Anti-skid valve performance testing device for railway vehicle

Abstract

The present application relates to the technical field of motor train maintenance, in particular to a railway vehicle anti-skid valve performance testing device, which comprises a gas conveying pipe, a control line and a fixing seat for fixing the anti-skid valve arranged on a testing table, the gas conveying pipe conveys gas to the inside of the anti-skid valve through an air inlet, the control line is electrically connected with a solenoid valve in the anti-skid valve, and the fixing seat is slidably provided with a testing clamp plate in an elastic manner on both sides. The sealing assembly is arranged on the sliding testing clamp plate, and the testing clamp plate is controlled by a locking member, which can ensure that the sealing assembly does not separate from the air outlet and air exhaust of the anti-skid valve during the sealing test, and can also drive the testing clamp plate to move by using the pressure in the anti-skid valve during the solenoid valve test, so as to judge whether the solenoid valve works normally according to whether the testing clamp plate moves. The whole testing process does not need to manually remove the plugging and then install the gas detection sensor.

Description

Technical Field

[0001] This invention relates to the field of high-speed train maintenance technology, and more specifically, to a device for testing the performance of anti-slip valves in railway vehicles. Background Technology

[0002] After a certain mileage or time of operation, high-speed trains must undergo professional maintenance at prescribed intervals to ensure the reliable function of all components and safe operation. This maintenance work is carried out by qualified high-speed train maintenance companies. The standard maintenance procedure includes: first, separating and disassembling the components to be inspected from the bottom of the train body and transporting them to a dedicated maintenance workshop; then, a series of processes are carried out sequentially, including disassembly, flaw detection, repair, component replacement, reassembly, and performance testing.

[0003] The anti-slip valve is a key component of the EMU braking system. It switches the valve position by energizing or de-energizing a coil to regulate brake cylinder pressure, preventing wheel lock-up and skidding during braking. It restores braking pressure after skidding is eliminated, ensuring safe train operation. During maintenance, a specialized testing device is required to test the anti-slip valve's sealing performance.

[0004] Existing anti-slip valve testing equipment suffers from a cumbersome testing process. Anti-slip valves have air inlets, outlets, and exhaust ports. When testing the valve body's sealing performance, the outlets must be manually sealed, allowing only an overall sealing test of the valve body and preventing simultaneous testing of the solenoid valve's performance. After the sealing test, the seals must be manually removed, and gas detection sensors must be installed at the outlets to check the solenoid valve's performance. This results in numerous operational steps and reduced maintenance efficiency. Summary of the Invention

[0005] The purpose of this invention is to provide a performance testing device for anti-slip valves of railway vehicles. The device uses a sliding test clamp to drive the movement of the sealing component. By restricting the sliding of the test clamp, the sealing component can enter or leave the anti-slip valve in a controllable manner, thereby solving the problem mentioned in the background art, namely, the cumbersome testing process of existing anti-slip valve testing devices.

[0006] To achieve the above objectives, a performance testing device for an anti-slip valve of a railway vehicle includes an air supply pipe, a control line, and a fixing seat for fixing the anti-slip valve, all mounted on a test bench. The air supply pipe supplies air to the inside of the anti-slip valve through an air inlet. The control line is electrically connected to a solenoid valve inside the anti-slip valve. Test clamps are slidably mounted on both sides of the fixing seat in an elastic manner. A sealing assembly is provided on the side of the test clamp facing the fixing seat. The sealing assembly includes a sealing part that can extend into the air outlet or exhaust port. It also includes locking components for controlling the movement of the test clamps; During the sealing test, the locking element restricts the movement of the test clamp, keeping the sealing part in a sealed state inside the anti-slip valve. When testing the solenoid valve, the locking element releases the restriction on the test clamp, allowing the sealing part to move the test clamp under the action of the air pressure inside the anti-slip valve. The working state of the solenoid valve is analyzed by analyzing the displacement data of the test clamp.

[0007] In the above, the sealing part adopts a cylindrical sealing column, which is made of rubber material. Its outer diameter fits the inner diameter of the air outlet or exhaust port, and is used to seal the inside of the anti-slip valve.

[0008] Based on this, the locking element includes a connecting rod and a drive mechanism for driving the connecting rod to move; One end of the connecting rod is slidably mounted on the side wall of the test clamp, and the other end is fixedly connected to a stop block. The stop block has a planar structure at one end near the connecting rod and an arc-shaped structure at the other end. The drive mechanism includes an electric push rod for driving the linkage to move.

[0009] For ease of understanding, the connecting rod corresponding to the exhaust port is described as the first connecting rod, and the connecting rod corresponding to the air outlet is described as the second connecting rod. The first connecting rod is located directly above the second connecting rod, and the end of the first connecting rod extends to the middle of the second connecting rod, so that the stop block at the end of the second connecting rod is on the path of the first connecting rod moving away from the anti-slip valve.

[0010] Furthermore, the first link and the second link move in the same direction.

[0011] In this design, the two test clamps are interlocked by a stop block, preventing the sealing column from disengaging from the anti-slip valve during the sealing test, thus completing the sealing test. When testing the solenoid valve, the electric actuator can control the two connecting rods to move either misaligned or simultaneously, depending on the solenoid valve's status. Simultaneous movement of both connecting rods indicates a solenoid valve malfunction, while misalignment indicates a normal solenoid valve operation.

[0012] Compared with the prior art, the beneficial effects of the present invention are as follows: In this railway vehicle anti-slip valve performance testing device, by placing the sealing component on a sliding test clamp and controlling the test clamp with a locking device, it is possible to ensure that the sealing component will not detach from the air outlet and exhaust port of the anti-slip valve during the sealing test. Furthermore, during the testing of the solenoid valve, the pressure inside the anti-slip valve can be used to move the test clamp, thus determining whether the solenoid valve is functioning correctly based on whether the test clamp moves. The entire testing process eliminates the need for manual removal of the seal and subsequent installation of the gas detection sensor, thereby reducing operational steps and improving testing efficiency. Attached Figure Description

[0013] Figure 1This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the structure of the fixing base of the present invention; Figure 3 This is a schematic diagram of the sealing assembly of the present invention. Figure 1 ; Figure 4 This is a schematic diagram of the sealing assembly of the present invention. Figure 2 ; Figure 5 This is a schematic diagram of the sealing assembly of the present invention. Figure 3 ; Figure 6 This is a schematic diagram of the structure of the first link of the present invention. Figure 1 ; Figure 7 This is a schematic diagram of the structure of the first link of the present invention. Figure 2 ; Figure 8 This is a schematic diagram of the positional states of the first and second links of the present invention. Figure 1 ; Figure 9 This is a schematic diagram of the positional states of the first and second links of the present invention. Figure 2 ; Figure 10 This is a schematic diagram of the working state of the piston block of the present invention; Figure 11 This is a schematic diagram of the side plate of the present invention.

[0014] The meanings of the labels in the diagram are as follows: 100. Test stand; 101. Air supply pipe; 102. Control line; 110. Fixing base; 111. Positioning plate; 120. Test clamp; 121. Slide rod; 122. Return spring; 123. First displacement sensor; 124. Second displacement sensor; 130. Sealing assembly; 131. Sealing column; 132. Sealing sleeve; 133. Support spring; 134. Piston chamber; 135. Piston block; 136. Connecting spring; 140. First connecting rod; 141. Slider; 142. Stop block; 143. Electric push rod; 150. Second connecting rod; 160. Side plate; 161. Locking block; 162. Protrusion; 200. Anti-slip valve; 201. Air inlet; 202. Air outlet; 203. Exhaust outlet. Detailed Implementation

[0015] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0016] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0017] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0018] High-speed trains, such as regular trains, are typically equipped with anti-slip valves 200. For example... Figure 3 As shown, the anti-slip valve 200 is equipped with an air inlet 201, an air outlet 202, and an exhaust outlet 203. During train braking, the anti-slip valve 200 can adjust the position of the solenoid valve inside the anti-slip device according to the control command, achieving three working states: air charging, pressure holding, and air exhaust. This dynamically regulates the brake cylinder pressure to prevent wheel slippage and ensure braking safety. During maintenance, the anti-slip valve 200 needs to be tested using a testing device. Figure 1 As shown, the testing device includes a gas supply pipe 101, a control line 102, and a mounting base 110 mounted on the test bench 100. The gas supply pipe 101 is sealed to the air inlet 201 of the anti-slip valve 200, used to deliver gas into the anti-slip valve 200. The control line 102 is plugged into a socket at the end of the anti-slip valve 200, which connects to a solenoid valve, electrically connecting the control line 102 to the solenoid valve inside the anti-slip valve 200 for control. The mounting base 110 is rectangular and detachably fixed to the top of the test bench 100. Figure 2 The top of the fixed base 110 is provided with multiple positioning plates 111, which are distributed along the outer contour of the anti-slip valve 200 to position the anti-slip valve 200 between the multiple positioning plates 111, so as to prevent the anti-slip valve 200 from moving during the test.

[0019] During testing, the air outlet 202 and exhaust outlet 203 are sealed with rubber plugs. Then, gas is supplied to the anti-slip valve 200 through the air supply pipe 101. By acquiring the air pressure data inside the anti-slip valve 200, it is determined whether the anti-slip valve 200 has a leakage problem. However, the entire testing process also includes testing the exhaust from the air outlet 202 and exhaust outlet 203. This test requires removing the rubber plugs from the air outlet 202 and exhaust outlet 203. To improve the overall testing efficiency, the present invention provides test clamps 120 that slide on both sides of the fixed base 110, and also provides locking components for controlling the movement of the test clamps 120.

[0020] Specifically, such as Figure 2 and Figure 4 As shown, two test clamps 120 are provided, one corresponding to the air outlet 202 and the other corresponding to the air exhaust 203. Both test clamps 120 are perpendicular to the fixed base 110, that is, the side wall of the test clamp 120 is parallel to the outer side wall of the fixed base 110. The test clamp 120 and the fixed base 110 are slidably connected by a slide rod 121. One end of the slide rod 121 is fixed to the bottom of the test clamp 120, and the other end slides through the slide block at the bottom of the fixed base 110. Furthermore, a return spring 122 is sleeved on the outer ring of the slide rod 121. One end of the return spring 122 is connected to the end of the slide rod 121, and the other end is connected to the side wall of the slide block, so that the test clamp 120 and the fixed base 110 are elastically connected. This elastic connection allows the test clamp 120 to automatically move towards the anti-slip valve 200, thereby fitting against the outer ring of the anti-slip valve 200.

[0021] Furthermore, the present invention achieves the sealing of the air outlet 202 and the exhaust outlet 203 by providing a sealing assembly 130 on the side of the test clamp 120 facing the fixing base 110. Specifically, as shown... Figure 3 As shown, the sealing assembly 130 includes a sealing part that can extend into the air outlet 202 or the air exhaust port 203. When the test clamp 120 is pulled by the rebounding return spring 122 and moves toward the anti-slip valve 200, the sealing part enters the air outlet 202 or the air exhaust port 203, thereby sealing the air outlet 202 or the air exhaust port 203.

[0022] During the sealing test, the locking element restricts the movement of the test clamp 120, so that the sealing part keeps the inside of the anti-slip valve 200 in a sealed state. When testing the solenoid valve, the locking element releases the restriction on the test clamp 120, so that the sealing part drives the test clamp 120 to move under the action of the air pressure inside the anti-slip valve 200. The working state of the solenoid valve is analyzed by the displacement data of the test clamp 120.

[0023] Figure 4The specific structure of the sealing part is shown in the figure. The sealing part includes a sealing post 131 made of rubber material. The sealing post 131 is fixed to the side wall of the test clamp 120 and is coaxial with the air outlet 202 or the exhaust port 203. Taking the exhaust port 203 as an example, when the return spring 122 drives the test clamp 120 to move towards the anti-slip valve 200, the test clamp 120 drives the sealing post 131 to move. At this time, the conical surface formed by the inward contraction of the end of the sealing post 131 facilitates the entry of the sealing post 131 into the exhaust port 203. After entering, the outer diameter of the sealing post 131 fits with the inner diameter of the exhaust port 203. The fitting design can achieve the sealing of the exhaust port 203. After sealing, it is only necessary to restrict the movement of the test clamp 120 by locking the locking element to keep the sealing post 131 in the air outlet 202, thereby sealing the inside of the anti-slip valve 200 for sealing performance testing.

[0024] Furthermore, to ensure the sealing performance of the sealing column 131, this invention further enhances the sealing effect through the sealing sleeve 132 on the outer ring of the sealing column 131. For example... Figure 4 As shown, the sealing sleeve 132 is made of rubber. One end is fixed to the side wall of the test clamp 120, and the other end is pressed against the side wall of the anti-slip valve 200 by the thrust applied by the support spring 133. Simultaneously, the end pressing against the side wall of the anti-slip valve 200 bends outwards, increasing the contact area with the side wall of the anti-slip valve 200 through the bend, thereby improving the sealing effect. Furthermore, the wall of the support spring 133 is designed with a retractable corrugated structure (see details). Figure 5 Under normal conditions, the support spring 133 applies a pushing force to the bent end of the sealing sleeve 132, at which time the tube body of the support spring 133 is straightened. When the return spring 122 drives the sealing column 131 into the exhaust port 203, the elastic force of the support spring 133 is less than the elastic force of the return spring 122. Therefore, the bent end of the sealing sleeve 132 abuts against the side wall of the anti-slip valve 200 and compresses the support spring 133. At this time, the reaction force generated by the support spring 133 on the bent end of the support spring 133 during the compression process makes the bent end of the sealing sleeve 132 pressed tightly against the side wall of the anti-slip valve 200.

[0025] In this way, even if the gas inside the anti-slip valve 200 leaks through the gap between the sealing column 131 and the exhaust port 203, the gas will enter the sealing sleeve 132 and be sealed by the sealing sleeve 132, preventing it from leaking to the outside.

[0026] In the above, the diameter of the sealing sleeve 132 is larger than the inner diameter of the air outlet 202 or the exhaust port 203, so that the bent end of the sealing sleeve 132 can abut against the outside of the air outlet 202 or the exhaust port 203.

[0027] like Figure 6As shown, the locking component includes a connecting rod and a drive mechanism for moving the connecting rod. One end of the connecting rod slides on the side wall of the test clamp 120 via a slider 141, and the other end is fixedly connected to a stop block 142. The stop block 142 has a semi-circular structure, specifically, one end near the connecting rod is flat, and the other end is curved. Since there are two test clamps 120 in this invention, and the sealing assembly 130 and the locking component are symmetrically arranged on both test clamps 120, for ease of understanding, refer to... Figure 7 In this invention, the connecting rods are described as a first connecting rod 140 and a second connecting rod 150, wherein the first connecting rod 140 is connected to the test clamp 120 corresponding to the exhaust port 203, and the second connecting rod 150 is connected to the test clamp 120 corresponding to the exhaust port 202.

[0028] like Figure 7 and Figure 8 As shown, the first connecting rod 140 is directly above the second connecting rod 150, and the end of the first connecting rod 140 extends to the middle of the second connecting rod 150, causing a misalignment between the stop block 142 at the end of the first connecting rod 140 and the second connecting rod 150 at the end of the second connecting rod 150. That is, the stop block 142 at the end of the second connecting rod 150 is on the path of the first connecting rod 140 moving away from the anti-slip valve 200. In this way, when the air pressure inside the anti-slip valve 200 pushes the sealing column 131, the sealing column 131 drives the test clamp 120 to move. The movement of the test clamp 120 causes the first connecting rod 140 and the second connecting rod 150 to move away from each other. At this time, the planes of the two stop blocks 142 come into contact with each other, causing them to lock together. Therefore, the test clamp 120 cannot move further, and the sealing column 131 remains inside the exhaust port 203, thus achieving a seal.

[0029] Furthermore, when the sealing column 131 enters the exhaust port 203, a buffer distance A is reserved between the two stop blocks 142, which can provide sufficient time for the drive mechanism to operate.

[0030] Figure 5 and Figure 6 The specific structure of the drive mechanism is shown. As shown, the drive mechanism includes an electric push rod 143 connected to the slider 141. The electric push rod 143 is mounted on the side wall of the test clamp 120 and is used to drive the first connecting rod 140 to move via the slider 141. The movement directions of the first connecting rod 140 and the second connecting rod 150 are perpendicular to their own length direction, and the movement directions of the first connecting rod 140 and the second connecting rod 150 are the same (see reference). Figure 9 (The direction of the arrow in the image).

[0031] In addition, in order to control the operation of the electric push rod 143 at the appropriate time, the present invention also provides a second displacement sensor 124. To cooperate with the operation of the second displacement sensor 124, a piston chamber 134 is provided inside the sealing column 131. A piston block 135 with one end penetrating through the test clamp plate 120 is slidably arranged in the piston chamber 134, and a connecting spring 136 is provided between the piston block 135 and the end of the piston chamber 134 to elastically connect the two.

[0032] When the air pressure inside the anti-slip valve 200 pushes the piston block 135 to move, the piston block 135 enters the sensing area of ​​the second displacement sensor 124. At this time, the second displacement sensor 124 sends a control command to the electric push rod 143, causing the electric push rod 143 to drive the first connecting rod 140 to move. When the connecting spring 136 is in a free state, the piston block 135 disengages from the sensing area of ​​the second displacement sensor 124, and the second displacement sensor 124 does not perform any action.

[0033] The working principle of this invention will be described in detail below: When a sealing test is required, such as Figure 10 As shown in the upper part, the return spring 122 pulls the test clamp 120 towards the anti-slip valve 200 through its own elasticity. At this time, the test clamp 120 drives the sealing column 131 to enter the air outlet 202 and the exhaust port 203 respectively. Then, air is injected into the anti-slip valve 200 through the air inlet 201, and the air pressure inside the anti-slip valve 200 increases. At this time, the pressure at the air outlet 202 and the exhaust port 203 is the same. Therefore, the piston block 135 at the air outlet 202 and the piston block 135 at the exhaust port 203 are subjected to the same thrust, that is, the moving speed of the two piston blocks 135 is basically the same. In this way, the two second displacement sensors 124 sense the extension of the piston block 135 at basically the same time, and then control the second displacement sensors 124 to act. The two second displacement sensors 124 act simultaneously, but the direction of pushing the first connecting rod 140 and the second connecting rod 150 is the same. Therefore, the relative position between the first connecting rod 140 and the second connecting rod 150 does not change. In this way, when the piston block 135 can no longer move, the pressure inside the anti-slip valve 200 will push the sealing column 131 to move. The sealing column 131 pushes the test clamp 120, but the two test clamps 120 are stuck by the stop block 142 and cannot move. At this time, the test clamps 120 are restricted, and the sealing column 131 cannot disengage from the air outlet 202 and the exhaust port 203, so that the air outlet 202 and the exhaust port 203 are continuously sealed, thereby performing a sealing test on the valve body.

[0034] When it is necessary to test the solenoid valve, such as Figure 10As shown in the middle part, taking the solenoid valve B at the air outlet 202 as an example, firstly, the solenoid valve B is closed, and then air is injected into the anti-slip valve 200. If the solenoid valve B is normal, it will close the air outlet 202. Therefore, the pressure on the piston block 135 at the air outlet 202 is less than the pressure on the piston block 135 at the exhaust outlet 203. At this time, the piston block 135 at the exhaust outlet 203 extends quickly, and the electric push rod 143 at the exhaust outlet 203 drives the first connecting rod 140 to move, causing misalignment between the first connecting rod 140 and the second connecting rod 150. Then, when the piston block 135 at the exhaust outlet 203 cannot move, the sealing column 131 at the exhaust outlet 203 is pushed and begins to move the test clamp 120. Since there is no stop block 142 blocking it, the test clamp 120 at the exhaust outlet 203 can move the sealing column 131 away from the exhaust outlet 203. If the solenoid valve B at the air outlet 202 malfunctions and cannot seal the air outlet 202, the pressure on the piston block 135 at the corresponding air outlet 202 will be basically the same as the pressure on the piston block 135 at the corresponding exhaust outlet 203. As a result, the piston block 135 at the exhaust outlet 203 and the piston block 135 at the air outlet 202 will move at the same speed, which will cause the first connecting rod 140 and the second connecting rod 150 to move simultaneously. At this time, the two test clamps 120 will be stuck together and unable to move.

[0035] The solenoid valve C at exhaust vent 203 was tested and its principle is consistent with the above (see reference). Figure 10 (As shown in the lower half of the document), which will not be elaborated upon here.

[0036] It is worth noting that, to facilitate the acquisition of displacement data of the test clamp 120, a first displacement sensor 123 can also be installed at the test clamp 120. The probe of the first displacement sensor 123 faces the side wall of the anti-slip valve 200 and is used to obtain the distance between the test clamp 120 and the anti-slip valve 200. Assuming that when the test clamp 120 causes the sealing column 131 to disengage from the exhaust port 203, the system alerts the operator that the solenoid valve B at the exhaust port 202 is functioning normally.

[0037] In addition, to facilitate the placement of the anti-slip valve 200, such as Figure 11 As shown, the present invention first provides a protrusion 162 on the side wall of the test clamp 120, and then provides a side plate 160 on one side of the fixing seat 110. A locking block 161 is provided on the side of the side plate 160 facing the protrusion 162. The side of the locking block 161 near the fixing seat 110 is inclined to allow the protrusion 162 to pass through in one direction.

[0038] In this way, assuming that the solenoid valve C is tested last, the test clamp 120 corresponding to the air outlet 202 will be pushed by air pressure during the test. At this time, the test clamp 120 moves and drives the protrusion 162. The movement of the protrusion 162 forces the side plate 160 to deform by squeezing the inclined plate 161. In this way, the test clamp 120 can move away from the fixed seat 110, but it cannot automatically reset. The advantage of this is that after the test clamp 120 corresponding to the air outlet 202 cannot reset, the test clamp 120 at the air outlet 202 can be pulled directly, and the anti-slip valve 200 can be removed. After placing the new anti-slip valve 200 on top of the fixed base 110, the side plate 160 is moved away from the test clamp 120, causing it to bend. This causes the side plate 160 to disengage the locking block 161 from the protrusion 162, allowing the test clamp 120 to return to its original position via the return spring 122. As the two test clamps 120 move toward the anti-slip valve 200, the first connecting rod 140 and the second connecting rod 150 approach each other. When the stop blocks 142 at the ends of the first and second connecting rods 140 and 150 contact each other, the curved ends of both stop blocks 142 cause them to bend and deform, allowing the two stop blocks 142 to pass smoothly and ultimately reach the anti-slip valve 200. Figure 7 The status is then determined, and a new round of testing is conducted.

[0039] It should be understood that, without departing from the innovative scope of this invention, no other unidirectional limiting structure has been used to limit the test clamp 120.

[0040] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A performance testing device for an anti-slip valve of a railway vehicle, comprising an air supply pipe (101), a control line (102), and a fixing seat (110) for fixing an anti-slip valve (200) mounted on a test bench (100), wherein the air supply pipe (101) supplies air to the inside of the anti-slip valve (200) through an air inlet (201), and the control line (102) is electrically connected to a solenoid valve inside the anti-slip valve (200), characterized in that: Test clamps (120) are slidably provided on both sides of the fixed base (110) in an elastic manner. A sealing assembly (130) is provided on the side of the test clamp (120) facing the fixed base (110). The sealing assembly (130) includes a sealing part that can extend into the air outlet (202) or the exhaust port (203). It also includes a locking mechanism for controlling the movement of the test clamp (120); During the sealing test, the locking element restricts the movement of the test clamp (120), so that the sealing part keeps the inside of the anti-slip valve (200) in a sealed state; when testing the solenoid valve, the locking element releases the restriction on the test clamp (120), so that the sealing part drives the test clamp (120) to move under the action of the air pressure inside the anti-slip valve (200), and the working state of the solenoid valve is analyzed by the displacement data of the test clamp (120).

2. The anti-slip valve performance testing device for railway vehicles according to claim 1, characterized in that: The test clamp (120) is provided corresponding to the air outlet (202) and the exhaust outlet (203); The bottom of the test clamp (120) is slidably disposed at the bottom of the fixed base (110), and a return spring (122) is provided between the two. The test clamp (120) is driven to move towards the anti-slip valve (200) by the return spring (122).

3. The anti-slip valve performance testing device for railway vehicles according to claim 1, characterized in that: The sealing part includes a sealing post (131) fixed to the side wall of the test clamp (120). The outer diameter of the sealing post (131) fits with the inner diameter of the air outlet (202) or the exhaust port (203) to seal the inside of the anti-slip valve (200).

4. The anti-slip valve performance testing device for railway vehicles according to claim 3, characterized in that: The sealing assembly (130) also includes a sealing sleeve (132) with one end fixed to the side wall of the test clamp (120) and the other end abutting against the side wall of the anti-slip valve (200) via a support spring (133). The sealing sleeve (132) is fitted around the outer periphery of the sealing column (131).

5. The anti-slip valve performance testing device for railway vehicles according to claim 3, characterized in that: The locking element includes a connecting rod and a drive mechanism for moving the connecting rod; One end of the connecting rod is slidably disposed on the side wall of the test clamp (120), and the other end is fixedly connected to a stop block (142). The stop block (142) has a planar structure at one end near the connecting rod and an arc-shaped structure at the other end. The drive mechanism includes an electric push rod (143) for driving the linkage to move.

6. The anti-slip valve performance testing device for railway vehicles according to claim 5, characterized in that: The connecting rod corresponding to the exhaust port (203) is the first connecting rod (140), and the connecting rod corresponding to the air outlet (202) is the second connecting rod (150). The first link (140) is directly above the second link (150), and the end of the first link (140) extends to the middle of the second link (150), so that the stop block (142) at the end of the second link (150) is on the path of the first link (140) moving away from the anti-slip valve (200).

7. The anti-slip valve performance testing device for railway vehicles according to claim 6, characterized in that: After the sealing column (131) enters the anti-slip valve (200), a buffer distance is reserved between the two stop blocks (142).

8. The anti-slip valve performance testing device for railway vehicles according to claim 6, characterized in that: The first link (140) and the second link (150) move in the same direction.

9. The anti-slip valve performance testing device for railway vehicles according to claim 6, characterized in that: The sealing column (131) is provided with a piston chamber (134) inside, and a piston block (135) is provided inside the piston chamber (134) in an elastic sliding manner. One end of the piston block (135) passes through the test clamp (120). The drive mechanism also includes a second displacement sensor (124). The piston block (135) moves to the sensing area of ​​the second displacement sensor (124) by the air pressure in the anti-slip valve (200), so that the second displacement sensor (124) sends a control command to the electric push rod (143).

10. The anti-slip valve performance testing device for railway vehicles according to claim 1, characterized in that: The test clamp (120) is provided with a first displacement sensor (123) on its side wall. The first displacement sensor (123) is used to obtain the distance between the test clamp (120) and the anti-slip valve (200).

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