devices to existing cars has an adverse effect on the original car braking system, providing experimental data support for the design of braking system upgrades and replacements.

[0031] Eighth, the railway freight car air brake performance test bench provided by this invention can conduct preliminary tests to verify the design scheme, reducing the risk of design errors; it can also conduct brake system fault restoration tests, providing test basis for brake system design improvement.

[0032] Ninth, the railway freight car air brake performance test bench provided by the present invention can conduct a test on the correspondence between the length of the brake main pipe and the emergency braking action of brake valves such as the 120 valve, obtain the critical action distance of brake valves such as the 120 valve, and test and verify the design limit of the length of the brake main pipe.

[0033] Tenth, the railway freight car air brake performance test bench provided by this invention is equipped with multiple braking system configurations and can adapt to braking system tests of multiple standard systems such as TB, AAR, and UIC. During the test, it can be selected, switched or adjusted as needed, realizing the rapid selection and combination of different test configurations. It has wide versatility, compatibility, reusability and rapid switching and adjustment, which is conducive to shortening the test verification cycle and design cycle of new products. Attached Figure Description

[0034] Figure 1 A schematic diagram of a test bench for air braking performance of railway freight cars;

[0035] Figure 2 for Figure 1 The diagram shows a bottom view of the test bench for air braking performance of railway freight cars.

[0036] Figure 3 This is a schematic diagram of the air test bench.

[0037] Figure 4 for Figure 3 A schematic diagram of the air test bench from below;

[0038] Figure 5 for Figure 3 A side view of the air test bench shown.

[0039] Figure 6 This is a schematic diagram of the three-dimensional structure of the aluminum alloy frame;

[0040] Figure 7 for Figure 6 The diagram shows the main structural view of the aluminum alloy frame.

[0041] Figure 8 for Figure 7 The diagram shows a bottom view of the aluminum alloy frame structure.

[0042] Figure 9 This is a three-dimensional structural diagram of the brake tube module;

[0043] Figure 10 for Figure 9 The diagram shows the front view of the brake tube module.

[0044] Figure 11 for Figure 10 The diagram shows a bottom view of the brake tube module.

[0045] Figure 12 This is a three-dimensional structural diagram of the air storage cylinder module;

[0046] Figure 13 for Figure 12 The diagram shows a bottom view of the air storage cylinder module.

[0047] Figure 14 This is a three-dimensional structural diagram of the brake cylinder module;

[0048] Figure 15 for Figure 14 The diagram shows a bottom view of the brake cylinder module.

[0049] In the diagram: Air test bench unit 1 (TB-1 test bench 1.1, TB-2 test bench 1.2, TB-3 test bench 1.3, AAR test bench 1.4, UIC test bench 1.5), test control console 2, software measurement and control system 3, single vehicle tester 4, aluminum alloy frame 5 (corner column 5.1, transverse beam 5.2, longitudinal beam 5.3, vertical beam 5.4, reinforcing connecting corner piece 5.5, light-transmitting protective plate 5.6, mounting base 5.7), brake pipe module 6 (brake main pipe 6.1, brake branch pipe 6.2, combined dust collector 6). 6.3 Brake hose connector 6.4 Angle plug 6.5 Cut-off plug 6.6 Adjustment main pipe 6.7 Quick connector 6.8), Air reservoir module 7 (Fixed capacity air reservoir module 7.1, Air reservoir volume adjustment module 7.2, Air circuit connection block 7.3, Solenoid valve 7.4), Brake valve module 8, Empty / loaded vehicle adjustment device module 9, Brake cylinder module 10 (Brake cylinder 10.1, Limit stop bracket 10.2, Stroke limit stop 10.3), Data acquisition module 11, Test display module 12, Marking module 13. Detailed Implementation

[0050] The following examples illustrate the implementation of the present invention in detail, but they do not constitute a limitation on the invention and are merely illustrative. Furthermore, the advantages of the present invention will become clearer and easier to understand by explaining them.

[0051] like Figure 1 and Figure 2The diagram shows a railway freight car air brake performance test bench, comprising an air test bench unit 1, a test control console 2, a software measurement and control system 3, and a single-car tester 4. The air test bench unit 1 includes five independent air test benches, also known as a single-car air brake performance test bench. The five air test benches include three TB-series air test benches (TB-1 test bench 1.1, TB-2 test bench 1.2, and TB-3 test bench 1.3), as well as an AAR test bench 1.4 and a UIC test bench 1.5. Each air test bench mainly consists of an aluminum alloy frame 5, a brake pipe module 6, an air reservoir module 7, a brake valve module 8, an empty / loaded car adjustment device module 9, and a brake cylinder module 10. Data acquisition modules 11 are installed on the brake pipe, air reservoir, and brake cylinder modules. Three of the TB test benches are used to simulate the air braking system of vehicles conforming to the Chinese TB standard. The brake valves, brake cylinders, and weight adjustment devices installed on these benches meet the relevant requirements of the Chinese TB standard. The AAR test bench is used to simulate the air braking system of vehicles conforming to the AAR standard. The brake valves, brake cylinders, and weight adjustment devices installed on these benches meet the relevant requirements of the AAR standard. The UIC test bench is used to simulate the air braking system of vehicles conforming to the UIC standard. The brake valves, brake cylinders, and weight adjustment devices installed on these benches meet the relevant requirements of the UIC standard. The five air braking test benches are arranged sequentially as TB-3, TB-2, TB-1, AAR, and UIC test benches. The test benches are connected by brake hose connectors 6.4 located at both ends of the brake main pipe and are all mounted on a foundation using anchor bolts. The upstream and downstream pipelines of the JZ-7 locomotive brake valve, which is fixedly installed on the test control console 2, are both flexible hoses with shut-off valves 6.6. The input hose is connected to an external air source, and the output hose is connected to the brake hose connector 6.4 of the test bench. The data acquisition module 11, test display module 12, and software control system 3 of each test bench are connected to the test control console 2 via data cables. The software control system 3 is integrated into the industrial control computer of the test control console 2. The test control console 2 is bolted to the foundation of the test center. The position of the single-vehicle tester 4 is not fixed and can be moved and arranged randomly. During the test, its input hose is connected to an external air source, and its output hose is connected to the brake hose connector 6.4 of the test bench.

[0052] like Figures 3-5As shown, each of the five air test benches consists of an aluminum alloy frame 5, a brake pipe module 6, an air reservoir module 7, a brake valve module 8, an empty / loaded vehicle adjustment device module 9, a brake cylinder module 10, a test data acquisition module 11, a test display module 12, and a marking module 13. The aluminum alloy frame 5 serves as the mounting bracket for the brake components or test pieces, including the brake pipe module 6, air reservoir module 7, brake valve module 8, empty / loaded vehicle adjustment device module 9, and brake cylinder module 10. The brake pipe module 6 includes a main brake pipe 6.1 and a branch brake pipe 6.2. The main brake pipe 6.1 mainly consists of a fixed-length main pipe and a main pipe length adjustment module. The branch brake pipe 6.2 connects the pressurized air passages between brake components or test pieces such as the brake pipe module 6, air reservoir module 7, brake valve module 8, empty / loaded vehicle adjustment device module 9, and brake cylinder module 10, forming five simulated single-vehicle braking devices that respectively conform to the Chinese TB standard, AAR standard, and UIC standard. A combined dust collector 6.3 containing a cut-off valve 6.6 is installed between the main brake pipe 6.1 and the branch brake pipe 6.2. By opening or closing the cut-off valve 6.6 of the combined dust collector 6.3, it is possible to select whether a single-vehicle braking device on a certain test bench participates in the test. The air reservoir module 7 mainly includes a universal fixed-capacity air reservoir module 7.1 and an air reservoir volume adjustment module 7.2. The five simulated single-vehicle braking devices are connected by brake hose connectors 6.4 and angled valves 6.5 located at both ends of the main brake pipe 6.1. The length of the brake hose connector 6.4 on the test bench can be adjusted and replaced as needed to accommodate the different requirements for the length of the brake hose connector 6.4 due to variations in the layout of different test benches. Utilizing the T-slots on the aluminum alloy frame 5 and the elongated mounting holes on the brake component or test component mounting base, the mounting position of the brake component or test component can be adjusted to maximize the simulation or reproduction of the actual layout of the air braking system in online vehicles.

[0053] By manually opening or closing the angle plug 6.5 and the cut-off plug 6.6 of the combined dust collector 6.3, the pressure air passage of the brake main pipe between the test benches can be connected or closed. A specific air test bench can be selected to participate in the test, thereby simulating the air braking system of a single vehicle, a double-unit train, a triple-unit train, and a small train of 4 to 5 vehicles in actual use.

[0054] The air test bench of this invention adopts a modular and unit-based design. Each test bench is equipped with brake components or test pieces of various specifications and models, such as brake pipes, brake valves, brake cylinders, air reservoirs, and empty / loaded vehicle adjustment devices. During testing, these can be selected, switched, or adjusted as needed, enabling rapid selection and combination of different test configurations. The connecting branches between the brake components or test pieces use flexible connections of steel pipes and hoses, with flange joints, quick-connect fittings 6.8, and a small number of threaded joints. The brake branch pipe 6.2 is equipped with a shut-off valve 6.6. Using the shut-off valve 6.6 and quick-connect fittings 6.8, the pressurized air passages between brake components and test pieces can be quickly connected or closed, enabling rapid selection or switching of brake components and test pieces, rapid and safe switching of test conditions, and rapid selection of test configurations such as brake cylinder specifications, air reservoir volume, and brake valve models. During the test, by operating the single-vehicle tester 4 or the JZ-7 locomotive brake valve to charge, exhaust, or maintain pressure in the brake main pipe 6.1 of the simulated single vehicle or trainset, the braking, releasing, or pressure-maintaining actions of the brake valve module 8 are triggered. This allows for braking, releasing, or stopping control of the braking device of the simulated single vehicle or trainset, achieving the purpose of testing the braking performance of the simulated single vehicle or trainset. The brake valve model or specification, brake cylinder specification, air reservoir capacity, and brake main pipe length are all selected and adjusted by the tester. The test operation mode can be selected as manual or automatic control, and the test steps comply with the requirements of the relevant test outline.

[0055] The railway freight car air brake performance test bench of this invention can simulate braking and release performance tests of single-car or trainset air brake systems under standard systems such as the Chinese TB standard, AAR standard, and UIC standard, as well as synchronous comparative tests of braking and release performance. It can obtain braking performance parameters of single-car or trainset air brake systems, such as initial air charging time, recharging time, normal braking time, emergency braking time, release time, and brake cylinder pressure. The test also obtains synchronous comparison curves of "pressure-time" between braking components such as brake pipes, brake cylinders, and air reservoirs. Furthermore, it verifies the critical action distance of brake valves such as the 120 valve, and verifies the matching relationship between the volume of air reservoirs such as auxiliary air reservoirs, pressure-reducing air reservoirs, and working air reservoirs and the specifications and pressure of brake cylinders. This provides experimental basis for the design of railway freight car braking systems and the development of brake components under multiple standards, and provides necessary experimental verification means for the reproduction of existing car braking faults.

[0056] One difference between the five air test benches is that the brake pipes, brake valves, brake cylinders, air reservoirs, and empty / loaded car adjustment devices in the TB-1, TB-2, and TB-3 test benches conform to the Chinese TB standard. The arrangement of these brake components and the connection of the pressurized air pipelines also conform to the braking principle of the Chinese TB standard railway freight car air braking system. The TB test benches can be used to simulate braking performance tests of railway freight car air braking systems that comply with Chinese railway industry standards. The brake pipes, brake valves, brake cylinders, air reservoirs, and empty / loaded car adjustment devices in the AAR test bench 1.4 conform to the AAR standard. The arrangement of the test pieces and the connection of the compressed air pipelines conform to the braking principle of the AAR standard railway freight car air braking system. The AAR test bench can be used to simulate the braking performance test of the railway freight car air braking system conforming to the AAR standard. The brake pipes, brake valves, brake cylinders, air reservoirs, empty and loaded car adjustment devices, and other braking components or test pieces in UIC test bench 1.5 conform to the UIC standard. The arrangement of the brake components or test pieces and the connection of the compressed air pipelines conform to the braking principle of the UIC standard railway freight car air braking system. The UIC test bench can be used to simulate the braking performance test of the railway freight car air braking system conforming to the UIC standard.

[0057] The second difference between the five air test benches is that the brake main pipe 6.1 module of the TB-1 test bench, AAR test bench, and UIC test bench not only has a fixed length main pipe, but also a main pipe length adjustment module. During the test, the main pipe length can be adjusted incrementally based on the fixed main pipe length to meet the testing needs of general vehicles and long single vehicles. The main pipe length of the TB-2 and TB-3 test benches is fixed, and only a main pipe tee is set in the middle of the main pipe as a reserved interface for future main pipe expansion.

[0058] The third difference between the five air test benches lies in the fact that the air storage cylinder modules 7 of test benches TB-1 and TB-2 not only include a fixed-capacity air storage cylinder module 7.1, but also an air cylinder volume adjustment module 7.2. During testing, the auxiliary air cylinder, pressure-reducing air cylinder, and other air storage cylinders can be incrementally adjusted based on the existing multi-specification volume options to meet the needs of air cylinder volume matching tests for railway freight cars equipped with new bogie integrated braking devices. The air storage cylinder modules 7 of test benches TB-3, AAR, and UIC do not include the air cylinder volume adjustment module 7.2; they are only fixed with multi-specification volume air cylinders. Considering the testing requirements for varying air cylinder volumes, branch pipe tees are provided on the connecting branch pipes of the air storage cylinders as reserved interfaces for future air cylinder volume expansion.

[0059] like Figures 6-8As shown, the aluminum alloy frame 5 serves as the mounting bracket for test pieces or braking components, including the brake pipe module 6, air reservoir module 7, brake valve module 8, empty / loaded vehicle adjustment device module 9, and brake cylinder module 10, as well as the test display module 12. It mainly consists of corner posts 5.1, transverse beams 5.2, longitudinal beams 5.3, vertical beams 5.4, reinforcing connecting corner pieces 5.5, a light-transmitting protective plate 5.6, and mounting seats for the test pieces 5.7. The corner posts and beams of the aluminum alloy frame 5 are all made of aluminum alloy profiles with T-shaped mounting slots. The mounting seats are equipped with elongated oval mounting holes for easy adjustment of the mounting position of the braking components or test pieces. The aluminum alloy test bench 5 is divided into three mounting layers: upper, middle, and lower. The upper layer mainly houses the lighter brake main pipe 6.1 and the test display module 12. The middle layer mainly houses the air reservoir module 7, brake valve module 8, and empty / loaded vehicle adjustment device module 9, which are frequently changed and adjusted. The lower layer mainly houses the heavier brake cylinder module 10, which will generate significant impact during the test. The brake branch pipe 6.2 connects the brake cylinder, brake valve, air reservoir, empty / loaded vehicle adjustment device, and other braking components or test pieces, and is arranged as needed in the upper, middle, and lower layers. Internally, the aluminum alloy test bench 5 uses reinforcing corner brackets and locking bolts to connect the corner columns, transverse beams, longitudinal beams, and vertical beams, forming a frame structure. The reinforcing corner brackets enhance the connection strength between the corner columns, transverse beams, longitudinal beams, and vertical beams, and also increase the connection stability between the beams and columns. The corner posts and lower parts of the vertical beams of the aluminum alloy frame 5 are welded with anchor bolts, which are then installed on the foundation. The transverse, longitudinal, and vertical beams are used to mount braking components or test pieces. Braking components or test pieces can be directly mounted to the beams and posts of the aluminum alloy frame using T-bolts, or they can be first mounted on test piece mounting seats with elongated mounting holes, and then the mounting seats are mounted on the transverse, longitudinal, or vertical beams of the aluminum alloy frame using T-bolts. The T-slots on the corner posts and vertical beams are mainly used to adjust the relative height between the upper, middle, and lower mounting layers. The transverse and longitudinal relative mounting positions of the braking components or test pieces can be easily adjusted using the T-slots on the transverse and longitudinal beams and the transverse and longitudinal elongated holes on the test piece mounting seats; the T-slots on the vertical beams can adjust the vertical mounting spacing between the braking components or test pieces. The top of the aluminum alloy frame 5 is equipped with a light-transmitting protective plate to prevent dust and falling objects.

[0060] like Figures 9-11 As shown, the brake pipe module 6 mainly consists of a brake main pipe 6.1, a brake branch pipe 6.2, a combined dust collector 6.3, a brake hose connector 6.4, an angle plug 6.5, and a cut-off plug 6.6.

[0061] The brake main pipe 6.1 consists of two parts: a fixed-length main pipe and a main pipe length adjustment module. The fixed-length main pipe and the main pipe length adjustment module are connected in parallel. The fixed-length main pipe of each of the five air test benches is 13m long. Both ends of the fixed-length main pipe are equipped with angle plugs 6.5, which are then connected to brake hose connectors 6.4. Brake hose connectors 6.4 can connect the test benches in series. The main pipe length adjustment modules of the TB-1, AAR, and UIC test benches mainly consist of five adjusting main pipes with lengths of 1m, 2m, 3m, 3m, and 5m respectively. The adjustment range is 1m to 14m, with an adjustment step of 1m, to simulate different vehicle models such as general-purpose vehicles and long-distance bicycles with varying brake main pipe lengths. The adjusting main pipe is connected to the fixed-length main pipe using a stainless steel three-way ball valve, and the adjustment method is manual. The brake main pipe 6.1 is fixed to the upper aluminum alloy frame 5 via brake pipe suspension. The connection between the main pipes uses flange connections to ensure safe and reliable pipeline connections. The fixed-length main pipe adopts a large-arc disc-shaped spatial staggered bend structure in the middle to save installation space. A leakage plug and a gas flow meter are installed on the fixed-length main pipe. A quick-connect adapter connects the leakage plug to the brake main pipe for rapid plug replacement. The gas flow meter monitors the leakage amount of the main pipe. By adjusting the leakage orifice diameter of the leakage plug, the leakage amount of the brake main pipe can be adjusted, simulating a brake main pipe leakage test to obtain the impact of leakage on vehicle braking performance. Pressure sensors are installed on the fixed-length main pipe and the five adjusting main pipes for test data acquisition.

[0062] Brake branch pipe 6.2 includes connecting branch pipes of different specifications from DN8 to DN32. The function of brake branch pipe 6.2 is to connect the pressurized air pipelines between braking components or test pieces, such as brake cylinders, brake valves, air reservoirs, and empty / loaded vehicle adjustment devices. The connecting branch pipes between each braking component or test piece use flexible connections of steel pipes and hoses, with flange joints, quick-connect fittings 6.8, and a small number of threaded joints. Cut-off valves 6.6 are installed at appropriate locations on the connecting branch pipes to control the flow of pressurized air between each braking component or test piece. Using the cut-off valves 6.6 and quick-connect fittings 6.8, test pieces can be quickly selected or switched.

[0063] A combined dust collector 6.3 with a shut-off valve is installed between the main brake pipe and the branch brake pipe. The input end of the combined dust collector 6.3 is connected to the main brake pipe via a main pipe tee, and the output end leads to the brake valve and its downstream brake cylinders, air reservoirs, empty / loaded vehicle adjustment devices, and other braking components or test pieces. By operating the shut-off valve 6.6, the pressurized air passage from the main brake pipe 6.1 to the brake valve module 8 and its downstream brake cylinder module 10, air reservoir module 7, empty / loaded vehicle adjustment device module 9, and other braking components or test pieces can be connected or closed, thereby selecting whether a single test bench participates in the test.

[0064] Brake hose connector 6.4 and angle plug 6.5 are located at both ends of the brake main pipe 6.1. During testing, the test benches can be connected in series, or connected to the JZ-7 locomotive brake valve fixed on the test control console 2, or connected to the single-vehicle tester 4. The length of brake hose connector 6.4 can be replaced and adjusted as needed.

[0065] like Figures 12-13 As shown, the air reservoir module 7 mainly consists of a fixed-capacity air reservoir module 7.1, an air reservoir volume adjustment module 7.2, an air circuit connection block 7.3, and a brake branch pipe 6.2. The fixed-capacity air reservoir module 7.1 and the air reservoir volume adjustment module 7.2 are connected in parallel. The fixed-capacity air reservoir module 7.1 is further divided into auxiliary air reservoir, pressure-reducing air reservoir, acceleration and relief air reservoir, working air reservoir, and equalizing air reservoir according to its function. Due to the different operating principles of the brake valve modules 8, the configuration of the fixed-capacity air reservoir module 7.1 varies in different standard system test benches such as TB, AAR, and UIC. A branch pipe tee is provided at the end of the connecting branch pipe of the fixed-capacity air reservoir module 7.1 as a reserved interface for future air reservoir volume expansion. Each air storage cylinder module 7 is equipped with an exhaust valve at the bottom. By operating the exhaust valve, the pressurized air and moisture in the air storage cylinder can be quickly emptied, saving test time. In the event of overcharging, the air pressure in the air storage cylinder can be finely adjusted to ensure that the test is conducted under the specified working pressure.

[0066] The TB test bench's fixed-capacity air reservoir module 7.1 is routinely equipped with three conventional capacity auxiliary air reservoirs (40L, 50L, and 60L), two conventional capacity pressure-reducing air reservoirs (17L and 28L), and one 11L acceleration / relief air reservoir. The auxiliary air reservoirs and pressure-reducing air reservoirs on the TB-1 and TB-2 test benches are also equipped with an air reservoir volume adjustment module 7.2. The air reservoir volume adjustment module 7.2 consists of four adjustment air bags with volumes of 1L, 2L, 2L, and 5L respectively. It allows for incremental adjustments to the existing fixed-capacity auxiliary air reservoirs and pressure-reducing air reservoirs, with an adjustment step of 1L and an adjustment range of 1L to 10L. It also includes a reserved interface for air reservoir volume expansion to meet the air reservoir volume matching test requirements between the air reservoir, brake cylinder, and empty / loaded vehicle adjustment device after the current or future adjustments to the auxiliary air reservoir and pressure-reducing air reservoir volumes. The test verifies the theoretical calculation results of the auxiliary air reservoir and pressure-reducing air reservoir volumes. Four adjusting air receivers are arranged independently and side-by-side. The adjusting air receivers are connected to the fixed-capacity air reservoir module 7.1 via an air passage connection block 7.3. A shut-off valve 6.6 or a solenoid valve 7.4 is installed on the connecting branch pipe between the air passage connection block 7.3 and the adjusting air receivers. By operating the shut-off valve 6.6 or the solenoid valve 7.4, the pressurized air passage between the adjusting air receivers and the fixed-capacity air reservoir module 7.1 can be opened or closed, enabling rapid adjustment of the air reservoir capacity. Both the upstream and downstream pipe interfaces of the air passage connection block use flange connections.

[0067] Neither the AAR test bench 1.4 nor the UIC test bench 1.5 is equipped with a cylinder volume adjustment module 7.2; they only have a fixed-capacity air reservoir module 7.1. The AAR test bench 1.4's air reservoir module 7.1 is typically equipped with three conventional capacity air reservoirs: 57L, 40L, and 5.7L. The UIC test bench 1.5 only has a single large-capacity air reservoir with a capacity of 100L. Both the AAR test bench 1.4 and the UIC test bench 1.5 have reserved installation space for cylinder volume expansion to accommodate cylinder volume matching tests during the development of new vehicles.

[0068] Brake valve module 8 is typically configured with a standard main brake valve for general-purpose trucks, with reserved installation interfaces and space for other brake valves. The TB test bench is typically equipped with 120 series brake valves, the AAR test bench 1.4 with DB-60 series brake valves, and the UIC test bench 1.5 with KE series brake valves. Brake valves can be quickly selected and switched by operating the shut-off valve 6.6 on the connecting branch pipe; other models or specifications of brake valves can also be installed if necessary.

[0069] The empty / loaded vehicle adjustment device module 9 is routinely set up according to the general-purpose freight car main type empty / loaded vehicle adjustment device or empty / loaded valve, reserving installation interfaces and space for other empty / loaded vehicle adjustment devices or empty / loaded valves. The TB test bench is routinely equipped with KZWA series empty / loaded vehicle adjustment devices, the AAR test bench 1.4 is routinely equipped with EL60 series empty / loaded valves, and the UIC test bench 1.5 is routinely equipped with WM10 type empty / loaded valves. By operating the shut-off plug 6.6 on the connecting branch pipe, the empty / loaded vehicle adjustment device or empty / loaded valve can be quickly selected and switched; if necessary, other models or specifications of empty / loaded vehicle adjustment devices or empty / loaded valves can also be installed.

[0070] like Figures 14-15As shown, the brake cylinder module 10 mainly consists of a brake cylinder 10.1, a limit stop bracket 10.2, a stroke limit baffle 10.3, and a brake branch pipe 6.2. The TB test bench is normally equipped with one 14", one 12", and one 10" brake cylinder, and two 8" brake cylinders. The AAR test bench 1.4 and UIC test bench 1.5 are normally equipped with one 10" brake cylinder, with reserved mounting interfaces and piping interfaces for 12", 14", and 8" brake cylinders, allowing for quick selection or replacement as needed during testing. The limit stop bracket 10.2 is used to install the stroke limit baffle 10.3. The limit stop bracket 10.2 is connected to the front end cover of the brake cylinder by bolts, converting the impact force of the brake cylinder piston into internal force during testing. The stroke limit baffle 10.3 is installed on the limit stop bracket 10.2, and its function is to adjust and control the piston stroke of the test brake cylinder. The stroke limit baffle 10.3 has L-shaped through slots on both sides, which allow it to be secured to the limit bracket 10.2. The thickness and number of stroke limit baffles 10.3 can be adjusted according to the piston stroke of the test brake cylinder. By adjusting the thickness or number of stroke limit baffles 10.3, the piston stroke of the test brake cylinder can be adjusted and controlled to ensure that the test parameters meet the test specifications.

[0071] The data acquisition module 11 includes a pressure sensor, a precision pressure gauge, a data cable, and connecting branches. The data acquisition module 11 is distributed at multiple points on the test piece, including the brake main pipe 6.1, brake cylinder module 10, and air reservoir module 7, as well as at appropriate locations on the connecting branches, for real-time data acquisition. The sensor, pressure gauge, and test piece are connected via self-locking quick-connect couplings 6.8 for easy replacement, maintenance, and calibration. The pressure gauge can rotate 360 ​​degrees, allowing the operator to observe the data from different angles. The data cable of the data acquisition module 11 is connected to the test control console 2, which in turn connects to the test display module 12 and the software control system 3. The pressure gauge and sensor enable dual data acquisition and mutual verification. The test data can be uploaded to the test control console 2 in real-time and then processed in real-time or later by the software control system 3.

[0072] The main function of the test display module 12 is to display test conditions and test data in real time. It mainly consists of an electrical control cabinet, data cable, LED LCD display, display mounting plate, remote control, and dustproof transparent decorative panel. The data cable of the test display module 12 is connected to the test control console 2, which is connected to the data acquisition module 11 and the software measurement and control system 3. The test data is converted and processed by the software measurement and control system 3, and the display can show text, bar charts, "pressure-time" curves, and aerodynamic principle diagrams in real time, facilitating the observation and monitoring of the test process by the test personnel.

[0073] The marking module 13 mainly includes nameplates for brake pipe specifications, air reservoir volume, brake valve specifications, empty / loaded vehicle adjustment device specifications, brake cylinder specifications, electrical control cabinet number, data cable number, etc., as well as colored paint markings sprayed on brake components and connecting pipes. Test component specification and model nameplates are affixed to conspicuous places on the corresponding brake components or test components to facilitate the selection and confirmation of test configurations by test personnel.

[0074] Test console 2 is shared by five air test benches. It mainly consists of a central control cabinet, control switches, an industrial computer, a switch, an electrical control cabinet, data cables, JZ-7 locomotive brake valves, connecting hoses, etc. It can control braking performance tests on individual test benches or test benches connected in groups. The central control cabinet houses the industrial computer, switch, electrical control cabinet, and JZ-7 locomotive brake valves. The industrial computer, switch, and electrical control cabinet are connected to the central control cabinet via data cables. Data is then aggregated and connected to the test center's data management center, forming a local area network with other test units in the test center, facilitating collaborative testing between units. The central control cabinet is equipped with a monitor, allowing monitoring of the test process both on-site and remotely from the data management center. All data cables are numbered and labeled. The JZ-7 locomotive brake valve is installed on the operating panel of the centralized control cabinet. When conducting braking performance tests on the train sets, the JZ-7 locomotive brake valve can be used to control the rise and fall of the air pressure in the brake main pipe, thereby conducting braking performance tests on the coupled train sets.

[0075] The software measurement and control system 3 is integrated into the industrial computer of the test control console 2. Its main functions are to select test items and test conditions, set test steps and test parameters, collect, store, and process test data, and output test reports. By operating the software measurement and control system 3, test parameters such as the length of the brake main pipe, the capacity of the air reservoir, the brake valve model, and the brake cylinder specifications can be set. It also outputs a brake configuration form for on-site selection and confirmation by test personnel of the brake components or test components to be used in the test. The software measurement and control system 3 can upload test data to the data management center in real time, allowing test personnel to remotely monitor the test process from the test center.

[0076] The single-vehicle testing module 8 includes both the Chinese TB standard single-vehicle testing module and the AAR standard single-vehicle testing module. The single-vehicle testing module 4 has a non-fixed position and can be moved and arranged randomly. The TB standard single-vehicle testing module 4 is equipped with casters, while the AAR standard single-vehicle testing module 4 is a portable single-vehicle testing module. During testing, the input hose of the single-vehicle testing module 4 is connected to an external air source, and the output hose is connected to the brake hose connector 6.4 of the selected test bench. When conducting braking performance tests on a single vehicle, the single-vehicle testing module 4 is used for test control.

[0077] The air test bench of this invention can simulate braking performance tests of railway freight car air braking systems, including but not limited to those conforming to TB, AAR, and UIC standards. The air test bench of this invention has sufficient space and interfaces for brake valve installation. By replacing the brake valve and switching the matching brake cylinder, air reservoir, and other braking components or test pieces, it can also simulate braking performance tests of railway freight car air braking systems conforming to ROA, GOST, and other standards. The air test bench of this invention is equipped with multiple specifications and models of brake components, which can be selected and combined as needed during testing, enabling rapid selection of different test configurations to meet the braking performance testing needs of different vehicle types, such as general-purpose cars, long and long freight cars, and special-purpose cars. The air test bench of this invention can perform braking performance tests on brake components, including but not limited to those conforming to TB, AAR, and UIC standards. The specifications and models of the brake valves, brake cylinders, air reservoirs, brake pipes, and other braking components or test pieces equipped on the air test bench of this invention can be adjusted and are not limited to existing specifications and models to meet testing needs. The five air test benches of this invention can be expanded to six, seven, or more units to meet the testing needs of multi-unit train sets. The aluminum alloy frame in this invention can be replaced by a single-layer or multi-layer structure.

[0078] The above are merely specific embodiments of the present invention. It should be noted that any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the protection scope of the present invention. Any other aspects not described in detail are prior art.

Claims

1. A test bench for the air braking performance of railway freight cars, characterized in that: include An air test bench unit (1) includes a TB-1 test bench (1.1), a TB-2 test bench (1.2), a TB-3 test bench (1.3), an AAR test bench (1.4), and a UIC test bench (1.5), which are connected in the order of TB-3 test bench (1.3), TB-2 test bench (1.2), TB-1 test bench (1.1), AAR test bench (1.4), and UIC test bench (1.5), with adjacent test benches connected by brake hose connectors; each test bench in the air test bench unit (1) includes an aluminum alloy frame (5), on which a brake pipe module (6), an air reservoir module (7), a brake valve module (8), an empty / loaded vehicle adjustment device module (9), a brake cylinder module (10), a data acquisition module (11), a test display module (12), and a marking module (13) are provided; The brake pipe module (6) includes a main brake pipe (6.1), a branch brake pipe (6.2), a combined dust collector (6.3), a brake hose connector (6.4), an angle plug (6.5), and a cut-off plug (6.6); the main brake pipe (6.1) includes a fixed-length main pipe and a main pipe length adjustment module, which are connected in parallel. Angle plugs (6.5) are provided at both ends of the fixed-length main pipe, and the angle plugs (6.5) are connected to the brake hose connector (6.4). The brake hose connector (6.4) is used to connect the test benches in series; the main pipe length adjustment module includes several adjustment main pipes (6.7), which are connected to the fixed-length main pipes by a three-way ball valve. The air storage cylinder module (7) includes a fixed capacity air storage cylinder module (7.1), an air cylinder volume adjustment module (7.2), and an air passage connection block (7.3). The air cylinder volume adjustment module (7.2) includes several adjustment air bags. The adjustment air bags are connected to the fixed capacity air storage cylinder module (7.1) through the air passage connection block (7.3). The connecting branch pipe between the air passage connection block (7.3) and the adjustment air bags is equipped with a shut-off valve (6.6) or a solenoid valve (7.4). Test control console (2) is used to control the braking performance test of one or more test benches of the air test bench unit (1); The software measurement and control system (3) is used to set the test parameters of the air test bench unit (1) during the test and to acquire test data and upload it to the data management center. The single-vehicle tester (4) is used for test control during braking performance testing of a single vehicle.

2. The railway freight car air brake performance test bench according to claim 1, characterized in that: The aluminum alloy frame (5) is a multi-layer frame structure formed by connecting several corner posts (5.1), transverse beams (5.2), longitudinal beams (5.3) and vertical beams (5.4). The corner posts (5.1), transverse beams (5.2), longitudinal beams (5.3) and vertical beams (5.4) are all equipped with T-shaped mounting grooves. The connection between adjacent beams is made by reinforcing corner fittings (5.5). The top of the aluminum alloy frame (5) is provided with a light-transmitting protective plate (5.6). The bottom of the aluminum alloy frame (5) is provided with a mounting base (5.7), and the mounting base (5.7) is provided with an oblong mounting hole.

3. The railway freight car air brake performance test bench according to claim 1 or 2, characterized in that: The brake branch pipe (6.2) includes several connecting branch pipes, which are used to connect the pressurized air pipelines between the air storage cylinder module (7), the brake valve module (8), the empty / loaded vehicle adjustment device module (9), the brake cylinder module (10), or the test piece; the connecting branch pipe is equipped with a shut-off valve (6.6) to control the opening and closing of the pressurized air pipelines between each brake piece or test piece; a combined dust collector (6.3) is provided between the brake main pipe (6.1) and the brake branch pipe (6.2), the input end of the combined dust collector (6.3) is connected to the brake main pipe through the main pipe tee, and the output end of the combined dust collector (6.3) is connected to the brake valve and its downstream brake piece or test piece; a leak plug and a gas flow meter are provided on the fixed length main pipe, and the leak plug is connected to the brake main pipe by a quick-connect fitting (6.8); both the fixed length main pipe and the adjustment main pipe are equipped with a pressure sensor for collecting test data.

4. The railway freight car air brake performance test bench according to claim 1 or 2, characterized in that: The fixed-capacity air storage cylinder module (7.1) includes several auxiliary air cylinders, pressure-reducing air cylinders, acceleration and relief air cylinders, working air cylinders, and equalizing air cylinders.

5. The railway freight car air brake performance test bench according to claim 1 or 2, characterized in that: The brake cylinder module (10) includes a brake cylinder (10.1), a limit stop bracket (10.2), and a stroke limit baffle (10.3). The stroke limit baffle (10.3) is installed on the limit stop bracket (10.2) for adjusting and controlling the piston stroke of the test brake cylinder. The stroke limit baffle (10.3) has L-shaped through slots on both sides, through which the stroke limit baffle (10.3) is installed on the limit stop bracket (10.2).

6. The railway freight car air brake performance test bench according to claim 1 or 2, characterized in that: The data acquisition module (11) includes a pressure sensor, a precision pressure gauge, and a data cable. The data cable of the data acquisition module (11) is connected to the test control console (2) and the test display module (12) and the software measurement and control system (3). The marking module (13) includes a brake pipe specification marking plate, an air storage cylinder volume marking plate, a brake valve specification marking plate, an empty / loaded vehicle adjustment device specification marking plate, a brake cylinder specification marking plate, an electrical control cabinet number marking plate, a data cable number marking plate, and colored paint markings sprayed on the brake components and connecting pipes.

7. The railway freight car air brake performance test bench according to claim 1 or 2, characterized in that: The test console (2) includes a centralized control cabinet, control switch, industrial computer, switch, electrical control cabinet, data cable, brake valve, and connecting hose. The centralized control cabinet is used to install the industrial computer, switch, electrical control cabinet, and brake valve. The industrial computer, switch, electrical control cabinet, and centralized control cabinet are connected to the centralized control cabinet via data cable. The centralized control cabinet then aggregates and connects to the data management center of the test center, forming a test local area network with other test units in the test center. The software measurement and control system (3) is integrated into the industrial computer of the test console (2) and is used to select test items and test conditions, set test steps and test parameters, collect, store, and process test data, and output test reports. The software measurement and control system (3) can upload test data to the data management center in real time, and test personnel can remotely monitor the test process in the test center.

8. The railway freight car air brake performance test bench according to claim 1 or 2, characterized in that: The single-vehicle tester (4) includes a TB standard single-vehicle tester and an AAR standard single-vehicle tester. The input hose of the single-vehicle tester (4) is connected to an external air source, and the output hose of the single-vehicle tester (4) is connected to the brake hose connector of the selected test bench. When conducting a single-vehicle braking performance test, the single-vehicle tester is used for test control.

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