Pneumatic brake test auxiliary device, test system and test method

Abstract

The present invention discloses a pneumatic brake test auxiliary device, a test system, and a test method. The pneumatic brake test auxiliary device includes an auxiliary air reservoir, a first pipeline, and a second pipeline: the first pipeline includes a first pressure regulating valve and a first or gate-type shuttle valve, the first pressure regulating valve is respectively connected to the auxiliary air reservoir and the first end of the first or gate-type shuttle valve, and the second end and the third end of the first or gate-type shuttle valve are respectively used to connect to the brake pipeline and the brake air chamber; the second pipeline includes a second pressure regulating valve and a second or gate-type shuttle valve, the second pressure regulating valve is respectively connected to the auxiliary air reservoir and the first end of the second or gate-type shuttle valve, and the second end and the third end of the second or gate-type shuttle valve are respectively used to connect to the brake pipeline and the brake air chamber. The embodiment of the present application maintains pressure stability through the first pressure regulating valve and the second pressure regulating valve; and ensures service braking safety through the first or gate-type shuttle valve and the second or gate-type shuttle valve. It has a simple structure, is easy to install, has low cost, and can quantitatively control air pressure without affecting safety.

Description

Technical Field

[0001] The present invention relates to the technical field of pneumatic brake testing, and in particular to a pneumatic brake testing auxiliary device, a testing system and a testing method. Background Art

[0002] When conducting partial brake pedal braking tests or constant-pressure braking tests on commercial vehicles using pneumatic brake systems, the air pressure must be controlled to a specific value and maintained stable, ensuring that the same pressure is maintained over multiple different braking tests. Relying on the driver's foot to control the brake pedal is difficult to achieve, and the use of a brake pedal travel limiter is often required. However, with a travel limiter, the brake pedal cannot be fully depressed in an emergency, which can have a certain impact on driving safety.

[0003] For example, the prior art CN113358374A is primarily used for trailer testing. When the device is switched to the test circuit, the brake pedal cannot control the trailer's brakes, which has a certain impact on driving safety. Another example is the prior art CN215338910U brake pedal travel limiter, which can control pedal travel. However, when this device is used, the brake pedal cannot be fully depressed in an emergency, which has a certain impact on driving safety.

[0004] In summary, the existing pneumatic brake test has the technical problem of not being able to take into account both the quantitative control of air pressure and the safety of vehicle braking. Summary of the Invention

[0005] The purpose of this application is to overcome the above technical deficiencies and propose a pneumatic brake test auxiliary device, test system and test method to solve the technical problem in the existing technology that it cannot take into account both quantitative control of air pressure and service brake safety.

[0006] In order to achieve the above technical objectives, this application adopts the following technical solutions:

[0007] In a first aspect, the present application provides a pneumatic brake test auxiliary device, comprising an auxiliary air reservoir, a first pipeline, and a second pipeline:

[0008] Auxiliary air tank, used to connect with the test vehicle's air tank;

[0009] a first pipeline, comprising a first pressure regulating valve and a first or gate-type shuttle valve, wherein the first pressure regulating valve is connected to the auxiliary air reservoir and the first end of the first or gate-type shuttle valve, respectively, and the second end and the third end of the first or gate-type shuttle valve are respectively used to connect to the brake pipeline and the brake air chamber; and

[0010] The second pipeline includes a second pressure regulating valve and a second or gate-type shuttle valve. The second pressure regulating valve is connected to the auxiliary air reservoir and the first end of the second or gate-type shuttle valve respectively. The second end and the third end of the second or gate-type shuttle valve are used to connect to the brake pipeline and the brake air chamber respectively.

[0011] In some embodiments of the present application, a first two-position three-way reversing valve is further included, wherein the inlet of the first two-position three-way reversing valve is connected to the auxiliary air storage cylinder, and the outlet is connected to the first pressure regulating valve and the second pressure regulating valve respectively.

[0012] In some embodiments of the present application, a second two-position three-way reversing valve and a third two-position three-way reversing valve are further included, wherein the inlet of the second two-position three-way reversing valve is connected to the first pressure regulating valve, and the outlet is connected to the first end of the first or gate-type shuttle valve; the inlet of the third two-position three-way reversing valve is connected to the second pressure regulating valve, and the outlet is connected to the first end of the second or gate-type shuttle valve.

[0013] In some embodiments of the present application, a first three-position three-way reversing valve and a third or gate-type shuttle valve are further included, wherein the first port, the second port, and the third port of the first three-position three-way reversing valve are respectively connected to the first end of the third or gate-type shuttle valve, the outlet of the second two-position three-way reversing valve, and the outlet of the third two-position three-way reversing valve.

[0014] In some embodiments of the present application, a fourth two-position three-way reversing valve is further included, wherein the inlet of the fourth two-position three-way reversing valve is connected to the outlet of the second two-position three-way reversing valve, and the outlet is connected to the first end of the first or gate-type shuttle valve.

[0015] In some embodiments of the present application, a second three-position three-way reversing valve and a fourth or gate-type shuttle valve are further included, and the first port, second port, and third port of the second three-position three-way reversing valve are respectively connected to the first end of the fourth or gate-type shuttle valve, the outlet of the third two-position three-way reversing valve, and the outlet of the third two-position three-way reversing valve.

[0016] In some embodiments of the present application, a fifth two-position three-way reversing valve is further included, wherein the inlet of the fifth two-position three-way reversing valve is connected to the outlet of the third two-position three-way reversing valve, and the outlet is connected to the first end of the second or gate-type shuttle valve.

[0017] In the second aspect, the present application provides a pneumatic brake test system, including a test vehicle air cylinder, a brake line, a brake air chamber, and a pneumatic brake test auxiliary device as described in any embodiment of the first aspect, the auxiliary air cylinder in the pneumatic brake test auxiliary device is connected to the test vehicle air cylinder, the first line is connected to the brake line and the brake air chamber, and the second line is connected to the brake line and the brake air chamber.

[0018] In a third aspect, the present application further provides a pneumatic brake test method, which uses the pneumatic brake test system described in the second aspect, comprising the following steps:

[0019] The auxiliary air tank obtains the air source from the air tank of the test vehicle and delivers the air to the first pipeline and the second pipeline;

[0020] The first pressure regulating valve and the brake pipeline respectively regulate the air pressure at the first end and the second end of the first or gate-type shuttle valve, and the second pressure regulating valve and the brake pipeline respectively regulate the air pressure at the first end and the second end of the second or gate-type shuttle valve;

[0021] When the air pressure of the brake line is lower than the air pressure of the first pressure regulating valve and the second pressure regulating valve, the first or gate-type shuttle valve and the second or gate-type shuttle valve perform an action according to the air pressure of the first pressure regulating valve and the second pressure regulating valve;

[0022] When the air pressure of the brake line is greater than the air pressure of the first pressure regulating valve or the second pressure regulating valve, the first or gate-type shuttle valve or the second or gate-type shuttle valve performs an action according to the air pressure of the brake line.

[0023] In some embodiments of the present application, the test method further comprises:

[0024] The auxiliary air reservoir is connected to the first brake air chamber, the second brake air chamber, the third brake air chamber, and the fourth brake air chamber respectively through the third branch, the fourth branch, the fifth branch, and the sixth branch;

[0025] Connecting the third branch and the fourth branch, closing the fifth branch and the sixth branch, and performing a simultaneous braking test of the front and rear circuits;

[0026] Connecting the fourth branch and the sixth branch, closing the third branch and the fifth branch, and performing a front circuit separate braking test;

[0027] The third branch and the fifth branch are connected, the fourth branch and the sixth branch are closed, and a rear circuit separate braking test is performed.

[0028] Compared with the existing technology, the technical solution provided by this application brings the following beneficial technical effects:

[0029] The embodiment of the present application utilizes a first pipeline and a second pipeline to connect to different brake air chambers, respectively, to facilitate various test projects. Furthermore, the design of first and second pressure regulating valves accurately adjusts the air pressures in the first and second pipelines to a preset pressure, maintaining stable pressure and reducing fluctuations. Furthermore, by employing a first or gate-type shuttle valve and a second or gate-type shuttle valve, connecting the pressure regulating valves and the brake pipeline simultaneously, this ensures that after the auxiliary device is installed, service braking is not affected, thus ensuring driving safety. This embodiment has a simple structure, is easy to install, and is low-cost, while enabling quantitative air pressure control without compromising service braking safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in this application, the following briefly introduces the drawings required for use in the embodiments:

[0031] Figure 1 It is a structural schematic diagram of a pneumatic brake test auxiliary device provided in an embodiment of the present application.

[0032] Reference numerals:

[0033] 1- auxiliary air reservoir, 2- first two-position three-way reversing valve, 3- first pressure regulating valve, 4- second two-position three-way reversing valve, 5- fourth two-position three-way reversing valve, 6- first or gate-type shuttle valve, 7- second pressure regulating valve, 8- third two-position three-way reversing valve, 9- first three-position three-way reversing valve, 10- third or gate-type shuttle valve, 11- second or gate-type shuttle valve, 12- fifth two-position three-way reversing valve, 13- fourth or gate-type shuttle valve, 14- second three-position three-way reversing valve. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0035] Those skilled in the art will understand that in this specification, the wording "including" is an open-ended expression, which means that the described features exist but does not exclude other features. The directional words "up", "down", "left", "right", etc. are exemplary directions based on the drawings. Features defined as "first" and "second" implicitly include one or more of the features. Singular expressions can also be used in the plural. "Multiple" means two or more. The terms "installed", "connected", and "connected" can be fixed connections, detachable connections, or integrated connections; they can be directly connected, or indirectly connected through an intermediate medium, or they can be internal connections between two elements. In addition, "connected" can include wireless connections.

[0036] The purpose of this application is to overcome the above technical deficiencies and propose a pneumatic brake test auxiliary device, test system and test method to solve the technical problem in the existing technology that it cannot take into account both quantitative control of air pressure and service brake safety.

[0037] In order to achieve the above technical objectives, this application adopts the following technical solutions:

[0038] In the first aspect, the present application provides a pneumatic brake test auxiliary device, such as Figure 1 As shown, Figure 1 It is a structural schematic diagram of a pneumatic brake test auxiliary device provided in an embodiment of the present application.

[0039] A pneumatic brake test auxiliary device includes an auxiliary air reservoir 1, a first pipeline and a second pipeline:

[0040] Auxiliary air reservoir 1, used to connect with the air reservoir of the test vehicle;

[0041] A first pipeline includes a first pressure regulating valve 3 and a first or gate-type shuttle valve 6, wherein the first pressure regulating valve 3 is connected to the auxiliary air reservoir 1 and the first end of the first or gate-type shuttle valve 6, respectively, and the second end and the third end of the first or gate-type shuttle valve 6 are respectively used to connect to the brake pipeline and the brake air chamber; and

[0042] The second pipeline includes a second pressure regulating valve 7 and a second or gate-type shuttle valve 11. The second pressure regulating valve 7 is connected to the auxiliary air reservoir 1 and the first end of the second or gate-type shuttle valve 11 respectively. The second end and the third end of the second or gate-type shuttle valve 11 are used to connect to the brake pipeline and the brake air chamber respectively.

[0043] The embodiment of the present application utilizes a first pipeline and a second pipeline to connect to different brake air chambers, respectively, to facilitate various test projects. Furthermore, the design of the first and second pressure regulating valves 3 and 7 allows accurate adjustment of the first and second pipelines to preset pressures, maintaining stable pressures and reducing fluctuations. Furthermore, the use of a first or gate-type shuttle valve 6 and a second or gate-type shuttle valve 11, connecting the pressure regulating valves and the brake pipeline simultaneously, ensures that after the auxiliary device is installed, service braking is not affected, thus ensuring driving safety. This embodiment has a simple structure, is easy to install, and is low-cost. It can quantitatively control air pressure without affecting service braking safety.

[0044] In this embodiment, the auxiliary air cylinder 1 is connected to the air cylinder of the test vehicle to obtain the air source. The two-position three-way reversing valve is a control valve that controls the on-off, and has an inlet, an outlet, and an air vent. In position one, the inlet is connected to the outlet, and the air vent is closed. In position two, the inlet is closed, and the outlet is connected to the air vent. The pressure regulating valve with a pressure gauge can accurately adjust the maximum output pressure. Or a gate-type shuttle valve, the higher pressure end of the input port is automatically connected to the output port, and the lower end is closed. The three-position three-way reversing valve is a control valve that controls the direction and on-off of the air path, and has ports 1, 2, and 3. In position one, port 1 is connected to port 2, and port 3 is closed. In position two, port 1 is connected to port 3, and port 2 is closed. In position three, ports 1, 2, and 3 are closed respectively.

[0045] In some embodiments of the present application, a first two-position three-way reversing valve 2 is further included, wherein the inlet of the first two-position three-way reversing valve 2 is connected to the auxiliary air storage cylinder 1, and the outlet is connected to the first pressure regulating valve 3 and the second pressure regulating valve 7 respectively.

[0046] In this embodiment, the first two-position three-way reversing valve 2 serves as the master brake switch for the auxiliary device. When not braking, it is in position 2, and the entire auxiliary device is disconnected. If a braking test is required, it is switched to position 1 to perform braking and connect the auxiliary device to the circuit.

[0047] In some embodiments of the present application, a second two-position three-way reversing valve 4 and a third two-position three-way reversing valve 8 are further included, wherein the inlet of the second two-position three-way reversing valve 4 is connected to the first pressure regulating valve 3, and the outlet is connected to the first end of the first or gate-type shuttle valve 6; the inlet of the third two-position three-way reversing valve 8 is connected to the second pressure regulating valve 7, and the outlet is connected to the first end of the second or gate-type shuttle valve 11.

[0048] In this embodiment, the second two-position three-way reversing valve 4 is located on the first pipeline to control the connection and closing of the first pipeline. Similarly, the third two-position three-way reversing valve 8 is located on the second pipeline to control the connection and closing of the second pipeline.

[0049] In some embodiments of the present application, a first three-position three-way reversing valve 9 and a third or gate-type shuttle valve 10 are further included, and the first port, second port, and third port of the first three-position three-way reversing valve 9 are respectively connected to the first end of the third or gate-type shuttle valve 10, the outlet of the second two-position three-way reversing valve 4, and the outlet of the third two-position three-way reversing valve 8.

[0050] In this embodiment, the first pipeline extends into a third branch and a fourth branch, which are branch pipelines with a common source. The third branch and the fourth branch are respectively connected to the rear right brake chamber and the rear left brake chamber to perform different test items.

[0051] In some embodiments of the present application, a fourth two-position three-way reversing valve 5 is further included, wherein the inlet of the fourth two-position three-way reversing valve 5 is connected to the outlet of the second two-position three-way reversing valve 4 , and the outlet is connected to the first end of the first or gate-type shuttle valve 6 .

[0052] In this embodiment, the fourth two-position three-way reversing valve 5 is located on the third branch to control the connection and closing of the third branch.

[0053] In some embodiments of the present application, a second three-position three-way reversing valve 14 and a fourth or gate-type shuttle valve 13 are further included, and the first port, second port, and third port of the second three-position three-way reversing valve 14 are respectively connected to the first end of the fourth or gate-type shuttle valve 13, the outlet of the third two-position three-way reversing valve 8, and the outlet of the third two-position three-way reversing valve 8.

[0054] In this embodiment, the second pipeline extends into a fifth branch and a sixth branch, which are branch pipelines with a common source. The fifth branch and the sixth branch are respectively connected to the front right brake chamber and the front left brake chamber to perform different test items.

[0055] In some embodiments of the present application, a fifth two-position three-way reversing valve 12 is further included, the inlet of the fifth two-position three-way reversing valve 12 is connected to the outlet of the third two-position three-way reversing valve 8, and the outlet is connected to the first end of the second or gate-type shuttle valve 11.

[0056] In this embodiment, the fifth two-position three-way reversing valve 12 is located on the fifth branch to control the connection and closing of the fifth branch.

[0057] In this embodiment, the present invention connects a first or gate-type shuttle valve 6, a second or gate-type shuttle valve 11, a third or gate-type shuttle valve 10, and a fourth or gate-type shuttle valve 13 in series to the four brake chamber pipelines of a test vehicle. In non-emergency situations, when the driver does not press the brake pedal, the driver's required air pressure is zero, and the air pressure in the pipelines of each air chamber is zero. The first or gate-type shuttle valve 6, the second or gate-type shuttle valve 11, the third or gate-type shuttle valve 10, and the fourth or gate-type shuttle valve 13 operate according to the pressure of the first pressure regulating valve 3 and the second pressure regulating valve 7, outputting the corresponding air pressure to each air chamber. In an emergency situation, when the driver presses the brake pedal to the bottom, the driver's required air pressure is equal to the maximum air pressure of the test vehicle, and the driver's required air pressure is higher than the air pressure of the pressure regulating valve. The first or gate-type shuttle valve 6, the second or gate-type shuttle valve 11, the third or gate-type shuttle valve 10, and the fourth or gate-type shuttle valve 13 operate according to the driver's required air pressure, ensuring that the test vehicle can be stopped by emergency braking as intended by the driver in an emergency situation.

[0058] In the second aspect, the present application provides a pneumatic brake test system, including a test vehicle air cylinder, a brake line, a brake air chamber and a pneumatic brake test auxiliary device as described in any one of the embodiments in the first aspect, the auxiliary air cylinder 1 in the pneumatic brake test auxiliary device is connected to the test vehicle air cylinder, the first line is connected to the brake line and the brake air chamber, and the second line is connected to the brake line and the brake air chamber.

[0059] In this embodiment, the brake air chambers include a rear right brake air chamber, a rear left brake air chamber, a front right brake air chamber, and a front left brake air chamber.

[0060] The brake circuit includes an air compressor, a dryer, four-way valves, a test vehicle air reservoir, a brake valve, and a relay valve. The test vehicle air reservoir includes a front air reservoir and a rear air reservoir. The air compressor is the heart of the vehicle's braking system, responsible for providing the necessary compressed air for the brake system. The dryer removes moisture and impurities from the compressed air to ensure the proper functioning of the brake system. The four-way valves are directional control valves used to control the flow of compressed air within the brake system. The front and rear air reservoirs store compressed air, providing a stable air pressure source for the front and rear brake systems, respectively. The brake valve controls the brake air pressure, adjusting the braking force based on the driver's brake pedal travel. The driver activates the brake valve by depressing the brake pedal, slowing or stopping the vehicle. The relay valve helps smoothly regulate air pressure in the brake system, providing additional braking force, especially during emergency braking. In this embodiment, the first or gate-type shuttle valve 6, the second or gate-type shuttle valve 11, the third or gate-type shuttle valve 10, and the fourth or gate-type shuttle valve 13 are all connected to the relay valve. When compressed air enters the brake chamber, it causes the brake shoe to separate from or contact the brake drum (or brake disc), thereby applying or releasing the brake.

[0061] In a third aspect, the present application further provides a pneumatic brake test method, which uses the pneumatic brake test system described in the second aspect, comprising the following steps:

[0062] The auxiliary air reservoir 1 obtains the air source from the test vehicle air reservoir and delivers it to the first pipeline and the second pipeline;

[0063] The first pressure regulating valve 3 and the brake pipeline respectively regulate the air pressure at the first end and the second end of the first or gate-type shuttle valve 6, and the second pressure regulating valve 7 and the brake pipeline respectively regulate the air pressure at the first end and the second end of the second or gate-type shuttle valve 11;

[0064] When the air pressure of the brake line is lower than the air pressure of the first pressure regulating valve 3 and the second pressure regulating valve 7, the first or gate-type shuttle valve 6 and the second or gate-type shuttle valve 11 perform actions according to the air pressure of the first pressure regulating valve 3 and the second pressure regulating valve 7;

[0065] When the air pressure of the brake line is greater than the air pressure of the first pressure regulating valve 3 or the second pressure regulating valve 7 , the first or gate-type shuttle valve 6 or the second or gate-type shuttle valve 11 performs an action according to the air pressure of the brake line.

[0066] In some embodiments of the present application, the test method further comprises:

[0067] The auxiliary air reservoir 1 is connected to the first brake air chamber, the second brake air chamber, the third brake air chamber, and the fourth brake air chamber through the third branch, the fourth branch, the fifth branch, and the sixth branch respectively;

[0068] Connecting the third branch and the fourth branch, closing the fifth branch and the sixth branch, and performing a simultaneous braking test of the front and rear circuits;

[0069] Connecting the fourth branch and the sixth branch, closing the third branch and the fifth branch, and performing a front circuit separate braking test;

[0070] The third branch and the fifth branch are connected, the fourth branch and the sixth branch are closed, and a rear circuit separate braking test is performed.

[0071] In this embodiment, the test system can perform the following tests according to the predetermined air pressure value adjusted by the pressure regulating valve:

[0072] A. Braking tests with simultaneous braking of the front and rear brake circuits and the same air pressure in the front and rear circuits, such as thermal fade tests and deceleration-air pressure curve tests;

[0073] B. Braking tests with simultaneous braking of the front and rear brake circuits and different air pressures in the front and rear circuits, such as thermal fade tests and deceleration-air pressure curve tests;

[0074] C. Braking tests with the front circuit alone and equal air pressure on the left and right sides, such as thermal fade test and braking force distribution test;

[0075] D. Braking test with front circuit alone and different air pressure on the left and right sides, such as adhesion coefficient utilization test;

[0076] E. Braking tests with the rear circuit alone and equal air pressure on the left and right sides, such as thermal fade test and braking force distribution test;

[0077] F. Braking test with separate rear circuit braking and different air pressure on the left and right sides, such as adhesion coefficient utilization test.

[0078] When conducting test A or B, the second two-position three-way reversing valve 4, the fourth two-position three-way reversing valve 5, the third two-position three-way reversing valve 8, and the fifth two-position three-way reversing valve 12 are in the connected state at position one. The first three-position three-way reversing valve 9 is in position one, with ports 9-1 connected to ports 9-2 and port 9-3 closed. The second three-position three-way reversing valve 14 is in position one, with ports 14-1 connected to ports 14-2 and port 14-3 closed. The brake air pressure of the rear circuit is adjusted by the first pressure regulating valve 3, and the brake air pressure of the front circuit is adjusted by the second pressure regulating valve 7. The first two-position three-way reversing valve 2 acts as a brake switch and is in position two when not braking. If a braking test is required, switch to position one to perform braking.

[0079] During Test C, the first two-position three-way directional valve 2 and the fifth two-position three-way directional valve 12 are in the connected position 1, while the second two-position three-way directional valve 4 and the fourth two-position three-way directional valve 5 are in the disconnected position 2. The second three-position three-way directional valve 14 is in position 1, connecting ports 14-1 and 14-2. The brake pressure in the front circuit is adjusted by the second pressure-regulating valve 7. The third two-position three-way directional valve 8 acts as a brake switch and is in position 2 when not in use. If a braking test is required, switch to position 1 to initiate braking.

[0080] When conducting the D test, the second two-position three-way directional valve 4, the third two-position three-way directional valve 8, and the fifth two-position three-way directional valve 12 are in the connected state at position one, and the fourth two-position three-way directional valve 5 is in the disconnected state at position two. The first three-position three-way directional valve 9 is in position three, with port 9-1 closed and ports 9-2 and 9-3 connected. The second three-position three-way directional valve 14 is in position two, with ports 14-1 and 14-3 connected, and port 14-2 closed. The brake pressure of the front left brake chamber is adjusted by the first pressure-regulating valve 3, and the brake pressure of the front right brake chamber is adjusted by the second pressure-regulating valve 7. The first two-position three-way directional valve 2 acts as a brake switch and is in position two when not braking. If a braking test is required, switch to position one to perform braking.

[0081] During Test E, the first two-position three-way directional valve 2 and the fourth two-position three-way directional valve 5 are in the connected position 1, while the third two-position three-way directional valve 8 and the fifth two-position three-way directional valve 12 are in the disconnected position 2. The first three-position three-way directional valve 9 is in position 1, with ports 9-1 and 9-2 connected and port 9-3 blocked. The brake pressure in the rear circuit is adjusted by the first pressure-regulating valve 3. The second two-position three-way directional valve 4 acts as a brake switch and is in position 2 when not in use. If a braking test is required, switch to position 1 to initiate braking.

[0082] When conducting the F test, the second two-position three-way directional valve 4, the fourth two-position three-way directional valve 5, and the third two-position three-way directional valve 8 are in the connected state in position one, and the fifth two-position three-way directional valve 12 is in the disconnected state in position two. The three-position three-way directional valve 14 is in position three, with port 14-1 closed and ports 14-2 connected to 14-3. The first three-position three-way directional valve 9 is in position two, with ports 9-1 connected to ports 9-3, and port 9-2 closed. The brake pressure of the rear left brake chamber is adjusted by the first pressure-regulating valve 3, and the brake pressure of the rear right brake chamber is adjusted by the second pressure-regulating valve 7. The first two-position three-way directional valve 2 acts as a brake switch and is in position two when not braking. If a braking test is required, switch to position one to perform braking.

[0083] Compared with the existing technology, the technical solution provided by this application brings the following beneficial technical effects:

[0084] The embodiment of the present application utilizes a first pipeline and a second pipeline to connect to different brake air chambers, respectively, to facilitate various test projects. Furthermore, the design of the first and second pressure regulating valves 3 and 7 allows accurate adjustment of the first and second pipelines to preset pressures, maintaining stable pressures and reducing fluctuations. Furthermore, the use of a first or gate-type shuttle valve 6 and a second or gate-type shuttle valve 11, connecting the pressure regulating valves and the brake pipeline simultaneously, ensures that after the auxiliary device is installed, service braking is not affected, thus ensuring driving safety. This embodiment has a simple structure, is easy to install, and is low-cost. It can quantitatively control air pressure without affecting service braking safety.

[0085] Those skilled in the art will understand that the various operations, methods, steps, measures, and schemes in the processes discussed in this application may be alternated, changed, rearranged, decomposed, combined, or deleted.

[0086] The specific implementation methods of the present application described above do not limit the scope of protection of the present application. Any other corresponding changes and modifications made based on the technical concept of the present application should be included in the scope of protection of the claims of the present application.

Claims

1. A pneumatic brake test auxiliary device, characterized in that: include: Auxiliary air tank, used to connect with the test vehicle's air tank; a first pipeline, comprising a first pressure regulating valve and a first or gate-type shuttle valve, wherein the first pressure regulating valve is connected to the auxiliary air reservoir and the first end of the first or gate-type shuttle valve, respectively, and the second end and the third end of the first or gate-type shuttle valve are respectively used to connect to the brake pipeline and the brake air chamber; and a second pipeline, comprising a second pressure regulating valve and a second or gate-type shuttle valve, wherein the second pressure regulating valve is connected to the auxiliary air reservoir and the first end of the second or gate-type shuttle valve, respectively, and the second end and the third end of the second or gate-type shuttle valve are respectively used to connect to the brake pipeline and the brake air chamber; Among them, it also includes a second two-position three-way reversing valve, a third two-position three-way reversing valve, a first three-position three-way reversing valve, a third or gate-type shuttle valve, a fourth two-position three-way reversing valve, a second three-position three-way reversing valve, a fourth or gate-type shuttle valve and a fifth two-position three-way reversing valve; The inlet of the second two-position three-way reversing valve is connected to the first pressure regulating valve, the outlet of the second two-position three-way reversing valve is connected to the first brake air chamber via the fourth two-position three-way reversing valve and the first or gate-type shuttle valve, and the outlet of the second two-position three-way reversing valve is also connected to the second brake air chamber via the first three-position three-way reversing valve and the third or gate-type shuttle valve; The inlet of the third two-position three-way reversing valve is connected to the second pressure regulating valve, and the outlet of the third two-position three-way reversing valve is connected to the third brake air chamber through the fifth two-position three-way reversing valve and the second or gate-type shuttle valve. The outlet of the third two-position three-way reversing valve is also connected to the fourth brake air chamber through the second three-position three-way reversing valve and the fourth or gate-type shuttle valve.

2. The pneumatic brake test auxiliary device according to claim 1, characterized in that: It also includes a first two-position three-way reversing valve, the inlet of the first two-position three-way reversing valve is connected to the auxiliary air storage cylinder, and the outlet is connected to the first pressure regulating valve and the second pressure regulating valve respectively.

3. The pneumatic brake test auxiliary device according to claim 1, characterized in that: The first port, second port and third port of the first three-position three-way reversing valve are respectively connected to the first end of the third or gate-type shuttle valve, the outlet of the second two-position three-way reversing valve and the outlet of the third two-position three-way reversing valve.

4. The pneumatic brake test auxiliary device according to claim 3, characterized in that: The inlet of the fourth two-position three-way reversing valve is connected to the outlet of the second two-position three-way reversing valve, and the outlet is connected to the first end of the first or gate-type shuttle valve.

5. The pneumatic brake test auxiliary device according to claim 1, characterized in that: The first port, the second port and the third port of the second three-position three-way reversing valve are respectively connected to the first end of the fourth or gate-type shuttle valve, the outlet of the third two-position three-way reversing valve and the outlet of the second two-position three-way reversing valve.

6. The pneumatic brake test auxiliary device according to claim 5, characterized in that: The inlet of the fifth two-position three-way reversing valve is connected to the outlet of the third two-position three-way reversing valve, and the outlet is connected to the first end of the second or gate-type shuttle valve.

7. A pneumatic brake test system, characterized in that: It includes a test vehicle air cylinder, a brake line, a brake air chamber and a pneumatic brake test auxiliary device as described in any one of claims 1 to 6, wherein the auxiliary air cylinder in the pneumatic brake test auxiliary device is connected to the test vehicle air cylinder, the first line is connected to the brake line and the brake air chamber, and the second line is connected to the brake line and the brake air chamber.

8. A pneumatic brake test method, characterized in that: The pneumatic brake test system as claimed in claim 7 comprises the following steps: The auxiliary air tank obtains the air source from the air tank of the test vehicle and delivers the air to the first pipeline and the second pipeline; The first pressure regulating valve and the brake pipeline respectively regulate the air pressure at the first end and the second end of the first or gate-type shuttle valve, and the second pressure regulating valve and the brake pipeline respectively regulate the air pressure at the first end and the second end of the second or gate-type shuttle valve; When the air pressure of the brake line is lower than the air pressure of the first pressure regulating valve and the second pressure regulating valve, the first or gate-type shuttle valve and the second or gate-type shuttle valve perform an action according to the air pressure of the first pressure regulating valve and the second pressure regulating valve; When the air pressure of the brake line is greater than the air pressure of the first pressure regulating valve or the second pressure regulating valve, the first or gate-type shuttle valve or the second or gate-type shuttle valve performs an action according to the air pressure of the brake line.

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