Simulation test software for railway wagon braking system

Abstract

The invention relates to the technical field of brake tests, in particular to simulation test software for a railway wagon brake system. Comprising a control system, a brake simulation platform and a data acquisition device. The brake simulation platform comprises an adjustable brake cylinder, an air cylinder group and a pipeline system, is used for mounting and dismounting brake accessories of different vehicle types, and is connected with a test single vehicle through a hose; the data acquisition device comprises pressure sensors, a displacement sensor and a force measurement sensor, the pressure sensors are arranged on pipelines of the auxiliary air cylinder, the pressure reduction cylinder and the pressure limiting valve respectively and used for acquiring pressure data, and the displacement sensor is used for acquiring the displacement stroke of the brake cylinder; and the force measuring sensors are respectively arranged at key stress parts of the brake shoe and the turn adjuster and are used for measuring dynamic force values. The fault can be accurately positioned, the fault rate is reduced, and the driving safety and the operation stability are improved. The fault can be accurately positioned, the fault rate is reduced, and the driving safety and the operation stability are improved.

Description

Technical Field

[0001] The invention relates to the technical field of brake testing, and in particular to simulation test software for a railway freight car brake system. Background Art

[0002] The air brake system primarily consists of an air compressor, a main air cylinder, and a brake valve. Its operating principle is that when the driver moves the brake valve to the push position, some of the compressed air in the brake main pipe is discharged to the atmosphere. At this point, the air pressure in the auxiliary air cylinder is relatively greater than the pressure in the brake main pipe, pushing the main piston of the three-way valve to the left, blocking the passage to the inflation groove and preventing the compressed air in the auxiliary air cylinder from flowing back. Simultaneously with the movement of the main piston of the three-way valve, the sliding valve also moves to the left, blocking the outlet to the atmosphere. This allows the compressed air in the auxiliary air cylinder to enter the brake cylinder, pushing the brake cylinder piston to the right. Through the transmission of the brake cylinder, the brake shoe tightly embraces the wheel, thus braking the vehicle.

[0003] During operation, railway freight cars experience a high brake failure rate, accounting for over 90% of all vehicle failures. Various faults have occurred in air brakes, foundation brakes, and manual brakes. Due to the complexity of brake system structures and principles, the root cause of the problem often remains unidentified without in-depth research, hindering quality control at the source during maintenance.

[0004] During the manufacturing and maintenance of railway freight cars, various problems have been found in the inspection and use of the brake devices. The analysis of these problems is more based on theoretical analysis, and is lacking in actual simulation verification due to limited conditions. Summary of the Invention

[0005] The technical problem solved by the present invention is to provide a railway freight car braking system simulation test software that can accurately locate faults, reduce the failure rate, and improve driving safety and operational stability.

[0006] The basic solution provided by the present invention is: a railway freight car braking system simulation test software, including a control system, a braking simulation platform and a data acquisition device;

[0007] The brake simulation platform includes an adjustable brake cylinder, an air cylinder group, and a piping system, which is used for installing and removing brake accessories of different models and is connected to the test bicycle through a hose;

[0008] The data acquisition device includes a pressure sensor, a displacement sensor and a force sensor. The pressure sensors are respectively arranged on the pipelines of the auxiliary air cylinder, the pressure reducing cylinder and the pressure limiting valve to collect pressure data. The displacement sensor is used to collect the displacement stroke of the brake cylinder. The force sensors are respectively arranged on the key force-bearing parts of the brake shoe and the turn regulator to measure the dynamic force value.

[0009] The control system includes a working condition setting module, a data recording module and a data analysis module;

[0010] The working condition setting module is used to make the brake accessories installed on the brake simulation platform operate according to the preset working conditions according to various preset working conditions;

[0011] The data recording module is used to obtain the pressure data, displacement stroke and dynamic force value collected by the data acquisition device when the brake simulation platform is running, record the change curve of each data, and store it in association with the serial number of the brake accessory;

[0012] The data analysis module is used to perform correlation analysis based on the change curves of various data under different working conditions and identify the fault status of brake accessories.

[0013] Furthermore, the working condition setting module includes a stage braking test module, an emergency braking test module and a pressure holding test module;

[0014] The stage brake test module is used to gradually pressurize the brake cylinder according to the set pressurization rules. The data analysis module establishes a pressure-stroke linear relationship based on the recorded brake cylinder pressure data and the change curve of the stroke data, and determines whether the pressure-stroke linear relationship meets the design requirements and outputs the judgment result;

[0015] The emergency brake test module is used to control the instantaneous release of the air cylinder pressure. The data analysis module is used to output the judgment result based on whether the time it takes for the brake cylinder pressure to rise to the preset pressure meets the design requirements;

[0016] The pressure holding test module is used to control the valve closing. The data analysis module is used to determine whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and output the judgment result;

[0017] The data analysis module marks abnormal events based on the results of various judgments.

[0018] Furthermore, the data analysis module determines whether the pressure-stroke linear relationship meets the design requirements and outputs the determination result through the following steps:

[0019] S1.1. Obtain the pressure value P and stroke value P of each pressurization respectively;

[0020] S1.2. Perform a linear fit on the pressure and stroke values, P = a·S + b, where a represents the slope and b represents the intercept;

[0021]

[0022] Where n represents the number of sampling points, P i Indicates the i-th pressure value, Si represents the i-th trip value;

[0023] S1.3 Calculate the correlation coefficient R 2 :

[0024]

[0025] S1.4 According to the preset judgment conditions, when a∈[a min , a max ],b∈[b min , b max ], If yes, it is judged that there is no abnormality, otherwise it is marked as an abnormal event.

[0026] The core of the staged brake test module is to gradually pressurize the brake cylinder, collect real-time pressure and stroke data, establish a linear relationship model between the two, and evaluate whether it meets design standards. Ideally, the brake cylinder pressure and piston stroke should be linearly related, namely, P = a·S + b. The slope and intercept of the best-fit line are determined through mathematical optimization methods, and the goodness of fit of the linear relationship is quantified using the correlation coefficient to ensure model reliability. In specific implementation, pressurization rules (such as staged pressurization intervals and target pressure ranges) are set in the control system. Sensors are calibrated to ensure the accuracy of the pressure and displacement sensors and eliminate zero-point drift. Then, pressurization and data collection are carried out in stages, with the brake cylinder pressurized according to preset rules (for example, 0.5 MPa steps). After stabilization in each stage, pressure and stroke values ​​are synchronously recorded by the pressure and displacement sensors. Finally, linear regression analysis is used to determine the slope, intercept, and correlation coefficient. If all conditions are met, the test result is marked as "passed," and the fitting parameters and raw data are stored. If any of the conditions is not met, it is marked as "abnormal", and the deviation value, abnormality type (linearity deviation) are recorded, and the brake part number is associated.

[0027] Mathematical models are used to quantify braking performance, avoiding subjective judgment errors. Automated data collection and analysis improves test efficiency, and abnormal event marking helps quickly locate problematic components. Through these steps, the staged brake test module systematically verifies the linear characteristics of brake cylinders, providing data support for the safety and reliability of railway freight car braking systems.

[0028] Furthermore, the data analysis module determines whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and outputs the judgment result through the following steps:

[0029] S2.1. Obtain and record the emergency brake triggering time t start And the moment when the pressure reaches the preset value t end , pressure rise time Δt;

[0030] S2.2. Correct the pressure rise time according to the preset correction factor η:

[0031] Δt ‘ =Δt·η

[0032] S2.3, when Δt ‘ ≤Δt max When , it is judged that there is no abnormality, otherwise it is marked as an abnormal event.

[0033] The core of the emergency brake test module is to verify the dynamic response capability of the brake system under emergency conditions. Specifically, it tests whether the time required for the brake cylinder pressure to rapidly rise from the initial state to the preset target pressure meets design requirements. When the emergency brake is triggered, the air cylinder pressure is instantly released, and the brake cylinder must establish sufficient braking force in the shortest possible time. The system's response speed is evaluated by quantifying the time it takes for the pressure to rise to the preset value. The impact of external factors such as pipeline resistance and temperature on pressure transmission is considered, and the judgment result is optimized using a correction factor η. In specific implementation, a target pressure and maximum allowable response time are preset to ensure sufficient air cylinder pressure, no pipeline leaks, and sensitive valve operation. The pressure sensor is calibrated to eliminate zero offset. The air cylinder air supply is then instantly cut off via a solenoid valve or quick exhaust valve to simulate an emergency braking condition. The brake cylinder pressure curve is recorded over time using high-frequency sampling (e.g., 100Hz). The pressure rise time is then calculated to determine the dynamic response. Time thresholds are used to clearly determine the system's dynamic performance, achieving precise quantification. The abnormality flagging function improves maintenance efficiency and allows for rapid fault location. The emergency brake test module can efficiently and accurately verify the dynamic performance of the railway freight car braking system under emergency conditions, providing key protection for driving safety.

[0034] Furthermore, the data analysis module determines whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and outputs the judgment result through the following steps:

[0035] S3.1. Obtain the initial pressure P at the moment the valve closes initial And the final pressure P at the end of pressure holding final , calculate the pressure drop ΔP;

[0036] S3.2. Calculate the leakage rate:

[0037]

[0038] where t hold It is the preset holding time;

[0039] S3.3, ΔP≤ΔP max When the leakage rate is less than or equal to the leakage rate threshold, it is marked as no abnormality, otherwise it is marked as an abnormal event.

[0040] The core of the pressure holding test module is to verify the sealing performance of the brake system under pressure holding conditions, that is, to test whether the drop in the brake cylinder pressure within a certain period of time after the valve is closed is within the allowable range. An ideally sealed brake system should maintain constant pressure during the pressure holding stage, and a drop in pressure indicates a leak. The system sealing performance is judged by the pressure drop (leakage rate) per unit time. The influence of external factors such as temperature changes and pipeline elasticity on pressure attenuation is considered to ensure the accuracy of the judgment results. In specific implementation, the preset pressure holding time t hold And the maximum allowable pressure drop ΔP max , the control system cuts off the connection between the brake cylinder and the air cylinder, and enters the pressure holding state. The pressure value during the pressure holding period is recorded with low frequency sampling (such as 1Hz), ΔP≤ΔP max The test is marked as qualified when the leakage rate is ≤ the leakage rate threshold. The pressure-maintaining test module accurately evaluates the sealing performance of railway freight car brake systems, effectively reducing the risk of brake failures caused by leakage and ensuring driving safety and operational efficiency.

[0041] The principles and advantages of this invention lie in: By integrating a control system, a brake simulation platform, and a multi-sensor data acquisition device, it simulates different braking conditions and monitors key parameters in real time, enabling quantitative evaluation of brake component performance. The system's staged brake test module pressurizes the brake cylinder in stages, using linear regression to establish a pressure-stroke relationship model to verify whether linearity meets design requirements. The emergency brake test module instantly releases cylinder pressure and records the pressure rise time, optimizing dynamic response determination by incorporating correction factors. The pressure-holding test module accurately assesses sealing performance by monitoring pressure decay and leakage rate after valve closure. Compared to existing technologies, this system automates and standardizes brake performance testing. Mathematical modeling (such as least squares fitting and correlation coefficient analysis) eliminates subjective judgment errors. Combined with an abnormal event marking function, it rapidly locates faulty components, significantly improving maintenance efficiency and accuracy. Furthermore, its modular design supports rapid adaptation of brake components to different vehicle models, and its data association storage function provides a reliable basis for fault tracing and quality assurance, thereby systematically reducing the brake failure rate of railway freight cars and ensuring driving safety and operational stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 The present invention is a logic block diagram of a railway freight car braking system simulation test software embodiment. DETAILED DESCRIPTION

[0043] The following is further described in detail through specific implementation methods:

[0044] The embodiment is basically as shown in the attached Figure 1 As shown:

[0045] A railway freight car braking system simulation test software, including a control system, a braking simulation platform and a data acquisition device;

[0046] The brake simulation platform includes an adjustable brake cylinder, an air cylinder group, and a piping system, which is used for installing and removing brake accessories of different models and is connected to the test bicycle through a hose;

[0047] The data acquisition device includes a pressure sensor, a displacement sensor and a force sensor. The pressure sensors are respectively arranged on the pipelines of the auxiliary air cylinder, the pressure reducing cylinder and the pressure limiting valve to collect pressure data. The displacement sensor is used to collect the displacement stroke of the brake cylinder. The force sensors are respectively arranged on the key force-bearing parts of the brake shoe and the turn regulator to measure the dynamic force value.

[0048] The control system includes a working condition setting module, a data recording module and a data analysis module;

[0049] The working condition setting module is used to make the brake accessories installed on the brake simulation platform operate according to the preset working conditions according to various preset working conditions;

[0050] The data recording module is used to obtain the pressure data, displacement stroke and dynamic force value collected by the data acquisition device when the brake simulation platform is running, record the change curve of each data, and store it in association with the serial number of the brake accessory;

[0051] The data analysis module is used to perform correlation analysis based on the change curves of various data under different working conditions and identify the fault status of brake accessories.

[0052] The principles and advantages of the present invention are:

[0053] Furthermore, the working condition setting module includes a stage braking test module, an emergency braking test module and a pressure holding test module;

[0054] The stage brake test module is used to gradually pressurize the brake cylinder according to the set pressurization rules. The data analysis module establishes a pressure-stroke linear relationship based on the recorded brake cylinder pressure data and the change curve of the stroke data, and determines whether the pressure-stroke linear relationship meets the design requirements and outputs the judgment result;

[0055] The emergency brake test module is used to control the instantaneous release of the air cylinder pressure. The data analysis module is used to output the judgment result based on whether the time it takes for the brake cylinder pressure to rise to the preset pressure meets the design requirements;

[0056] The pressure holding test module is used to control the valve closing. The data analysis module is used to determine whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and output the judgment result;

[0057] The data analysis module marks abnormal events based on the results of various judgments.

[0058] Furthermore, the data analysis module determines whether the pressure-stroke linear relationship meets the design requirements and outputs the determination result through the following steps:

[0059] S1.1. Obtain the pressure value P and stroke value P of each pressurization respectively;

[0060] S1.2. Perform a linear fit on the pressure and stroke values, P = a·S + b, where a represents the slope and b represents the intercept;

[0061]

[0062] Where n represents the number of sampling points, P i Indicates the i-th pressure value, S i represents the i-th trip value;

[0063] S1.3 Calculate the correlation coefficient R 2 :

[0064]

[0065] S1.4 According to the preset judgment conditions, when a∈[a min , a max ],b∈[b min , b max ], If yes, it is judged that there is no abnormality, otherwise it is marked as an abnormal event.

[0066] The core of the staged brake test module is to gradually pressurize the brake cylinder, collect real-time pressure and stroke data, establish a linear relationship model between the two, and evaluate whether it meets design standards. Ideally, the brake cylinder pressure and piston stroke should be linearly related, namely, P = a·S + b. The slope and intercept of the best-fit line are determined through mathematical optimization methods, and the goodness of fit of the linear relationship is quantified using the correlation coefficient to ensure model reliability. In specific implementation, pressurization rules (such as staged pressurization intervals and target pressure ranges) are set in the control system. Sensors are calibrated to ensure the accuracy of the pressure and displacement sensors and eliminate zero-point drift. Then, pressurization and data collection are carried out in stages, with the brake cylinder pressurized according to preset rules (for example, 0.5 MPa steps). After stabilization in each stage, pressure and stroke values ​​are synchronously recorded by the pressure and displacement sensors. Finally, linear regression analysis is used to determine the slope, intercept, and correlation coefficient. If all conditions are met, the test result is marked as "passed," and the fitting parameters and raw data are stored. If any of the conditions is not met, it is marked as "abnormal", and the deviation value, abnormality type (linearity deviation) are recorded, and the brake part number is associated.

[0067] Mathematical models are used to quantify braking performance, avoiding subjective judgment errors. Automated data collection and analysis improves test efficiency, and abnormal event marking helps quickly locate problematic components. Through these steps, the staged brake test module systematically verifies the linear characteristics of brake cylinders, providing data support for the safety and reliability of railway freight car braking systems.

[0068] Furthermore, the data analysis module determines whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and outputs the judgment result through the following steps:

[0069] S2.1. Obtain and record the emergency brake triggering time t start And the moment when the pressure reaches the preset value t end , pressure rise time Δt;

[0070] S2.2. Correct the pressure rise time according to the preset correction factor η:

[0071] Δt ‘ =Δt·η

[0072] S2.3, when Δt ‘ ≤Δt max When , it is judged that there is no abnormality, otherwise it is marked as an abnormal event.

[0073] The core of the emergency brake test module is to verify the dynamic response capability of the brake system under emergency conditions. Specifically, it tests whether the time required for the brake cylinder pressure to rapidly rise from the initial state to the preset target pressure meets design requirements. When the emergency brake is triggered, the air cylinder pressure is instantly released, and the brake cylinder must establish sufficient braking force in the shortest possible time. The system's response speed is evaluated by quantifying the time it takes for the pressure to rise to the preset value. The impact of external factors such as pipeline resistance and temperature on pressure transmission is considered, and the judgment result is optimized using a correction factor η. In specific implementation, a target pressure and maximum allowable response time are preset to ensure sufficient air cylinder pressure, no pipeline leaks, and sensitive valve operation. The pressure sensor is calibrated to eliminate zero offset. The air cylinder air supply is then instantly cut off via a solenoid valve or quick exhaust valve to simulate an emergency braking condition. The brake cylinder pressure curve is recorded over time using high-frequency sampling (e.g., 100Hz). The pressure rise time is then calculated to determine the dynamic response. Time thresholds are used to clearly determine the system's dynamic performance, achieving precise quantification. The abnormality flagging function improves maintenance efficiency and allows for rapid fault location. The emergency brake test module can efficiently and accurately verify the dynamic performance of the railway freight car braking system under emergency conditions, providing key protection for driving safety.

[0074] Furthermore, the data analysis module determines whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and outputs the judgment result through the following steps:

[0075] S3.1. Obtain the initial pressure P at the moment the valve closes initial And the final pressure P at the end of pressure holding final , calculate the pressure drop ΔP;

[0076] S3.2. Calculate the leakage rate:

[0077]

[0078] where t hold It is the preset holding time;

[0079] S3.3, ΔP≤ΔP max When the leakage rate is less than or equal to the leakage rate threshold, it is marked as no abnormality, otherwise it is marked as an abnormal event.

[0080] The core of the pressure holding test module is to verify the sealing performance of the brake system under pressure holding conditions, that is, to test whether the drop in the brake cylinder pressure within a certain period of time after the valve is closed is within the allowable range. An ideally sealed brake system should maintain constant pressure during the pressure holding stage, and a drop in pressure indicates a leak. The system sealing performance is judged by the pressure drop (leakage rate) per unit time. The influence of external factors such as temperature changes and pipeline elasticity on pressure attenuation is considered to ensure the accuracy of the judgment results. In specific implementation, the preset pressure holding time t hold And the maximum allowable pressure drop ΔP max , the control system cuts off the connection between the brake cylinder and the air cylinder, and enters the pressure holding state. The pressure value during the pressure holding period is recorded with low frequency sampling (such as 1Hz), ΔP≤ΔP max The test is marked as qualified when the leakage rate is ≤ the leakage rate threshold. The pressure-maintaining test module accurately evaluates the sealing performance of railway freight car brake systems, effectively reducing the risk of brake failures caused by leakage and ensuring driving safety and operational efficiency.

[0081] The above are only embodiments of the present invention. Common knowledge such as the known specific structures and characteristics in the scheme are not described in detail here. Ordinary technicians in the field are aware of all common technical knowledge in the technical field of the invention before the application date or priority date, can obtain all existing technologies in the field, and have the ability to apply conventional experimental means before that date. Ordinary technicians in the field can improve and implement this scheme in combination with their own abilities under the inspiration given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several variations and improvements can be made, which should also be regarded as the scope of protection of the present invention. These will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A railway freight car brake system simulation test software, characterized by: Including control system, braking simulation platform and data acquisition device; The brake simulation platform includes an adjustable brake cylinder, an air cylinder group, and a piping system, which is used for installing and removing brake accessories of different models and is connected to the test bicycle through a hose; The data acquisition device includes a pressure sensor, a displacement sensor and a force sensor. The pressure sensors are respectively arranged on the pipelines of the auxiliary air cylinder, the pressure reducing cylinder and the pressure limiting valve to collect pressure data. The displacement sensor is used to collect the displacement stroke of the brake cylinder. The force sensors are respectively arranged on the key force-bearing parts of the brake shoe and the turn regulator to measure the dynamic force value. The control system includes a working condition setting module, a data recording module and a data analysis module; The working condition setting module is used to make the brake accessories installed on the brake simulation platform operate according to the preset working conditions according to various preset working conditions; The data recording module is used to obtain the pressure data, displacement stroke and dynamic force value collected by the data acquisition device when the brake simulation platform is running, record the change curve of each data, and store it in association with the serial number of the brake accessory; The data analysis module is used to perform correlation analysis based on the change curves of various data under different working conditions and identify the fault status of brake accessories.

2. The railway freight car brake system simulation test software according to claim 1, characterized in that: The working condition setting module includes a stage braking test module, an emergency braking test module and a pressure holding test module; The stage brake test module is used to gradually pressurize the brake cylinder according to the set pressurization rules. The data analysis module establishes a pressure-stroke linear relationship based on the recorded brake cylinder pressure data and the change curve of the stroke data, and determines whether the pressure-stroke linear relationship meets the design requirements and outputs the judgment result; The emergency brake test module is used to control the instantaneous release of the air cylinder pressure. The data analysis module is used to output the judgment result based on whether the time it takes for the brake cylinder pressure to rise to the preset pressure meets the design requirements; The pressure holding test module is used to control the valve closing. The data analysis module is used to determine whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and output the judgment result; The data analysis module marks abnormal events based on the results of various judgments.

3. The railway freight car brake system simulation test software according to claim 2, characterized in that: The data analysis module determines whether the pressure-stroke linear relationship meets the design requirements and outputs the judgment result through the following steps: S1.

1. Obtain the pressure value P and stroke value P of each pressurization respectively; S1.

2. Perform a linear fit on the pressure and stroke values, P = a·S + b, where a represents the slope and b represents the intercept; Where n represents the number of sampling points, P i Indicates the i-th pressure value, S i represents the i-th trip value; S1.3 Calculate the correlation coefficient R 2 : S1.4 According to the preset judgment conditions, when a∈[a min , a max ],b∈[b min , b max ], If yes, it is judged that there is no abnormality, otherwise it is marked as an abnormal event.

4. The railway freight car brake system simulation test software according to claim 3, characterized in that: The data analysis module determines whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and outputs the judgment result through the following steps: S2.

1. Obtain and record the emergency brake triggering time t start And the moment when the pressure reaches the preset value t end , pressure rise time Δt; S2.

2. Correct the pressure rise time according to the preset correction factor η: Δt ‘ =Δt·η S2.3, when Δt ‘ ≤Δt max When , it is judged that there is no abnormality, otherwise it is marked as an abnormal event.

5. The railway freight car brake system simulation test software according to claim 4, characterized in that: The data analysis module determines whether the pressure drop value of the brake cylinder after the valve is closed for a preset period of time meets the design requirements and outputs the judgment result through the following steps: S3.

1. Obtain the initial pressure P at the moment the valve closes initial And the final pressure P at the end of pressure holding final , calculate the pressure drop ΔP; S3.

2. Calculate the leakage rate: where t hold It is the preset holding time; S3.3, ΔP≤ΔP max When the leakage rate is less than or equal to the leakage rate threshold, it is marked as no abnormality, otherwise it is marked as an abnormal event.

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