Performance detection method and device for secondary pressure self-closed brake valve of passenger car

Abstract

The invention relates to the technical field of railway vehicle braking, and discloses a performance detection method and device for a passenger car secondary pressure self-closed brake valve, and the device comprises a train pipe simulation air cylinder which is used for simulating the internal air pressure of a train pipe and is provided with a first air pressure sensor, and a reducing pipe which is communicated with the train pipe simulation air cylinder. An air pressure measuring air cylinder is communicated with the reducing pipe, and a second air pressure sensor is arranged in the air pressure measuring air cylinder; the brake valve is communicated with the air pressure measuring air cylinder through a pipeline; through the design of the train pipe simulation air cylinder and the reducing pipe, the air pressure change in the train pipe can be accurately simulated, and a reliable test environment is provided for brake valve performance detection. Through the arrangement of the air pressure measuring air cylinder and the air pressure sensor, the air pressure change can be monitored in real time, and an accurate pressure change curve can be drawn; by controlling opening and closing of the electromagnetic valve, a plurality of pressure change curves are drawn, and the performance of the brake valve under different working conditions can be comprehensively evaluated.

Description

Technical Field

[0001] The present invention belongs to the field of rail vehicle braking technology, and specifically relates to a comprehensive solution for achieving accurate performance detection of brake valves by constructing a multi-dimensional pressure environment simulation system, and is particularly suitable for stability assessment and maintenance monitoring of secondary pressure self-sealing electric control brake valves. Background Art

[0002] The braking system of a railway passenger car is one of the key components to ensure the safe operation of the train. As the core component of the braking system, the performance of the brake valve directly affects the braking effect and safety of the train. Traditional brake valve performance testing methods usually rely on testing in the actual operating environment, which is not only inefficient but also difficult to accurately simulate various working conditions. In addition, existing testing devices are often unable to fully evaluate the performance of the brake valve under different pressure changes.

[0003] The current mainstream detection technology has three major technical defects:

[0004] 1) Incompleteness of environmental simulation: Although CN118907047A realizes pipeline gas volume simulation, it lacks a simulation module for the gas resistance effect of reduced diameter pipelines, resulting in the pressure decay curve deviating from the actual working conditions by more than 15%.

[0005] 2) Multi-channel coupling interference: Traditional methods have cross-influence when testing parallel exhaust ducts, and cannot separate and test the action characteristics of each solenoid valve.

[0006] 3) Attenuation of detection accuracy: According to a 2021 research report of the Wuhan Railway Bureau, after 30 consecutive tests on a conventional testing bench, the pressure fluctuation error exceeded ±3.5kPa.

[0007] Therefore, developing a device and method that can efficiently and accurately simulate train operating conditions and detect brake valve performance is of great significance for improving the reliability and safety of railway passenger car braking systems. Summary of the invention

[0008] In view of this, the present invention proposes a performance testing method and device for a passenger car two-stage pressure self-sealing brake valve, aiming to solve the problem in traditional technology that the pressure release rate cannot be adjusted due to the use of a single exhaust channel or no reduction control, and the complex working conditions at the tail end of the train cannot be truly simulated, resulting in limited accuracy of the test results.

[0009] The present invention proposes a performance detection device for a two-stage pressure self-sealing brake valve of a passenger car, comprising:

[0010] A train pipe simulation air cylinder is used to simulate the wind pressure inside the train pipe. A first air pressure sensor is provided in the train pipe simulation air cylinder to detect the real-time pressure in the train pipe simulation air cylinder;

[0011] A reducing pipe, connected to the train pipe simulation air cylinder through a pipeline, and used for slowly releasing the air in the train pipe simulation air cylinder;

[0012] An air pressure measuring cylinder is connected to the reducing pipe through a pipeline, and a second air pressure sensor is arranged in the air pressure measuring cylinder to detect the air pressure in the air pressure measuring cylinder;

[0013] A brake valve, whose air inlet channel is connected to the air pressure measuring cylinder through a pipeline, and the first exhaust channel and the second exhaust channel of the brake valve are both connected to the atmosphere. The brake valve includes a first solenoid valve and a second solenoid valve, the first solenoid valve is used to control the opening and closing of the first exhaust channel, and the second solenoid valve is used to control the opening and closing of the second exhaust channel.

[0014] Furthermore, the volume of the train pipe simulation air cylinder is not less than 30 liters; the volume of the air pressure measuring air cylinder is not less than 10 liters, and the volume ratio of the train pipe simulation air cylinder and the air pressure measuring air cylinder is not less than 3 to 1.

[0015] Furthermore, the diameter of the reduced tube includes at least three different diameters, and the longer the length of the simulated train tube is, the smaller the diameter of the reduced tube is; preferably, the three different diameters of the reduced tube are 1 mm, 2 mm and 4 mm, and the length of the reduced tube is 10 mm.

[0016] Furthermore, the reducing pipe adopts a modular structural design, including a quick connector and a pressure buffer chamber, the buffer chamber has a conical tapered guide structure, and a spiral guide groove is provided on the inner wall of the buffer chamber.

[0017] Furthermore, the second air pressure sensor includes three pressure collection points distributed along the axis of the train pipe simulation air cylinder, each collection point is arranged with a phase difference of 120° and configured as a pressure fluctuation elimination algorithm.

[0018] Furthermore, the measurement accuracy of the first air pressure sensor and the second air pressure sensor is not less than 0.1 kPa.

[0019] Further, the test voltages of the first solenoid valve and the second solenoid valve each include a first test voltage, a nominal test voltage, and a second test voltage, the voltages of which decrease in sequence.

[0020] Furthermore, the upper limit value and the lower limit value of the first test voltage, the nominal test voltage and the second test voltage are tested respectively.

[0021] The present invention also provides a method for testing the performance of a secondary pressure self-sealing brake valve of a passenger car using the performance testing device, comprising the following steps:

[0022] Step S1: Filling the train pipe simulation air cylinder with air having a pressure equivalent to the air pressure in the simulated train pipe;

[0023] Step S2: slowly releasing the air in the train pipe simulation air cylinder through the reducing pipe, and detecting the real-time pressure in the train pipe simulation air cylinder through the first air pressure sensor;

[0024] Step S3: detecting the wind pressure in the air pressure measuring cylinder by the second air pressure sensor, and drawing a pressure change curve according to the measurement value of the second air pressure sensor;

[0025] Step S4: controlling the opening and closing of the first solenoid valve to draw a first pressure change curve;

[0026] And / or step S5: controlling the opening and closing of the second solenoid valve to draw a second pressure change curve;

[0027] And / or step S6: simultaneously controlling the opening and closing of the first solenoid valve and the second solenoid valve to draw a third pressure change curve;

[0028] Step S7: comparing the first pressure change curve, the second pressure change curve and the third pressure change curve with corresponding standard change curves respectively, so as to determine the sealing performance of each channel and the multi-channel coordination performance of the brake valve;

[0029] The standard variation curve is a pressure variation curve of the brake valve under normal working conditions obtained in advance through steps S1 to S6.

[0030] Furthermore, different first pressure change curves, second pressure change curves and third pressure change curves are drawn according to the first test voltage, the nominal test voltage and the second test voltage of the first solenoid valve and the second solenoid valve to judge the response speed performance of the brake valve; preferably, different first pressure change curves, second pressure change curves and third pressure change curves are drawn using the upper limit value and lower limit value of the first test voltage, the nominal test voltage and the second test voltage respectively to judge the response speed performance of the brake valve.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] Efficient simulation: Through the design of the train pipe simulation air cylinder and the reduced diameter pipe, the wind pressure changes inside the train pipe can be accurately simulated, providing a reliable test environment for brake valve performance testing.

[0033] Accurate detection: Through the setting of air pressure measuring cylinder and air pressure sensor, it is possible to monitor the wind pressure changes in real time and draw an accurate pressure change curve.

[0034] Comprehensive evaluation: By controlling the opening and closing of the solenoid valve and drawing multiple pressure change curves, the performance of the brake valve under different working conditions can be comprehensively evaluated.

[0035] Easy to operate: The detection device of the present invention has a simple structure, is easy to operate, and is suitable for use in laboratories and field environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0037] Figure 1 It is a schematic diagram of the connection structure of the performance detection device;

[0038] Figure 2 A schematic diagram of the structure of a two-stage pressure self-sealing brake valve for a passenger car provided by an embodiment of the present invention;

[0039] Figure 3 for Figure 1 A cross-sectional view of

[0040] Figure 4 It is a structural schematic diagram of the reduced diameter pipe;

[0041] Figure 5 This is a schematic diagram of the standard change curve trend;

[0042] Figure 6 for Figure 5 Enlarged view of local A in the curve.

[0043] Among them, the train pipe simulation air cylinder 1; the reducing pipe 2; the pipeline 3; the air pressure measuring air cylinder 4; the first air pressure sensor 5; the second air pressure sensor 6; the brake valve 7; the air inlet channel 8; the first exhaust channel 9; the second exhaust channel 10; the first solenoid valve 11; the second solenoid valve 12; the quick connector 13; the pressure buffer chamber 14; and the spiral guide groove 15. DETAILED DESCRIPTION

[0044] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that, in the absence of conflict, the embodiments of the present invention and the features described in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0045] See also Figures 1 to 6 As shown, a performance detection device for a two-stage pressure self-sealing brake valve of a passenger car comprises a train pipe simulation air cylinder 1, a reducing pipe 2, an air pressure measuring air cylinder 4 and a brake valve 7 which are sequentially connected through a pipeline 3, wherein the volume of the train pipe simulation air cylinder 1 is generally 30 liters, and the wind pressure is generally 600 kPa, so as to simulate the wind inside the train pipe, and a first air pressure sensor 5 is arranged in the train pipe simulation air cylinder 1, and the first air pressure sensor 5 detects the real-time pressure in the train pipe simulation air cylinder 1; the reducing pipe 2 slowly releases the wind in the train pipe simulation air cylinder 1, and the diameter of the reducing pipe 2 includes at least three different diameters, and the longer the length of the simulated train pipe is, the smaller the diameter of the reducing pipe 2 is; preferably, the three different diameters of the reducing pipe 2 are 1 mm, 2 mm and 4 mm, and the length of the reducing pipe 2 is 10 mm, so as to avoid unit The wind pressure released within the time is too large, resulting in a poor simulation effect; the volume of the air pressure measuring cylinder 4 is generally 10 liters, the volume ratio of the train pipe simulation cylinder 1 and the air pressure measuring cylinder 4 is not less than 3 to 1, and a second air pressure sensor 6 is arranged in the air pressure measuring cylinder 4. The second air pressure sensor 6 detects the wind pressure in the air pressure measuring cylinder 4 to simulate the wind pressure detection at the tail of the train pipe, and draws different pressure change curves according to the measurement value of the second air pressure sensor 6; the air inlet channel 8 of the brake valve 7 is connected with the overall pipeline 3, and the first exhaust channel 9 and the second exhaust channel 10 of the brake valve 7 are respectively connected with the atmosphere, and the brake valve 7 has a first solenoid valve 11 and a second solenoid valve 12. The first solenoid valve 11 controls the opening and closing of the first exhaust channel 9, and the second solenoid valve 12 controls the opening and closing of the second exhaust channel 10.

[0046] In order to achieve flow limiting while ensuring the flow guidance effect and avoid the problem of poor gas flow, the reducing tube 2 in the present invention adopts a modular structure design, including a quick connector 13 and a pressure buffer chamber 14. The buffer chamber has a conical tapered flow guidance structure, and its inner wall is provided with a spiral flow guidance groove 15.

[0047] Since the curve mainly refers to the detection value of the second air pressure sensor 6, in order to ensure the accuracy of curve drawing, three pressure collection points are distributed along the axis of the train pipe simulation air cylinder 1, and the second air pressure sensor 6 is arranged at the collection point. Each collection point is arranged with a phase difference of 120° and is configured as a pressure fluctuation elimination algorithm.

[0048] In order to ensure the accuracy of curve drawing, the measurement accuracy of the first air pressure sensor 5 and the second air pressure sensor 6 in the present invention is not less than 0.1 kPa.

[0049] Embodiment 1:

[0050] Materials and equipment:

[0051] Train pipe simulation air cylinder 1 (30L, pre-charged air pressure 600kPa)

[0052] Reduced diameter tube 2 (diameter can be 1mm, 2mm, 4mm, 2mm is selected in this embodiment)

[0053] Air pressure measuring cylinder 4 (10L)

[0054] Brake valve 7 (including the first solenoid valve 11 and the second solenoid valve 12)

[0055] First air pressure sensor 5 (detects simulated air cylinder pressure)

[0056] Second air pressure sensor 6 (detects and measures air cylinder pressure)

[0057] Steps:

[0058] Connecting pipeline 3: connect train pipe simulation air cylinder 1 → reducing pipe 2 → air pressure measuring air cylinder 4 → brake valve 7 in sequence;

[0059] Open the first solenoid valve 11 and / or the second solenoid valve 12 of the brake valve 7, close the second solenoid valve 12 and / or the first solenoid valve 11, and start exhaust until the pressure in the air pressure measuring air cylinder 4 is reduced to the minimum pressure. At the minimum pressure, the return spring in the brake valve 7 cannot be pushed to open the exhaust channel. The minimum pressure is generally about 5kPa;

[0060] Synchronously record the pressure change data of the train pipe simulation air cylinder 1 and the air pressure measurement air cylinder 4;

[0061] The first pressure change curve, the second pressure change curve and the third pressure change curve are drawn by measuring the pressure data of the air cylinder 4 by air pressure;

[0062] The first pressure change curve, the second pressure change curve, and the third pressure change curve are compared with the corresponding standard curves (normal single-channel pressure relief curve and normal dual-channel pressure relief curve of brake valve 7) to judge the sealing performance of brake valve 7 (the comparison and judgment method can adopt the existing slope comparison method, and the comparison method is not used in this invention).

[0063] Gas flow route: simulated air cylinder → reducer 2 → measuring air cylinder → first solenoid valve 11 exhaust → atmosphere

[0064] The present invention independently controls the first solenoid valve 11 or the second solenoid valve 12 to accurately obtain the dynamic characteristic data of a single exhaust channel, and combines the graded speed control technology of the reduced diameter pipe 2 to solve the traditional multi-channel coupling interference problem; simultaneously controls the first solenoid valve 11 and the second solenoid valve 12 to accurately obtain the dynamic characteristic data of the dual exhaust channels, and combines the graded speed control technology of the reduced diameter pipe 2 to ensure the accuracy of dual-channel detection.

[0065] The air pressure measurement at the end of air cylinder 4 is used for monitoring, which is closer to the actual wind pressure attenuation scenario at the rear of the train.

[0066] Embodiment 2:

[0067] The rest of the structure is the same as that of Example 1, except that:

[0068] The test voltages of the first solenoid valve 11 and the second solenoid valve 12 include a first test voltage (e.g., 9V), a nominal test voltage (e.g., 7.5V), and a second test voltage (e.g., 6V) whose voltages decrease in sequence; different first pressure change curves, second pressure change curves, and third pressure change curves are drawn according to the first test voltage, the nominal test voltage, and the second test voltage of the first solenoid valve 11 and the second solenoid valve 12 to determine the response speed performance of the brake valve 7;

[0069] Further, the upper limit value and the lower limit value of the first test voltage, the nominal test voltage and the second test voltage are tested respectively, and different first pressure change curves, second pressure change curves and third pressure change curves are drawn using the upper limit value and the lower limit value of the first test voltage, the nominal test voltage and the second test voltage respectively, so as to judge the response speed performance of the brake valve 7.

[0070] Embodiment 3:

[0071] The specific operations of the performance detection method are as follows:

[0072] Drawing of the first pressure change curve: Open the first solenoid valve 11 to connect the first exhaust passage 9 of the brake valve 7 to the atmosphere, and record the pressure change in the air pressure measuring cylinder 4. Close the first solenoid valve 11, repeat the above operation several times, and draw the first pressure change curve.

[0073] Drawing of the second pressure change curve: Open the second solenoid valve 12 to connect the second exhaust passage 10 of the brake valve 7 to the atmosphere, and record the pressure change in the air pressure measuring cylinder 4. Close the second solenoid valve 12, repeat the above operation several times, and draw the second pressure change curve.

[0074] The third pressure change curve is drawn: the first solenoid valve 11 and the second solenoid valve 12 are opened at the same time, so that the two exhaust passages of the brake valve 7 are connected to the atmosphere, and the pressure change in the air pressure measuring cylinder 4 is recorded at the same time. The two solenoid valves are closed, and the above operation is repeated for several times to draw the third pressure change curve.

[0075] Performance judgment: The above three pressure change curves are compared with the standard change curves. If the three curves are within the allowable deviation range of the standard curve, the performance of the brake valve 7 is judged to be qualified; otherwise, the performance of the brake valve 7 is judged to be unqualified.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the relevant field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A performance detection device for a two-stage pressure self-sealing brake valve of a passenger car, characterized in that: include: A train pipe simulation air cylinder is used to simulate the wind pressure inside the train pipe. A first air pressure sensor is provided in the train pipe simulation air cylinder to detect the real-time pressure in the train pipe simulation air cylinder; A reducing pipe, connected to the train pipe simulation air cylinder through a pipeline, and used for slowly releasing the air in the train pipe simulation air cylinder; An air pressure measuring cylinder is connected to the reducing pipe through a pipeline, and a second air pressure sensor is arranged in the air pressure measuring cylinder to detect the air pressure in the air pressure measuring cylinder; A brake valve, whose air inlet channel is connected to the air pressure measuring cylinder through a pipeline, and the first exhaust channel and the second exhaust channel of the brake valve are both connected to the atmosphere. The brake valve includes a first solenoid valve and a second solenoid valve, the first solenoid valve is used to control the opening and closing of the first exhaust channel, and the second solenoid valve is used to control the opening and closing of the second exhaust channel.

2. The performance detection device for the two-stage pressure self-sealing brake valve of a passenger car according to claim 1 is characterized in that: The volume of the train pipe simulation air cylinder is not less than 30 liters; the volume of the air pressure measuring air cylinder is not less than 10 liters, and the volume ratio of the train pipe simulation air cylinder and the air pressure measuring air cylinder is not less than 3 to 1.

3. The performance detection device for the two-stage pressure self-sealing brake valve of a passenger car according to claim 1 is characterized in that: The diameter of the reduced tube includes at least three different diameters. The longer the length of the simulated train tube is, the smaller the diameter of the reduced tube is. Preferably, the three different diameters of the reduced tube are 1 mm, 2 mm and 4 mm, and the length of the reduced tube is 10 mm.

4. The performance detection device for the two-stage pressure self-sealing brake valve of a passenger car according to claim 3 is characterized in that: The reducing pipe adopts a modular structure design, and comprises a quick joint and a pressure buffer chamber. The buffer chamber has a conical tapered guide structure, and a spiral guide groove is arranged on the inner wall of the buffer chamber.

5. The performance detection device for the two-stage pressure self-sealing brake valve of a passenger car according to claim 1 is characterized in that: The second air pressure sensor includes three pressure collection points distributed along the axis of the train pipe simulation air cylinder, each collection point is arranged with a phase difference of 120° and configured as a pressure fluctuation elimination algorithm.

6. The performance detection device for the two-stage pressure self-sealing brake valve of a passenger car according to claim 5 is characterized in that: The measurement accuracy of the first air pressure sensor and the second air pressure sensor is not less than 0.1 kPa.

7. The performance detection device for a passenger car two-stage pressure self-sealing brake valve according to any one of claims 1 to 6, characterized in that: The test voltages of the first solenoid valve and the second solenoid valve each include a first test voltage, a nominal test voltage, and a second test voltage, which voltages are successively decreased.

8. The performance detection device for the two-stage pressure self-sealing brake valve of a passenger car according to claim 7 is characterized in that: The upper limit value and the lower limit value of the first test voltage, the nominal test voltage and the second test voltage are tested respectively.

9. A method for testing the performance of a passenger car two-stage pressure self-sealing brake valve using the performance testing device according to any one of claims 1 to 8, characterized in that: The following steps are involved: Step S1: Filling the train pipe simulation air cylinder with air having a pressure equivalent to the air pressure in the simulated train pipe; Step S2: slowly releasing the air in the train pipe simulation air cylinder through the reducing pipe, and detecting the real-time pressure in the train pipe simulation air cylinder through the first air pressure sensor; Step S3: detecting the wind pressure in the air pressure measuring cylinder by the second air pressure sensor, and drawing a pressure change curve according to the measurement value of the second air pressure sensor; Step S4: controlling the opening and closing of the first solenoid valve to draw a first pressure change curve; And / or step S5: controlling the opening and closing of the second solenoid valve to draw a second pressure change curve; And / or step S6: simultaneously controlling the opening and closing of the first solenoid valve and the second solenoid valve to draw a third pressure change curve; Step S7: comparing the first pressure change curve, the second pressure change curve and the third pressure change curve with corresponding standard change curves respectively, so as to determine the sealing performance of each channel and the multi-channel coordination performance of the brake valve; The standard variation curve is a pressure variation curve of the brake valve under normal working conditions obtained in advance through steps S1 to S6.

10. The performance testing method for a two-stage pressure self-sealing brake valve for a passenger car according to claim 9, characterized in that: Different first pressure change curves, second pressure change curves and third pressure change curves are drawn according to the first test voltage, the nominal test voltage and the second test voltage of the first solenoid valve and the second solenoid valve to determine the response speed performance of the brake valve; preferably, different first pressure change curves, second pressure change curves and third pressure change curves are drawn using the upper limit value and the lower limit value of the first test voltage, the nominal test voltage and the second test voltage respectively to determine the response speed performance of the brake valve.

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