Railway freight car brake demonstration platform and practical training method

Abstract

The present application discloses a railway freight car brake demonstration platform, comprising a support frame, a railway freight car brake system and a simulation control system are installed on the support frame, the simulation control system is electrically connected with the railway freight car brake system, the railway freight car brake system and the simulation control system are fixedly connected with the support frame through a hanging support accessory, the railway freight car brake system and the simulation control system are arranged on the support frame in an open layout, and each component and the connection relationship can be directly observed, so that the problem of lacking a railway vehicle brake model or a physical device for intuitive operation and observation is solved; the present application also discloses a railway freight car brake demonstration platform practical training method, comprising: initial charging, when the air pressure reaches the initial charging pressure threshold range, the initial charging is completed, then the emergency brake demonstration is carried out, followed by the common brake demonstration after reinitializing the air, and finally the air relief demonstration is carried out, the method is simple to operate and can be repeatedly operated, and the teaching problem of disconnection between theory and practice is solved.

Description

Technical Field

[0001] This invention belongs to the technical field of railway vehicle teaching and training equipment, specifically relating to a railway freight car braking demonstration platform, and also to a practical training method using the aforementioned railway freight car braking demonstration platform. Background Technology

[0002] Railway vehicle braking knowledge is one of the most professional, important, and difficult-to-understand parts of the vehicle professional knowledge system. At present, there is a severe lack of demonstration platforms or teaching aids in China for classroom teaching of railway freight car braking and for related enterprises to conduct training on railway freight car braking.

[0003] Existing teaching and training methods mainly rely on textbook descriptions and theoretical explanations, lacking railway vehicle braking models or physical devices that can be used for intuitive operation and observation. This leads to a disconnect between theory and practice. When faced with the structure and faults of actual braking systems, trainees often lack intuitive understanding and hands-on skills, resulting in poor teaching effectiveness, low training efficiency, and poor teaching results. Summary of the Invention

[0004] The primary objective of this invention is to provide a railway freight car braking demonstration platform, which solves the problem of the lack of railway vehicle braking models or physical devices that can be intuitively operated and observed in the prior art.

[0005] The second objective of this invention is to provide a training method for the above-mentioned railway freight car braking demonstration platform.

[0006] The first technical solution adopted in this invention is a railway freight car braking demonstration platform, including a support frame, on which a railway freight car braking system and a simulation control system are installed. The simulation control system is electrically connected to the railway freight car braking system, and both the railway freight car braking system and the simulation control system are fixedly connected to the support frame through a hanging bracket accessory.

[0007] The first technical solution of the present invention is further characterized in that: The support frame includes a main frame, which is a square frame welded together from several horizontal and vertical bars. Several legs are welded onto the main frame. The plane of the main frame is perpendicular to the legs. The railway freight car braking system and the simulation control system are both fixedly connected to the main frame through lifting brackets.

[0008] The braking system of a railway freight car includes an air brake module and a brake cylinder module, both of which are connected to corresponding lifting bracket accessories welded to the support frame by bolts.

[0009] The air brake module includes a combined dust collector. The inlet of the combined dust collector is connected to one end of a pneumatic pipeline, and the other end of the pneumatic pipeline is connected to the main pipe. The outlet of the combined dust collector is connected to an air control valve through a pneumatic pipeline. The air control valve is also connected to an auxiliary air cylinder, a dual-chamber air cylinder, and a pressure relief valve through a pneumatic pipeline. The dual-chamber air cylinder includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve through a pneumatic pipeline. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism through a pneumatic pipeline. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure-limiting valve through a pneumatic pipeline. The air outlet of the weighing mechanism is connected to one end of a connecting tee through a pneumatic pipeline. The other two ports of the connecting tee are connected to the pressure-limiting valve and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster and a brake cylinder. The two ends of the brake adjuster are hinged to the middle of the front brake lever and the rear brake lever, respectively. The air port of the brake cylinder is connected to one end of the connecting tee. One end of the brake cylinder body is provided with a rear support seat, and the other end of the brake cylinder is provided with a telescopic push rod. The rear support seat of the brake cylinder is hinged to one end of the rear brake lever, and the top of the push rod is hinged to one end of the front brake lever. The hinge points of the brake cylinder with the front brake lever and the rear brake lever are all located on the same side of the brake adjuster.

[0010] The ends of the pneumatic pipelines are connected to the combined dust collector, auxiliary air cylinder, weighing mechanism, double-chamber air cylinder, air control valve, pressure relief valve, and brake cylinder via flanges.

[0011] The analog control system includes a control box, which is connected to a pressure display controller, a first electromagnetic ventilation valve, a second electromagnetic ventilation valve, and a third electromagnetic ventilation valve. The pressure display controller is installed on the pneumatic pipeline between the auxiliary air cylinder and the air control valve. The first electromagnetic ventilation valve is installed at the air inlet of the main pipe. The second electromagnetic ventilation valve is connected in series with the throttle valve and installed at the air outlet of the main pipe. The third electromagnetic ventilation valve is installed at the air outlet of the main pipe. The control box is electrically connected to the pressure display controller, the first electromagnetic ventilation valve, the second electromagnetic ventilation valve, and the third electromagnetic ventilation valve. The control box integrates relays, push-button switches, indicator lights, and a pressure display panel. The pressure display controller is electrically connected to the first electromagnetic ventilation valve, the second electromagnetic ventilation valve, the third electromagnetic ventilation valve, and the pressure display panel, respectively. The push-button switch includes a pneumatic release switch button, a service brake switch button, an emergency brake switch button, and a stop switch button. The pneumatic release switch button controls the first electromagnetic ventilation valve through a corresponding relay. The service brake switch button controls the second electromagnetic ventilation valve through a corresponding relay. The emergency brake switch button controls the third electromagnetic ventilation valve through a corresponding relay. The stop switch button is the main power switch. The indicator lights include a first indicator light, a second indicator light, a third indicator light, and a fourth indicator light. The first indicator light is matched with the wind release position switch button, the second indicator light is matched with the normal braking position switch button, the third indicator light is matched with the emergency braking position switch button, and the fourth indicator light is matched with the stop switch button.

[0012] The lifting accessories include a boom bracket, a control valve lift, an auxiliary air cylinder lift, a weighing mechanism base, a double-chamber air cylinder lift, a pressure relief valve lift, and a brake cylinder lift.

[0013] The air control valve body is equipped with a dust collector interface, an auxiliary air cylinder interface, a dual-chamber air cylinder interface, and a pressure relief valve interface. The dust collector interface is connected to the outlet of the combined dust collector through a pneumatic pipeline. The auxiliary air cylinder interface is connected to the air port of the auxiliary air cylinder. The dual-chamber air cylinder interface is connected to the air port of the acceleration and relief air cylinder through a pneumatic pipeline. The pressure relief valve interface is connected to the pressure relief valve through a pneumatic pipeline. The air control valve is also equipped with an exhaust port, which is opened and closed by a relief valve. The control handle of the relief valve is hinged to the relief valve lever.

[0014] The second technical solution adopted in this invention is a training method for a railway freight car braking demonstration platform. Using the aforementioned railway freight car braking demonstration platform, the specific steps are as follows: Step 1: Initial air filling demonstration. Press the air filling release switch button on the control box. The first indicator light will illuminate. Open the first electromagnetic ventilation valve to perform the air filling operation. When the pressure detected by the pressure display controller is stable within the initial air filling pressure threshold range, the pressure display controller will control the first electromagnetic ventilation valve to close and the first indicator light will turn off. The initial air filling is complete. Step 2: Perform an emergency braking demonstration, then repeat the initial air filling operation in Step 1. After completion, perform a normal braking demonstration. Step 3: Demonstration of air filling and de-escalation.

[0015] The second technical solution of the present invention is further characterized in that: The specific process of the emergency braking demonstration is as follows: Press the emergency braking switch button in the button switch on the control box. The third indicator light will light up, the third electromagnetic ventilation valve will be opened, the main pressure air will be quickly discharged, and the auxiliary air cylinder will quickly charge the brake cylinder to achieve emergency braking. After the main pressure value reaches the emergency braking pressure threshold set by the pressure display controller, the pressure display controller will control the third electromagnetic ventilation valve to close and the third indicator light will go out.

[0016] The specific process of the service braking demonstration is as follows: Press the service braking position switch button in the button switch on the control box, the second indicator light will light up, the second electromagnetic ventilation valve will be opened, the main pressure air will be discharged through the throttle valve, and the auxiliary air cylinder will charge the brake cylinder to realize service braking. After the service braking is completed, when the main pressure value reaches the service pressure threshold set by the pressure display controller, the pressure display controller will control the second electromagnetic ventilation valve to close and the second indicator light will turn off. The specific process of the air charging and de-energizing demonstration is as follows: it includes a demonstration of air charging and de-energizing when the simulated control system is powered on and a demonstration of air charging and de-energizing when the simulated control system is powered off, as detailed below. When the simulated control system is powered on and the air charging and release demonstration is performed, after the braking demonstration, continue to press the air charging and release position switch button on the control box. The first indicator light will illuminate, the first electromagnetic ventilation valve will open, and air will be continuously charged through the main pipe to the air control valve until the exhaust port of the air control valve automatically opens, venting the pressurized air in the brake cylinder into the atmosphere. Once the pressure value of the main pipe reaches the sufficient release pressure threshold set by the pressure display controller, the air charging will stop, the pressure display controller will control the first electromagnetic ventilation valve to close, the first indicator light will go out, and the air charging and release process will be completed. During the demonstration of air release in the simulated control system under power failure state, manually pull the release valve lever to open the exhaust port of the air control valve, releasing the pressurized air in the brake cylinder into the atmosphere, thus completing the air release process.

[0017] The beneficial effects of this invention are: The first technical solution of this invention is a railway freight car braking demonstration platform. This platform arranges the railway freight car braking system and the simulation control system in an open layout on a support frame, making all pipelines, the railway freight car braking system, and the simulation control system clearly visible. Trainees can directly observe the physical form and connection relationship of each component, effectively solving the problem of lacking a railway vehicle braking model or physical device that can be intuitively operated and observed.

[0018] The second technical solution of this invention is a training method for a railway freight car braking demonstration platform. This method is simple to operate and can reproduce the actual working conditions in a safe laboratory environment, allowing trainees to perform repeated operations without relying on the actual vehicle, thereby improving training efficiency and quality and effectively solving the teaching problem of the disconnect between theory and practice. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the railway freight car braking demonstration platform of the present invention; Figure 2 This is a schematic diagram of the support frame in the railway freight car braking demonstration platform of the present invention; Figure 3 This is a schematic diagram of the braking system in the railway freight car braking demonstration platform of the present invention; Figure 4 This is a schematic diagram of the structure of the simulation control system in the railway freight car braking demonstration platform of the present invention; Figure 5 This is a control principle diagram of the simulation control system in the railway freight car braking demonstration platform of this invention.

[0020] In the diagram, 1. Support frame, 101. Main frame, 102. Support leg; 2. Railway freight car braking system, 201. Main pipe, 202. Combined dust collector, 203. Air control valve, 204. Auxiliary air cylinder, 205. Double chamber air cylinder, 206. Weighing mechanism, 207. Pressure relief valve, 208. Connecting tee, 209. Brake adjuster, 210. Brake cylinder, 211. Rear support seat of brake cylinder, 212. Push rod, 213. Front brake lever, 214. Rear brake lever, 215. Relief valve lever; 3. Analog control system, 301. Control box, 302. Pressure display controller, 303. Throttling valve, 304. First electromagnetic ventilation valve, 305. Second electromagnetic ventilation valve, 306. Third electromagnetic ventilation valve; 4. Pneumatic piping; 5. Lifting accessories; 501. Lever bracket; 502. Control valve lifter; 503. Auxiliary air cylinder lifter; 504. Weighing mechanism base; 505. Double-chamber air cylinder lifter; 506. Pressure relief valve lifter; 507. Brake cylinder lifter. Detailed Implementation

[0021] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0022] The first technical solution provided by this invention is a railway freight car braking demonstration platform, such as... Figure 1 As shown, the system includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are mounted. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 via a hanging bracket accessory 5. The railway freight car braking system 2 and the simulation control system 3 are arranged in an open layout on the support frame 1, making all pipelines, the railway freight car braking system 2, and the simulation control system 3 clearly visible. Students can directly observe the physical form and connection relationship of each component, effectively solving the problem of lacking a railway vehicle braking model or physical device that can be intuitively operated and observed. This transforms abstract theoretical knowledge into intuitive visual cognition, breaking the limitations of purely theoretical teaching.

[0023] Support frame 1, such as Figure 2 As shown, the support frame 1 includes a main frame 101, which is a square frame and is welded together from several horizontal bars and several vertical bars. Several support legs 102 are welded onto the main frame 101. The plane of the main frame 101 is perpendicular to the support legs 102. The railway freight car braking system 2 and the simulation control system 3 are both fixedly connected to the main frame 101 through the hanging bracket accessory 5.

[0024] Railway freight car braking system 2, such as Figure 3 As shown, the railway freight car braking system 2 includes an air brake module and a brake cylinder module. Both the air brake module and the brake cylinder module are connected to the corresponding hanging brackets 5 welded to the support frame 1 by bolts. The support frame 1 provides a stable open display base for each component, ensuring that the pipelines and valve bodies are clearly visible.

[0025] The air braking module includes a combined dust collector 202. The inlet of the combined dust collector 202 is connected to one end of the pneumatic pipeline 4, and the other end of the pneumatic pipeline 4 is connected to the main pipe 201. The outlet of the combined dust collector 202 is connected to the air control valve 203 through the pneumatic pipeline 4. The combined dust collector 202 filters the air entering the air control valve 203. The air control valve 203 is also connected to the auxiliary air cylinder 204, the dual-chamber air cylinder 205, and the pressure relief valve 207 through the pneumatic pipeline 4. The auxiliary air cylinder 204 is used to store air.

[0026] The dual-chamber air cylinder 205 includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve 203 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism 206 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure-limiting valve 207 through the pneumatic pipeline 4. The air outlet of the weighing mechanism 206 is connected to one end of the connecting tee 208 through the pneumatic pipeline 4. The other two ports of the connecting tee 208 are connected to the pressure-limiting valve 207 and the brake cylinder module, respectively, thereby realizing the function of automatically adjusting the pressure of the brake cylinder 210 according to the vehicle's empty and heavy state when braking.

[0027] The brake cylinder module includes a brake adjuster 209 and a brake cylinder 210. The two ends of the brake adjuster 209 are respectively hinged to the middle of the front brake lever 213 and the rear brake lever 214. The air port of the brake cylinder 210 is connected to one end of the connecting tee 208. One end of the cylinder body of the brake cylinder 210 is provided with a rear support seat 211, and the other end of the brake cylinder 210 is provided with a telescopic push rod 212. The rear support seat 211 is hinged to one end of the rear brake lever 214, and the top end of the push rod 212 is hinged to one end of the front brake lever 213. The hinge points of the brake cylinder 210 with the front brake lever 213 and the rear brake lever 214 are all located on the same side of the brake adjuster 209, so that the vehicle is braked or released when the push rod 212 of the brake cylinder 210 is extended or retracted.

[0028] The ends of the pneumatic pipeline 4 are connected to the combined dust collector 202, the auxiliary air cylinder 204, the weighing mechanism 206, the double-chamber air cylinder 205, the air control valve 203, the pressure relief valve 207, and the brake cylinder 210 via flanges, which increases the reliability of the connection and the pneumatic sealing performance, and also facilitates replacement and maintenance.

[0029] Analog control system 3, such as Figure 4 and Figure 5As shown, the analog control system 3 includes a control box 301, which can convert 220V AC power to 24V DC power for controlling the on / off of electromagnetic valves. The control box 301 is connected to the pressure display controller 302, the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305 and the third electromagnetic ventilation valve 306 respectively.

[0030] The pressure display controller 302 is installed on the pneumatic pipeline 4 between the auxiliary air cylinder 204 and the air control valve 203. The first electromagnetic ventilation valve 304 is installed at the air inlet of the main pipe 201. The second electromagnetic ventilation valve 305 is connected in series with the throttle valve 303 and installed at the air outlet of the main pipe 201. The third electromagnetic ventilation valve 306 is installed at the air outlet of the main pipe 201. By opening and closing the throttle valve 303, the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305 and the third electromagnetic ventilation valve 306, the main pipe 201 can be pressurized for air filling, small-displacement air release, and large-displacement emergency air release, thereby realizing the demonstration of the braking demonstration platform's ventilation relief, normal braking and emergency braking actions.

[0031] The control box 301 is electrically connected to the pressure display controller 302, the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, and the third electromagnetic ventilation valve 306 respectively. The control box 301 integrates relays, push-button switches, indicator lights, and a pressure display panel.

[0032] The pressure display controller 302 is electrically connected to the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, the third electromagnetic ventilation valve 306, and the pressure display panel, respectively.

[0033] The push-button switches include a recharge position switch, a normal braking position switch, an emergency braking position switch, and a stop switch. The recharge position switch controls the first electromagnetic ventilation valve 304 via a corresponding relay. The normal braking position switch controls the second electromagnetic ventilation valve 305 via a corresponding relay. The emergency braking position switch controls the third electromagnetic ventilation valve 306 via a corresponding relay. The stop switch is the main power switch. When the circuit breaker is closed, the entire system is powered on and enters standby mode. Then, the push-button switches control the relays to activate, thereby enabling the demonstration platform for practical training.

[0034] The indicator lights include a first indicator light, a second indicator light, a third indicator light, and a fourth indicator light. The first indicator light is matched with the air release switch button, the second indicator light with the normal braking switch button, the third indicator light with the emergency braking switch button, and the fourth indicator light with the stop switch button. The air switch is the main power switch, and the pressure display panel is matched with the pressure display controller 302. The indicator lights indicate the current working status, the air switch controls the main power supply, and the pressure display panel synchronously displays the pressure value. The operator can easily issue different braking commands through the control box. By replicating physical components such as the air control valve 203, the auxiliary air cylinder 204, and the brake cylinder 210, and adopting an open layout, the braking system can be easily and intuitively understood. In conjunction with the indicator lights, pressure display controller, and other modules, the entire process of air filling, braking, and release of railway freight cars can be simulated.

[0035] The lifting bracket 5 includes a lever bracket 501, which supports the front brake lever 213 and the rear brake lever 214; a control valve bracket 502, which fixes the air control valve 203; an auxiliary air cylinder bracket 503, which fixes the auxiliary air cylinder 204; a weighing mechanism seat 504, which installs the weighing mechanism 206; a double-chamber air cylinder bracket 505, which fixes the double-chamber air cylinder 205; a pressure relief valve bracket 506, which fixes the pressure relief valve 207; and a brake cylinder bracket 507, which fixes the brake cylinder 210. Each lifting bracket ensures that the corresponding component is accurately, stably and reliably positioned on the support frame 1.

[0036] The air control valve 203 has a dust collector interface, an auxiliary air cylinder interface, a dual-chamber air cylinder interface, and a pressure relief valve interface on its valve body. The dust collector interface is connected to the outlet of the combined dust collector 202 through the pneumatic pipeline 4. The auxiliary air cylinder interface is connected to the air port of the auxiliary air cylinder 204. The dual-chamber air cylinder interface is connected to the air port of the acceleration and relief air cylinder through the pneumatic pipeline 4. The pressure relief valve interface is connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air control valve 203 is also provided with an exhaust port, which is opened and closed by the relief valve. The control handle of the relief valve is hinged to the relief valve lever 215.

[0037] The second technical solution provided by this invention is a training method for a railway freight car braking demonstration platform. Using the aforementioned railway freight car braking demonstration platform, the specific steps are as follows: Step 1: Initial air filling preparation. At this time, there is no pressurized air in the dual-chamber air cylinder 205, auxiliary air cylinder 204, and brake cylinder 210. Press the air filling release switch button on the control box 301. The first indicator light will light up, and the first electromagnetic ventilation valve 304 will be opened to start the air filling operation. Pressurized air from the external air compressor flows into the main pipe 201, and air filling begins. The pressure indicator on the pressure display controller 302 will rise until the pressure detected by the pressure display controller 302 stabilizes within the initial air filling pressure threshold range, for example, above 400 kPa. Then, the pressure display controller 302 will control the first electromagnetic ventilation valve 304 to close, the first indicator light will go out, and the initial air filling is complete. During the braking demonstration, there is a discrepancy between the main pipe 201 and the actual scale. If the main pipe 201 is shorter and has a smaller volume, the air pressure in the main pipe 201 will rise faster. When the air pressure in the main pipe 201 reaches the upper limit set by the pressure display controller 302, after the air filling stops, the compressed air has not yet filled the dual-chamber air cylinder 205 and the auxiliary air cylinder 204. At this time, the pressure in the main pipe 201 is high, and the compressed air continues to flow into the dual-chamber air cylinder 205 and the auxiliary air cylinder 204, causing the pressure gauge on the pressure display controller 302 to drop. When the gauge pressure drops to the lower limit of 400 kPa on the pressure display controller 302, the air filling release switch button on the control box 301 can be pressed again to resume air filling. Observe the gauge pressure on the pressure display controller 302. If it is lower than the lower limit, the air filling operation can be repeated until the gauge pressure stabilizes within the initial air filling pressure threshold range, for example, above 400 kPa, at which point the initial air filling is complete.

[0038] Step 2: Perform an emergency braking demonstration, then repeat the initial air filling operation in Step 1. After completion, perform a normal braking demonstration. The specific process of the emergency braking demonstration is as follows: Press the emergency braking switch button in the push-button switch on the control box 301. The third indicator light will illuminate, and the third electromagnetic ventilation valve 306 will be opened. The pressurized air in the main pipe 201 will be instantly discharged into the atmosphere through the third electromagnetic ventilation valve 306. Due to the rapid discharge of the pressurized air in the main pipe 201, the air pressure in the main pipe 201 will drop sharply. Under the action of the air control valve 203, the auxiliary air cylinder 204 will quickly charge the brake cylinder 210 with air to achieve emergency braking. After the pressure value of the main pipe reaches the emergency braking pressure threshold set by the pressure display controller, the pressure display controller 302 will control the third electromagnetic ventilation valve 306 to close, and the third indicator light will go out.

[0039] The specific process of the service braking demonstration is as follows: Press the service braking position switch button in the push-button switch on the control box 301. The second indicator light will light up, the second electromagnetic ventilation valve 305 will be opened, and the pressurized air in the main pipe 201 will pass through the second electromagnetic ventilation valve 305 and be discharged into the atmosphere through the throttle valve 303. The air pressure in the main pipe 201 will decrease. Under the action of the air control valve 203, the pressurized air in the main pipe 201 will be discharged through the throttle valve 303. The auxiliary air cylinder 204 will charge the brake cylinder 210 with air to realize service braking. After the service braking is completed, when the main pipe pressure value reaches the service pressure threshold set by the pressure display controller, the pressure display controller 302 will control the second electromagnetic ventilation valve 305 to close, and the second indicator light will turn off.

[0040] Step 3: Demonstration of air charging and deceleration, specifically including demonstrations of air charging and deceleration when the control system is powered on and when it is powered off, as detailed below: When the air charging and de-airing demonstration is performed while the simulation control system is powered on, after the braking demonstration, press the air charging and de-airing position switch button on the control box 301 again. The first indicator light will illuminate, and the first electromagnetic ventilation valve (304) will be opened. Air will be continuously charged to the air control valve 203 through the main pipe 201. As the pressure in the main pipe 201 increases, the exhaust port of the air control valve 203 will automatically open, venting the pressurized air in the brake cylinder 210 into the atmosphere. When the pressure value of the main pipe 201 reaches the upper limit of the sufficient de-airing pressure threshold set by the pressure display controller 302, for example, when the pressure value of the main pipe 201 reaches 650 kPa, the air charging will stop, the pressure display controller 302 will control the first electromagnetic ventilation valve 304 to close, the first indicator light will go out, and the air charging and de-airing process will be completed. During the demonstration of air-charging release in the simulated control system under power failure conditions, manually pulling the release valve lever 215 opens the exhaust port of the air control valve 203, releasing the pressurized air in the brake cylinder 210 into the atmosphere, thus completing the air-charging release process. This demonstration of air-charging release in the simulated control system under power failure conditions corresponds to the actual scenario of the release process of a single railway freight car when it is not coupled.

[0041] The above-mentioned railway freight car braking demonstration platform training operation method is simple to demonstrate and can reproduce the on-site working conditions in a safe laboratory environment. This allows trainees to perform repeated operations without relying on actual vehicles, eliminating the safety risks of on-site vehicle training, improving training efficiency and quality, and effectively solving the teaching problem of the disconnect between theory and practice.

[0042] The specific embodiments of the railway freight car braking demonstration platform of the present invention are as follows: Example 1 The railway freight car braking demonstration platform includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are installed. The simulation control system 3 is electrically connected to the railway freight car braking system 2. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 through a hanging bracket accessory 5.

[0043] Example 2 The railway freight car braking demonstration platform includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are installed. The simulation control system 3 is electrically connected to the railway freight car braking system 2. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 through a hanging bracket accessory 5.

[0044] The support frame 1 includes a main frame 101, which is a square frame and is welded together from several horizontal bars and several vertical bars. Several support legs 102 are welded onto the main frame 101. The plane of the main frame 101 is perpendicular to the support legs 102. The railway freight car braking system 2 and the simulation control system 3 are both fixedly connected to the main frame 101 through the hanging bracket accessory 5.

[0045] The railway freight car braking system 2 includes an air brake module and a brake cylinder module. Both the air brake module and the brake cylinder module are connected to the corresponding lifting brackets 5 welded to the support frame 1 by bolts.

[0046] The air braking module includes a combined dust collector 202. The inlet of the combined dust collector 202 is connected to one end of the pneumatic pipeline 4, and the other end of the pneumatic pipeline 4 is connected to the main pipe 201. The outlet of the combined dust collector 202 is connected to the air control valve 203 through the pneumatic pipeline 4. The air control valve 203 is also connected to the auxiliary air cylinder 204, the dual-chamber air cylinder 205, and the pressure relief valve 207 through the pneumatic pipeline 4. The dual-chamber air cylinder 205 includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve 203 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism 206 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air outlet of the weighing mechanism 206 is connected to one end of the connecting tee 208 through the pneumatic pipeline 4. The other two ports of the connecting tee 208 are connected to the pressure relief valve 207 and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster 209 and a brake cylinder 210. The two ends of the brake adjuster 209 are respectively hinged to the middle of the front brake lever 213 and the rear brake lever 214. The air port of the brake cylinder 210 is connected to one end of the connecting tee 208. One end of the cylinder body of the brake cylinder 210 is provided with a rear support seat 211, and the other end of the brake cylinder 210 is provided with a telescopic push rod 212. The rear support seat 211 is hinged to one end of the rear brake lever 214, and the top end of the push rod 212 is hinged to one end of the front brake lever 213. The hinge points of the brake cylinder 210 with the front brake lever 213 and the rear brake lever 214 are all located on the same side of the brake adjuster 209.

[0047] Example 3 The railway freight car braking demonstration platform includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are installed. The simulation control system 3 is electrically connected to the railway freight car braking system 2. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 through a hanging bracket accessory 5.

[0048] The support frame 1 includes a main frame 101, which is a square frame and is welded together from several horizontal bars and several vertical bars. Several support legs 102 are welded onto the main frame 101. The plane of the main frame 101 is perpendicular to the support legs 102. The railway freight car braking system 2 and the simulation control system 3 are both fixedly connected to the main frame 101 through the hanging bracket accessory 5.

[0049] The railway freight car braking system 2 includes an air brake module and a brake cylinder module. Both the air brake module and the brake cylinder module are connected to the corresponding lifting brackets 5 welded to the support frame 1 by bolts.

[0050] The air braking module includes a combined dust collector 202. The inlet of the combined dust collector 202 is connected to one end of the pneumatic pipeline 4, and the other end of the pneumatic pipeline 4 is connected to the main pipe 201. The outlet of the combined dust collector 202 is connected to the air control valve 203 through the pneumatic pipeline 4. The air control valve 203 is also connected to the auxiliary air cylinder 204, the dual-chamber air cylinder 205, and the pressure relief valve 207 through the pneumatic pipeline 4. The dual-chamber air cylinder 205 includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve 203 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism 206 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air outlet of the weighing mechanism 206 is connected to one end of the connecting tee 208 through the pneumatic pipeline 4. The other two ports of the connecting tee 208 are connected to the pressure relief valve 207 and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster 209 and a brake cylinder 210. The two ends of the brake adjuster 209 are respectively hinged to the middle of the front brake lever 213 and the rear brake lever 214. The air port of the brake cylinder 210 is connected to one end of the connecting tee 208. One end of the cylinder body of the brake cylinder 210 is provided with a rear support seat 211, and the other end of the brake cylinder 210 is provided with a telescopic push rod 212. The rear support seat 211 is hinged to one end of the rear brake lever 214, and the top end of the push rod 212 is hinged to one end of the front brake lever 213. The hinge points of the brake cylinder 210 with the front brake lever 213 and the rear brake lever 214 are all located on the same side of the brake adjuster 209.

[0051] The end of the pneumatic pipeline 4 is connected to each interface of the combined dust collector 202, the auxiliary air cylinder 204, the weighing mechanism 206, the double-chamber air cylinder 205, the air control valve 203, the pressure relief valve 207, and the brake cylinder 210 via flanges.

[0052] Example 4 The railway freight car braking demonstration platform includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are installed. The simulation control system 3 is electrically connected to the railway freight car braking system 2. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 through a hanging bracket accessory 5.

[0053] The support frame 1 includes a main frame 101, which is a square frame and is welded together from several horizontal bars and several vertical bars. Several support legs 102 are welded onto the main frame 101. The plane of the main frame 101 is perpendicular to the support legs 102. The railway freight car braking system 2 and the simulation control system 3 are both fixedly connected to the main frame 101 through the hanging bracket accessory 5.

[0054] The railway freight car braking system 2 includes an air brake module and a brake cylinder module. Both the air brake module and the brake cylinder module are connected to the corresponding lifting brackets 5 welded to the support frame 1 by bolts.

[0055] The air braking module includes a combined dust collector 202. The inlet of the combined dust collector 202 is connected to one end of the pneumatic pipeline 4, and the other end of the pneumatic pipeline 4 is connected to the main pipe 201. The outlet of the combined dust collector 202 is connected to the air control valve 203 through the pneumatic pipeline 4. The air control valve 203 is also connected to the auxiliary air cylinder 204, the dual-chamber air cylinder 205, and the pressure relief valve 207 through the pneumatic pipeline 4. The dual-chamber air cylinder 205 includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve 203 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism 206 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air outlet of the weighing mechanism 206 is connected to one end of the connecting tee 208 through the pneumatic pipeline 4. The other two ports of the connecting tee 208 are connected to the pressure relief valve 207 and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster 209 and a brake cylinder 210. The two ends of the brake adjuster 209 are respectively hinged to the middle of the front brake lever 213 and the rear brake lever 214. The air port of the brake cylinder 210 is connected to one end of the connecting tee 208. One end of the cylinder body of the brake cylinder 210 is provided with a rear support seat 211, and the other end of the brake cylinder 210 is provided with a telescopic push rod 212. The rear support seat 211 is hinged to one end of the rear brake lever 214, and the top end of the push rod 212 is hinged to one end of the front brake lever 213. The hinge points of the brake cylinder 210 with the front brake lever 213 and the rear brake lever 214 are all located on the same side of the brake adjuster 209.

[0056] The end of the pneumatic pipeline 4 is connected to each interface of the combined dust collector 202, the auxiliary air cylinder 204, the weighing mechanism 206, the double-chamber air cylinder 205, the air control valve 203, the pressure relief valve 207, and the brake cylinder 210 via flanges.

[0057] The analog control system 3 includes a control box 301, which is connected to a pressure display controller 302, a first electromagnetic ventilation valve 304, a second electromagnetic ventilation valve 305 and a third electromagnetic ventilation valve 306 respectively. The pressure display controller 302 is installed on the pneumatic pipeline 4 between the auxiliary air cylinder 204 and the air control valve 203. The first electromagnetic ventilation valve 304 is installed at the air inlet of the main pipe 201. The second electromagnetic ventilation valve 305 is connected in series with the throttle valve 303 and installed at the air outlet of the main pipe 201. The third electromagnetic ventilation valve 306 is installed at the air outlet of the main pipe 201. The control box 301 is electrically connected to the pressure display controller 302, the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, and the third electromagnetic ventilation valve 306 respectively. The control box 301 integrates relays, push-button switches, indicator lights, and a pressure display panel. The pressure display controller 302 is electrically connected to the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, the third electromagnetic ventilation valve 306, and the pressure display panel, respectively.

[0058] The push-button switch includes a pneumatic release switch button, a normal braking switch button, an emergency braking switch button, and a stop switch button. The pneumatic release switch button controls the first electromagnetic ventilation valve 304 through a corresponding relay. The normal braking switch button controls the second electromagnetic ventilation valve 305 through a corresponding relay. The emergency braking switch button controls the third electromagnetic ventilation valve 306 through a corresponding relay. The stop switch button is the main power switch. The indicator lights include a first indicator light, a second indicator light, a third indicator light, and a fourth indicator light. The first indicator light is matched with the wind release position switch button, the second indicator light is matched with the normal braking position switch button, the third indicator light is matched with the emergency braking position switch button, and the fourth indicator light is matched with the stop switch button.

[0059] Example 5 The railway freight car braking demonstration platform includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are installed. The simulation control system 3 is electrically connected to the railway freight car braking system 2. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 through a hanging bracket accessory 5.

[0060] The support frame 1 includes a main frame 101, which is a square frame and is welded together from several horizontal bars and several vertical bars. Several support legs 102 are welded onto the main frame 101. The plane of the main frame 101 is perpendicular to the support legs 102. The railway freight car braking system 2 and the simulation control system 3 are both fixedly connected to the main frame 101 through the hanging bracket accessory 5.

[0061] The railway freight car braking system 2 includes an air brake module and a brake cylinder module. Both the air brake module and the brake cylinder module are connected to the corresponding lifting brackets 5 welded to the support frame 1 by bolts.

[0062] The air braking module includes a combined dust collector 202. The inlet of the combined dust collector 202 is connected to one end of the pneumatic pipeline 4, and the other end of the pneumatic pipeline 4 is connected to the main pipe 201. The outlet of the combined dust collector 202 is connected to the air control valve 203 through the pneumatic pipeline 4. The air control valve 203 is also connected to the auxiliary air cylinder 204, the dual-chamber air cylinder 205, and the pressure relief valve 207 through the pneumatic pipeline 4. The dual-chamber air cylinder 205 includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve 203 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism 206 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air outlet of the weighing mechanism 206 is connected to one end of the connecting tee 208 through the pneumatic pipeline 4. The other two ports of the connecting tee 208 are connected to the pressure relief valve 207 and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster 209 and a brake cylinder 210. The two ends of the brake adjuster 209 are respectively hinged to the middle of the front brake lever 213 and the rear brake lever 214. The air port of the brake cylinder 210 is connected to one end of the connecting tee 208. One end of the cylinder body of the brake cylinder 210 is provided with a rear support seat 211, and the other end of the brake cylinder 210 is provided with a telescopic push rod 212. The rear support seat 211 is hinged to one end of the rear brake lever 214, and the top end of the push rod 212 is hinged to one end of the front brake lever 213. The hinge points of the brake cylinder 210 with the front brake lever 213 and the rear brake lever 214 are all located on the same side of the brake adjuster 209.

[0063] The end of the pneumatic pipeline 4 is connected to each interface of the combined dust collector 202, the auxiliary air cylinder 204, the weighing mechanism 206, the double-chamber air cylinder 205, the air control valve 203, the pressure relief valve 207, and the brake cylinder 210 via flanges.

[0064] The analog control system 3 includes a control box 301, which is connected to a pressure display controller 302, a first electromagnetic ventilation valve 304, a second electromagnetic ventilation valve 305 and a third electromagnetic ventilation valve 306 respectively. The pressure display controller 302 is installed on the pneumatic pipeline 4 between the auxiliary air cylinder 204 and the air control valve 203. The first electromagnetic ventilation valve 304 is installed at the air inlet of the main pipe 201. The second electromagnetic ventilation valve 305 is connected in series with the throttle valve 303 and installed at the air outlet of the main pipe 201. The third electromagnetic ventilation valve 306 is installed at the air outlet of the main pipe 201. The control box 301 is electrically connected to the pressure display controller 302, the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, and the third electromagnetic ventilation valve 306 respectively. The control box 301 integrates relays, push-button switches, indicator lights, and a pressure display panel. The pressure display controller 302 is electrically connected to the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, the third electromagnetic ventilation valve 306, and the pressure display panel, respectively.

[0065] The push-button switch includes a pneumatic release switch button, a normal braking switch button, an emergency braking switch button, and a stop switch button. The pneumatic release switch button controls the first electromagnetic ventilation valve 304 through a corresponding relay. The normal braking switch button controls the second electromagnetic ventilation valve 305 through a corresponding relay. The emergency braking switch button controls the third electromagnetic ventilation valve 306 through a corresponding relay. The stop switch button is the main power switch. The indicator lights include a first indicator light, a second indicator light, a third indicator light, and a fourth indicator light. The first indicator light is matched with the wind release position switch button, the second indicator light is matched with the normal braking position switch button, the third indicator light is matched with the emergency braking position switch button, and the fourth indicator light is matched with the stop switch button.

[0066] The lifting support accessory 5 includes a lever bracket 501, a control valve lift 502, an auxiliary air cylinder lift 503, a weighing mechanism seat 504, a double-chamber air cylinder lift 505, a pressure relief valve lift 506, and a brake cylinder lift 507.

[0067] Example 6 The railway freight car braking demonstration platform includes a support frame 1, on which a railway freight car braking system 2 and a simulation control system 3 are installed. The simulation control system 3 is electrically connected to the railway freight car braking system 2. Both the railway freight car braking system 2 and the simulation control system 3 are fixedly connected to the support frame 1 through a hanging bracket accessory 5.

[0068] The support frame 1 includes a main frame 101, which is a square frame and is welded together from several horizontal bars and several vertical bars. Several support legs 102 are welded onto the main frame 101. The plane of the main frame 101 is perpendicular to the support legs 102. The railway freight car braking system 2 and the simulation control system 3 are both fixedly connected to the main frame 101 through the hanging bracket accessory 5.

[0069] The railway freight car braking system 2 includes an air brake module and a brake cylinder module. Both the air brake module and the brake cylinder module are connected to the corresponding lifting brackets 5 welded to the support frame 1 by bolts.

[0070] The air braking module includes a combined dust collector 202. The inlet of the combined dust collector 202 is connected to one end of the pneumatic pipeline 4, and the other end of the pneumatic pipeline 4 is connected to the main pipe 201. The outlet of the combined dust collector 202 is connected to the air control valve 203 through the pneumatic pipeline 4. The air control valve 203 is also connected to the auxiliary air cylinder 204, the dual-chamber air cylinder 205, and the pressure relief valve 207 through the pneumatic pipeline 4. The dual-chamber air cylinder 205 includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve 203 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism 206 through the pneumatic pipeline 4. The air port of the pressure-reducing air cylinder chamber is also connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air outlet of the weighing mechanism 206 is connected to one end of the connecting tee 208 through the pneumatic pipeline 4. The other two ports of the connecting tee 208 are connected to the pressure relief valve 207 and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster 209 and a brake cylinder 210. The two ends of the brake adjuster 209 are respectively hinged to the middle of the front brake lever 213 and the rear brake lever 214. The air port of the brake cylinder 210 is connected to one end of the connecting tee 208. One end of the cylinder body of the brake cylinder 210 is provided with a rear support seat 211, and the other end of the brake cylinder 210 is provided with a telescopic push rod 212. The rear support seat 211 is hinged to one end of the rear brake lever 214, and the top end of the push rod 212 is hinged to one end of the front brake lever 213. The hinge points of the brake cylinder 210 with the front brake lever 213 and the rear brake lever 214 are all located on the same side of the brake adjuster 209.

[0071] The end of the pneumatic pipeline 4 is connected to each interface of the combined dust collector 202, the auxiliary air cylinder 204, the weighing mechanism 206, the double-chamber air cylinder 205, the air control valve 203, the pressure relief valve 207, and the brake cylinder 210 via flanges.

[0072] The analog control system 3 includes a control box 301, which is connected to a pressure display controller 302, a first electromagnetic ventilation valve 304, a second electromagnetic ventilation valve 305 and a third electromagnetic ventilation valve 306 respectively. The pressure display controller 302 is installed on the pneumatic pipeline 4 between the auxiliary air cylinder 204 and the air control valve 203. The first electromagnetic ventilation valve 304 is installed at the air inlet of the main pipe 201. The second electromagnetic ventilation valve 305 is connected in series with the throttle valve 303 and installed at the air outlet of the main pipe 201. The third electromagnetic ventilation valve 306 is installed at the air outlet of the main pipe 201. The control box 301 is electrically connected to the pressure display controller 302, the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, and the third electromagnetic ventilation valve 306 respectively. The control box 301 integrates relays, push-button switches, indicator lights, and a pressure display panel. The pressure display controller 302 is electrically connected to the first electromagnetic ventilation valve 304, the second electromagnetic ventilation valve 305, the third electromagnetic ventilation valve 306, and the pressure display panel, respectively.

[0073] The push-button switch includes a pneumatic release switch button, a normal braking switch button, an emergency braking switch button, and a stop switch button. The pneumatic release switch button controls the first electromagnetic ventilation valve 304 through a corresponding relay. The normal braking switch button controls the second electromagnetic ventilation valve 305 through a corresponding relay. The emergency braking switch button controls the third electromagnetic ventilation valve 306 through a corresponding relay. The stop switch button is the main power switch. The indicator lights include a first indicator light, a second indicator light, a third indicator light, and a fourth indicator light. The first indicator light is matched with the wind release position switch button, the second indicator light is matched with the normal braking position switch button, the third indicator light is matched with the emergency braking position switch button, and the fourth indicator light is matched with the stop switch button.

[0074] The lifting support accessory 5 includes a lever bracket 501, a control valve lift 502, an auxiliary air cylinder lift 503, a weighing mechanism seat 504, a double-chamber air cylinder lift 505, a pressure relief valve lift 506, and a brake cylinder lift 507.

[0075] The air control valve 203 has a dust collector interface, an auxiliary air cylinder interface, a dual-chamber air cylinder interface, and a pressure relief valve interface on its valve body. The dust collector interface is connected to the outlet of the combined dust collector 202 through the pneumatic pipeline 4. The auxiliary air cylinder interface is connected to the air port of the auxiliary air cylinder 204. The dual-chamber air cylinder interface is connected to the air port of the acceleration and relief air cylinder through the pneumatic pipeline 4. The pressure relief valve interface is connected to the pressure relief valve 207 through the pneumatic pipeline 4. The air control valve 203 is also provided with an exhaust port, which is opened and closed by the relief valve. The control handle of the relief valve is hinged to the relief valve lever 215.

Claims

1. A railway freight car braking demonstration platform, characterized in that, The system includes a support frame (1), on which a railway freight car braking system (2) and a simulation control system (3) are installed. The simulation control system (3) is electrically connected to the railway freight car braking system (2). Both the railway freight car braking system (2) and the simulation control system (3) are fixedly connected to the support frame (1) through a lifting bracket (5).

2. The railway freight car braking demonstration platform according to claim 1, characterized in that, The support frame (1) includes a main frame (101), which is a square frame and is welded together by several horizontal bars and several vertical bars. Several support legs (102) are welded on the main frame (101). The plane of the main frame (101) is perpendicular to the support legs (102). The railway freight car braking system (2) and the simulation control system (3) are both fixedly connected to the main frame (101) through the hanging bracket attachment (5).

3. The railway freight car braking demonstration platform according to claim 1, characterized in that, The railway freight car braking system (2) includes an air brake module and a brake cylinder module, both of which are connected to corresponding lifting brackets (5) welded to the support frame (1) by bolts. The air brake module includes a combined dust collector (202), the inlet of which is connected to one end of a pneumatic pipeline (4), the other end of which is connected to a main pipe (201), and the outlet of which is connected to an air control valve (203) via the pneumatic pipeline (4). The air control valve (203) is also connected to an auxiliary air cylinder (204), a double-chamber air cylinder (205), and a pressure relief valve (207) via the pneumatic pipeline (4). The dual-chamber air cylinder (205) includes a pressure-reducing air cylinder chamber and an acceleration-relaxation air cylinder chamber. The air port of the acceleration-relaxation air cylinder chamber is connected to the air control valve (203) through a pneumatic pipeline (4). The air port of the pressure-reducing air cylinder chamber is connected to the air inlet of the weighing mechanism (206) through a pneumatic pipeline (4). The air port of the pressure-reducing air cylinder chamber is also connected to the pressure relief valve (207) through a pneumatic pipeline (4). The air outlet of the weighing mechanism (206) is connected to one end of a connecting tee (208) through a pneumatic pipeline (4). The other two ports of the connecting tee (208) are connected to the pressure relief valve (207) and the brake cylinder module, respectively. The brake cylinder module includes a brake adjuster (209) and a brake cylinder (210). The two ends of the brake adjuster (209) are respectively hinged to the middle of the front brake lever (213) and the rear brake lever (214). The air port of the brake cylinder (210) is connected to one end of the connecting tee (208). One end of the cylinder body of the brake cylinder (210) is provided with a rear support seat (211). The other end of the brake cylinder (210) is provided with a telescopic push rod (212). The rear support seat (211) is hinged to one end of the rear brake lever (214). The top end of the push rod (212) is hinged to one end of the front brake lever (213). The hinge points of the brake cylinder (210) with the front brake lever (213) and the rear brake lever (214) are all located on the same side of the brake adjuster (209).

4. The railway freight car braking demonstration platform according to claim 3, characterized in that, The end of the pneumatic pipeline (4) is connected to each interface of the combined dust collector (202), the auxiliary air cylinder (204), the weighing mechanism (206), the double-chamber air cylinder (205), the air control valve (203), the pressure relief valve (207), and the brake cylinder (210) via flanges.

5. The railway freight car braking demonstration platform according to claim 3, characterized in that, The analog control system (3) includes a control box (301), which is connected to a pressure display controller (302), a first electromagnetic ventilation valve (304), a second electromagnetic ventilation valve (305) and a third electromagnetic ventilation valve (306). The pressure display controller (302) is installed on the pneumatic pipeline (4) between the auxiliary air cylinder (204) and the air control valve (203). The first electromagnetic ventilation valve (304) is installed at the air inlet of the main pipe (201). The second electromagnetic ventilation valve (305) is connected in series with the throttle valve (303) and installed at the air outlet of the main pipe (201). The third electromagnetic ventilation valve (306) is installed at the air outlet of the main pipe (201). The control box (301) is electrically connected to the pressure display controller (302), the first electromagnetic ventilation valve (304), the second electromagnetic ventilation valve (305), and the third electromagnetic ventilation valve (306), respectively. The control box (301) integrates a relay, a push-button switch, an indicator light, and a pressure display panel. The pressure display controller (302) is electrically connected to the first electromagnetic ventilation valve (304), the second electromagnetic ventilation valve (305), the third electromagnetic ventilation valve (306), and the pressure display panel, respectively. The push-button switch includes a pneumatic release switch, a normal braking switch, an emergency braking switch, and a stop switch. The pneumatic release switch controls the first electromagnetic ventilation valve (304) via a corresponding relay. The normal braking switch controls the second electromagnetic ventilation valve (305) via a corresponding relay. The emergency braking switch controls the third electromagnetic ventilation valve (306) via a corresponding relay. The stop switch is the main power switch. The indicator lights include a first indicator light, a second indicator light, a third indicator light, and a fourth indicator light. The first indicator light is matched with the wind relief switch button, the second indicator light is matched with the normal braking switch button, the third indicator light is matched with the emergency braking switch button, and the fourth indicator light is matched with the stop switch button.

6. The railway freight car braking demonstration platform according to claim 5, characterized in that, The lifting bracket accessories (5) include a lever bracket (501), a control valve hanger (502), an auxiliary air cylinder hanger (503), a weighing mechanism seat (504), a double-chamber air cylinder hanger (505), a pressure relief valve hanger (506), and a brake cylinder hanger (507).

7. The railway freight car braking demonstration platform according to claim 6, characterized in that, The air control valve (203) has a dust collector interface, an auxiliary air cylinder interface, a dual-chamber air cylinder interface and a pressure relief valve interface on its valve body. The dust collector interface is connected to the outlet of the combined dust collector (202) through a pneumatic pipeline (4). The auxiliary air cylinder interface is connected to the air port of the auxiliary air cylinder (204). The dual-chamber air cylinder interface is connected to the air port of the acceleration and relief air cylinder through a pneumatic pipeline (4). The pressure relief valve interface is connected to the pressure relief valve (207) through a pneumatic pipeline (4). The air control valve (203) is also provided with an exhaust port. The exhaust port is controlled to open and close by a relief valve. The control handle of the relief valve is hinged to the relief valve lever (215).

8. A training method for a railway freight car braking demonstration platform, utilizing the railway freight car braking demonstration platform described in claim 7, with the following specific steps: Step 1: Initial air filling preparation. Press the air filling release switch button on the control box (301). The first indicator light will light up. Open the first electromagnetic ventilation valve (304) to perform air filling operation. When the pressure detected by the pressure display controller (302) is stable within the initial air filling pressure threshold range, the pressure display controller (302) will control the first electromagnetic ventilation valve (304) to close and the first indicator light will turn off. The initial air filling is complete. Step 2: Perform an emergency braking demonstration, then repeat the initial air filling operation in Step 1. After completion, perform a normal braking demonstration. Step 3: Demonstration of air filling and de-escalation.

9. The training method for the railway freight car braking demonstration platform according to claim 8, characterized in that, The specific process of the emergency braking demonstration is as follows: Press the emergency braking switch button in the button switch on the control box (301), the third indicator light will light up, the third electromagnetic ventilation valve (306) will be opened, the main pipe (201) pressurized air will be discharged quickly, the auxiliary air cylinder (204) will quickly charge the brake cylinder (210) to achieve emergency braking. After the main pipe pressure value reaches the emergency braking pressure threshold set by the pressure display controller, the pressure display controller (302) will control the third electromagnetic ventilation valve (306) to close, and the third indicator light will turn off. The specific process of the normal braking demonstration is as follows: Press the normal braking position switch button in the button switch on the control box (301), the second indicator light will light up, the second electromagnetic ventilation valve (305) will be opened, the main pipe (201) pressurized air will be discharged through the throttle valve (303), the auxiliary air cylinder (204) will charge the brake cylinder (210) with air to realize normal braking. After the normal braking is completed, after the main pipe pressure value reaches the normal pressure threshold set by the pressure display controller, the pressure display controller (302) will control the second electromagnetic ventilation valve (305) to close, and the second indicator light will turn off. The air charging deceleration demonstration includes a demonstration of air charging deceleration when the simulated control system is powered on and a demonstration of air charging deceleration when the simulated control system is powered off, as detailed below: When the simulation control system is powered on and the air charging and de-airing demonstration is performed, after the braking demonstration, press the air charging and de-airing position switch button on the control box (301) again. The first indicator light will illuminate, and the first electromagnetic ventilation valve (304) will be opened. Air will be continuously charged through the main pipe (201) to the air control valve (203) until the exhaust port of the air control valve (203) automatically opens, venting the pressurized air in the brake cylinder (210) into the atmosphere. After the pressure value of the main pipe (201) reaches the sufficient de-airing pressure threshold set by the pressure display controller (302), the air charging will stop. The pressure display controller (302) will control the first electromagnetic ventilation valve (304) to close, the first indicator light will turn off, and the air charging and de-airing process will be completed. When the simulated control system is powered off, the air charging and de-energizing demonstration is performed by manually pulling the de-energizing valve lever (215), which opens the exhaust port of the air control valve (203) and releases the pressurized air in the brake cylinder (210) into the atmosphere, thus completing the air charging and de-energizing process.

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