Tool for detecting brake elbow of railway wagon

Abstract

The utility model relates to the technical field of brake elbow detection tools, and discloses a tool for detecting a railway wagon brake elbow, which comprises a mounting platform, and a plurality of groups of detection assemblies arranged along the shape of the elbow are arranged on the mounting platform. The detection assembly comprises positioning baffles arranged at the two ends. The positioning baffle comprises a positioning seat, a side plate is vertically arranged on one side of the upper portion of the positioning seat, and the side plate and the positioning seat form an L shape. At least two limiting plates are arranged between the positioning baffles at the two ends; the limiting plate comprises a base, a clamping groove is formed in the upper portion of the base, and the width of the clamping groove is not smaller than the diameter of the corresponding bent pipe. According to the utility model, the structure of the detection tool is simplified, the operation is simple and convenient, the stability of the detection assembly is improved, the detection accuracy and reliability are ensured, the detection tool can rapidly detect the shape and position size of the brake elbow, the consistency of the manufacture of the brake elbow is ensured, and the pinning phenomenon of the brake elbow is reduced. Meanwhile, the production cost is reduced, batch detection can be performed, the detection efficiency is improved, and the labor cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of brake bend detection tooling, in particular to a tooling for detecting brake bends of railway freight cars. Background Art

[0002] As a tool for railway freight transportation, my country's railway freight cars bear the important responsibility of completing railway transportation tasks, and the braking system of railway freight cars is an important device for railway freight cars to slow down and stop, and it is the guarantee of railway freight cars' safety. However, during the operation of railway freight cars, there are occasional leakage failures in the braking system of railway freight cars. The reason is that the leakage of the brake elbow in the braking system leads to a high proportion of leakage in the braking system.

[0003] The brake bend pipe size corresponding to each vehicle model will be different. In order to ensure the accuracy of the brake bend pipe bend size as much as possible during production, the brake bend pipe will be inspected after production. In the prior art, the inspection of brake bend pipes mostly relies on inspection tooling. However, due to the large number of brake bend pipes and the different structural shapes and sizes, in order to improve the inspection efficiency, reduce the number of inspection tooling, and save inspection manpower during production inspection, highly universal, flexible and adjustable inspection tooling will be used. In addition, due to the differences in operating habits of each operator, errors are likely to occur during inspection, affecting the inspection results and causing deviations between the brake bend pipe and the actual installation requirements. In actual installation, it is easy to have a twisting phenomenon, causing the brake bend pipe to leak during operation.

[0004] Therefore, in view of the problem that the brake bend pipe is prone to deviation during inspection, the inspection tool is difficult to achieve inspection accuracy, resulting in deviation in the size of the brake bend pipe, causing a stiffness phenomenon during loading, and causing leakage of the brake bend pipe, a tool for inspecting the brake bend pipe of a railway freight car is now provided. Utility Model Content

[0005] The utility model aims to provide a tool for detecting brake bends of railway freight cars, so as to solve the problems in the prior art that the brake bends cannot be detected quickly when they are installed, it is difficult to ensure the bending quality of the brake bends, and it is easy to cause the brake bends to be stiff when they are installed, resulting in leakage of the brake system.

[0006] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a tool for detecting the brake bend of a railway freight car. By analyzing the curved structure of the brake bend of a railway freight car, a corresponding detection component is formulated according to the curved structure. The detection component is used to quickly detect and locate the shape of the bend, thereby ensuring the consistency of the production of the brake bend and improving the detection efficiency. Specifically, it includes an installation platform, on which are provided a plurality of detection components arranged along the shape of the bend; the detection component includes positioning baffles arranged at both ends; the positioning baffle includes a positioning seat, on one side of the upper part of the positioning seat, a side plate is vertically provided, the height of the side plate is 80-200mm, and the side plate and the positioning seat form an L shape; at least two limit plates are provided between the positioning baffles at both ends; the limit plate includes a base, on the upper part of the base, a card slot is provided, the width of the card slot is consistent with the depth of the card slot, and the width of the card slot is not less than the corresponding bend diameter.

[0007] The principles and advantages of this solution are:

[0008] Since the requirements for brake bends are different for each vehicle model, there are many types of brake bends and their structural dimensions are diverse. In order to improve the detection efficiency and reduce the number of detection tools, highly versatile, flexible and dynamically combined detection tools are generally used. However, this detection tool needs to be adjusted and installed every time it is tested. The debugging and installation process is time-consuming and laborious for the operator. In addition, different operators have different operating methods, making it difficult to ensure the accuracy of the assembly, resulting in errors in the detection tooling and deviations in each test, making it difficult to ensure the accuracy of the brake bend.

[0009] This scheme observes and analyzes the structural shape of the brake bend according to the vehicle type, and formulates a detection component with higher accuracy and better fit according to the structural shape of the brake bend, which can be directly applied to each brake bend, simplifying the detection tooling structure, and at the same time, it does not need to be assembled and debugged every time, making the operation simpler and more convenient, improving the stability of the detection component, reducing the operation error, ensuring the accuracy and reliability of the detection, and enabling the detection tooling to quickly detect the shape, position and size of the brake bend, ensuring the consistency of the brake bend production, thereby reducing the phenomenon of brake bends and reducing the leakage failure of the brake system. At the same time, it also reduces the generation cost, can carry out batch detection, improve detection efficiency, and reduce labor costs and labor intensity. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 This is a schematic structural diagram of the first embodiment of the present utility model.

[0011] Figure 2 This is a schematic diagram of the structure of the installation platform of the first embodiment of the utility model.

[0012] Figure 3It is a schematic diagram of the structure of the detection component of the first embodiment of the utility model.

[0013] Figure 4 This is a schematic structural diagram of the positioning baffle of the first embodiment of the utility model.

[0014] Figure 5 It is a schematic structural diagram of the limiting plate of the first embodiment of the utility model.

[0015] Figure 6 It is a schematic diagram of the manufacturing method flow of the second embodiment of the utility model.

[0016] Figure 7 This is a schematic diagram of the inspection status position of the second embodiment of the present utility model. DETAILED DESCRIPTION

[0017] The following is further described in detail through specific implementation methods:

[0018] In the accompanying drawings: the first detection component 1, the second detection component 2, the third detection component 3, the fourth detection component 4, the fifth detection component 5, the sixth detection component 6, the seventh detection component 7, the mounting platform 8, the head end positioning baffle 21, the end positioning baffle 22, the first limit plate 23, the second limit plate 24, the third limit plate 25, the positioning seat 201, the side plate 202, the base 301, the slot 302, and the joint body 9.

[0019] Embodiment 1

[0020] This embodiment is basically as shown in the attached Figure 1 As shown in the figure, in this embodiment, a tool for detecting the brake bend of a railway freight car can quickly detect and locate the shape of the bend through a precisely designed detection component, thereby ensuring the consistency of the brake bend manufacturing and improving the detection efficiency. Specifically, it includes an installation platform 8 with an overall rectangular parallelepiped structure. In this embodiment, as shown in the figure Figure 2 As shown, the mounting platform 8 is a mounting platform welded by channel steel and steel plate, and its length can be set to 2000-4000mm, width can be set to 1000-2000mm, and total thickness can be set to 100-200mm. During the detection process, the specific size of the mounting platform 8 used is set according to the length of the elbow of different models, and the width is determined according to the CNC machining equipment and the placement of the detection components on site. According to the types of brake elbows of different models to be detected, multiple mounting platforms 8 can be used in combination.

[0021] In this embodiment, taking the installation and use of a mounting platform 8 as an example, a plurality of detection components arranged along the shape of the bent pipe are fixedly installed on the mounting platform 8 by bolts; each group of detection components is positioned and installed after being reasonably arranged on the mounting platform 8 according to the size and shape of the brake pipe bend.

[0022] Specifically, as attached Figure 1 As shown, 6-7 groups of detection components can be positioned and installed on a mounting platform 8. Taking the figure as an example, according to the designed detection component structure, there are respectively a first detection component 1 installed at the bottom of the mounting platform 8, a second detection component 2 installed above the first detection component 1, a third detection component 3 and a fourth detection component 4 installed at the upper right of the second detection component 2, wherein the third detection component 3 is located on the right side of the fourth detection component 4. A fifth detection component 5 is installed at the upper left of the second detection component 2, a sixth detection component 6 is installed above the fifth detection component 5, and a seventh detection component 7 is installed above the sixth detection component 6, wherein the seventh detection component 7 is located at the top of the mounting platform 8.

[0023] In this embodiment, the attached Figure 1 Taking the middle perspective as an example, the first detection component 1 is set to a stepped structure with a slope section at the rear end according to the corresponding curved pipe structure. The second detection component 2 is set to a generally S-shaped structure according to the corresponding curved pipe structure. The third detection component 3 is set to the same shape structure with an arc bend according to the shape of the corresponding curved pipe structure. In this embodiment, the angle of the arc bend is less than 90°. The fourth detection component 4 is set to a shape structure with a right-angle bend according to the corresponding curved pipe structure.

[0024] The fifth detection component 5 is set to a U-shaped structure with the same shape as the corresponding curved pipe structure, and the lengths of the two end arms constituting the U-shaped structure are unequal. The sixth detection component 6 is set to a U-shaped structure with the same shape as the corresponding curved pipe structure, and the lengths of the two end arms constituting the U-shaped structure are unequal. In order to facilitate placement and save placement space, the sixth detection component 6 is sleeved on the top of the fifth detection component 5. The seventh detection component 7 is set to an L-shaped structure with the same shape as the corresponding curved pipe structure, and the short side of the L-shaped structure is located on the outside of the long side U-shaped arm of the sixth detection component 6. After analyzing the curved structure of the brake curved pipe of a railway freight car, according to the brake pipes of different sizes and their curved dimensions, the corresponding detection components are formulated, and they are reasonably arranged according to the structural shape, and fixedly installed on the installation platform 8, so as to ensure the accuracy of the curved pipe during detection, improve the consistency of the brake curved pipe production, and improve the detection efficiency. The operation is convenient and fast, and batch detection operations can be realized, reducing manpower and working hours.

[0025] Specifically, as attached Figure 3 As shown, in this embodiment, each group of detection components has the same components, including a plurality of positioning baffles and at least two limit plates. For ease of description, the first detection component 1 is taken as an example for description.

[0026] The first detection component 1 includes a head end positioning baffle 21 and a terminal positioning baffle 22 installed at the front end. After the pipe is bent, the joint body 9 is assembled at the ends of the pipe, and the joint body 9 is respectively arranged on the head end positioning baffle 21 and the terminal positioning baffle 22. Three limit plates are arranged between the head end positioning baffle 21 and the terminal positioning baffle 22, which are the first limit plate 23, the second limit plate 24 and the third limit plate 25. In this embodiment, the first limit plate 23 is fixedly installed at the rear end 35-60mm of the head end positioning baffle 21 by welding. If the distance is too close, it is easy to interfere with the weld. If the distance is too long, the pipe fitting may be bent, and the verticality of the joint body 9 at the end of the bent pipe and the pipe cannot be detected. The third limit plate 25 is installed at the front end 35-60mm of the terminal positioning baffle 22 by welding. The second limit plate 24 is installed between the first limit plate 23 and the third limit plate 25 by welding. The second limit plate 24 is flexibly set according to the length of the straight section in the bent pipe. In this embodiment, when the length of the middle straight section is greater than 1 meter, an additional limit plate is added, and the remaining limit plates are set according to the bend shape of the bent pipe to ensure that they fit the corresponding bent pipe structure, improve the accuracy of the detection component, and improve the detection efficiency.

[0027] In this embodiment, the first end positioning baffle 21 and the end positioning baffle 22 have the same structure, and the first limiting plate 23, the second limiting plate 24 and the third limiting plate 25 have the same structure. The following description will take the first end positioning baffle 21 and the first limiting plate 23 as examples.

[0028] As attached Figure 4 As shown, the head end positioning baffle 21 includes a positioning seat 201 with an overall rectangular parallelepiped structure. In this embodiment, the length of the positioning seat 201 is 50-80mm and the height is 25mm, so as to facilitate installation and not block other detection components. A side plate 202 is vertically integrated on the upper right side of the positioning seat 201. The height of the side plate 202 is set according to the size of different pipe diameters and the height difference between the two ends after bending. It can generally be set to 100mm, 120mm, 150mm, 170mm, etc. The thickness is consistent with the height of the positioning seat 201, which is 25mm. The side plate 202 and the positioning seat 201 form an L-shaped structure. The detection position of the bent pipe is limited by the side plate 202. During detection, the joint body 9 abuts against one side of the side plate 202 to ensure that it can be quickly positioned during detection.

[0029] As attached Figure 5As shown, the first limit plate 23 includes a base 301 with an overall rectangular structure, and a slot 302 is opened downwardly on the upper part of the base 301. The elbow is fixed in the first limit plate 23 through the slot 302 to improve the stability of the elbow. In this embodiment, the depth of the slot 302 is set to 50mm, and the width is not less than the diameter of the corresponding clamped elbow. The width of the slot 302 is set according to the diameter of the corresponding elbow. If the diameter of the corresponding elbow is D, the width of the slot 302 is set to D+1mm to ensure that the elbow can be fully clamped and fixed, while maintaining the stability of the clamping, reducing the movement of the elbow, and thus reducing the detection error; the length of the slot is set according to the length of the straight section after the pipe is bent, generally set to 30-50mm, to avoid interference caused by the excessive length of the slot. It is convenient for installation and will not cause obstruction to other detection components. The elbow is limited by the limit plate to avoid the offset of the elbow and reduce the error.

[0030] The difference between the third detection assembly 3 and the fourth detection assembly 4 and the first detection assembly 1 is that, since the length of the straight section in the third detection assembly 3 and the fourth detection assembly 4 is less than 1 meter, only two limit plates are installed at the head and tail ends. The difference between the sixth detection assembly 6 and the first detection assembly 1 is that, since the length of the straight section of the sixth detection assembly 6 is greater than 1 meter and there is a bend in the middle, two limit plates are added at the straight section and the bend.

[0031] In this embodiment, a plurality of detection components corresponding to the structure of the brake bend are directly designed, so that the detection tool can quickly detect the shape, position and size of the brake bend, and can more effectively and stably ensure the shape, position and size of the brake bend, ensure the consistency of the brake bend manufacturing, ensure the bending quality of the brake bend, and reduce the phenomenon of the brake bend being stiff when loading. At the same time, the detection tool is simple and fast to operate, which can effectively reduce manpower, reduce working hours, reduce cost investment, and can efficiently perform batch detection to improve overall detection efficiency.

[0032] Embodiment 2

[0033] In this embodiment, a manufacturing method for testing a railway freight car brake bend tool is also provided, as shown in the attached Figure 6 As shown, the specific steps include:

[0034] S1, the installation platform 8 is welded into an integral rectangular parallelepiped structure by using channel steel and steel plate, which is not easy to deform. At the same time, in order to ensure its flatness after welding, its installation surface is machined.

[0035] On the mounting platform 8, the brake bend of the same vehicle type is placed on the mounting surface, and the shape and structure outline of the bend is determined on the mounting surface according to the shape and position dimensions of the brake bend after being bent.

[0036] S2. According to the determined brake pipes of different sizes and their bending dimensions, the positions of the positioning baffle and the limit plate are designed, and the height, width and positioning position of the limit plate slot are designed.

[0037] In this embodiment, the positions of the positioning baffle and the limit plate are determined by marking, and the positioning baffles are correspondingly designed at the head and the tail ends of the elbow, and the head end positioning baffle 21 and the tail end positioning baffle 22 are used to limit the end length of the elbow.

[0038] The position of the limit plate is set according to the designed length of the elbow. In this embodiment, the design is performed according to the following sub-steps:

[0039] S2.1, according to the determined positions of the head end positioning baffle 21 and the tail end positioning baffle 22, a first limit plate 23 is set 35-80 mm behind the head end positioning baffle 21, and a third limit plate 25 is set 35-80 mm from the front end of the tail end positioning baffle 22.

[0040] S2.2, calculate the length of the straight section of the curved pipe between the first limit plate 23 and the third limit plate 25, and determine the difference between the length of the straight section and the preset length value. When 1m < the length of the straight section < 2m, set the second limit plate 24 between the first limit plate 23 and the third limit plate 25, and make the interval between adjacent limit plates between 500-800mm; when the length of the straight section is greater than 1m and there is still a bend, set the second limit plate between the first limit plate 23 and the third limit plate 25, and set a fourth limit plate at the bend position, so that the straight-line distance between the limit plate at the bend and the bend is less than 150mm, so as to ensure the precise positioning of the bend, improve the fit, and ensure the accuracy of the detection.

[0041] S2.3, determine the height, width and length of the slot on the limit plate according to the structural dimensions of the pipe. In this embodiment, the height of the slot is set to a fixed value, all set to 50mm, which can meet the height clamping requirements of all bent pipes, while not blocking other detection components, and can also effectively reduce the processing procedures of the slot. The width of the slot is set according to the outer diameter of the pipe. If the corresponding outer diameter of the pipe is D, the width of the slot is set to D+1mm to ensure the stability and effectiveness of the clamping and improve the convenience of clamping. The length of the slot is set according to the length of the straight section after the pipe is bent, generally set to 30-50mm to avoid interference between the slots due to excessive length.

[0042] S3, after determining the positions of the positioning baffle and the limiting plate, manufacture and assemble the positioning baffle and the limiting plate.

[0043] Specifically, during production, in order to ensure its detection accuracy, the limit plate and the positioning baffle are first assembled in the corresponding position and a machining margin is reserved, and then the overall CNC machining is used. It mainly includes the following sub-steps:

[0044] S3.1, use thick plate to cut and position the baffle and limit plate, and machine the outer surface thereof to be flat. In this embodiment, the thick plate is a steel plate with a thickness of 50-100 mm, and the material is not limited. The existing stock material can be fully used, and there is no restriction here, which effectively reduces the production cost.

[0045] S3.2, assemble and weld the positioning baffle and the limit plate on the mounting platform 8 according to the designated positions. During assembly, the relative dimensions of the positioning baffles at both ends are reserved with a machining allowance of 5 mm to ensure the relative position of the baffles after machining.

[0046] S3.3, after CNC programming, fix the mounting platform 8 on the CNC machine tool, and machine the relative shape and position dimensions of the slots and positioning baffles of the limit plate as a whole. When machining the end positioning baffle and limit plate of the same brake pipe, the workpiece must be kept from moving, and the height of the clamping tools must be consistent to avoid affecting the machining dimensions.

[0047] S4, as attached Figure 7 As shown, when in use, the brake bend is placed in the corresponding limit plate, the bend is fixed in the slot 302, and a joint body 9 welded to the brake bend is attached to its end, simulating the form of the brake pipe after welding to check the gap between the end of the joint body 9 and the positioning baffle side plate 202.

[0048] The brake pipes of railway freight cars have various shapes, including two-dimensional and three-dimensional space pipes. Compared with the traditional processing method, this embodiment does not use bolt connections or slide grooves, reduces the amount of machining such as drilling, and has higher overall machining accuracy, eliminating the cumulative errors of the traditional process of machining parts first and then marking and assembling, making the processing process more convenient and the processing dimensions more accurate. It can more effectively and stably ensure the shape and position dimensions of the brake pipe, ensure the consistency of the brake bend production, improve the detection accuracy, and have lower production costs. It can also be used for efficient batch detection, improve detection efficiency, and enhance economic benefits.

[0049] The above is only an embodiment of the utility model, and the common knowledge such as the known specific technical solutions and / or characteristics in the solution is not described in detail here. It should be pointed out that for those skilled in the art, without departing from the technical solution of the utility model, several deformations and improvements can be made, which should also be regarded as the protection scope of the utility model, and these will not affect the effect of the implementation of the utility model and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A tool for detecting brake bends of railway freight cars, characterized in that: It comprises an installation platform, on which are arranged several groups of detection components arranged along the shape of the curved pipe; the detection components comprise positioning baffles arranged at both ends; the positioning baffle comprises a positioning seat, on one side of the upper part of the positioning seat a side plate is vertically arranged, the height of the side plate is 80-200mm, and the side plate and the positioning seat form an L shape; at least two limit plates are arranged between the positioning baffles at both ends; the limit plate comprises a base, on the upper part of the base a card slot is arranged, the width of the card slot is consistent with the depth of the card slot, and the width of the card slot is not less than the corresponding curved pipe diameter.

2. The tool for detecting the brake bend of a railway freight car according to claim 1, characterized in that: The positioning baffle comprises a head end positioning baffle arranged at the head end of the curved tube shape and a tail end positioning baffle arranged at the tail end of the curved tube shape.

3. The tool for detecting the brake bend of a railway freight car according to claim 2, characterized in that: A first limiting plate is provided at 35-60 mm from the rear end of the head end positioning baffle; and a third limiting plate is provided at 35-60 mm from the front end of the end positioning baffle.

4. The tool for detecting the brake bend of a railway freight car according to claim 3, characterized in that: The detection components include at least 7 groups, namely a first detection component, a second detection component, a third detection component, a fourth detection component, a fifth detection component, a sixth detection component and a seventh detection component; the first detection component is arranged at the bottom of the installation platform, and the second detection component is arranged above the first detection component; the third detection component is arranged at the upper right of the second detection component and at the right end of the installation platform; the fourth detection component is arranged on the left side of the third detection component; the fifth detection component is arranged at the upper left of the second detection component (2); the sixth detection component is arranged above the fifth detection component; the seventh detection component is arranged above the sixth detection component and at the top of the installation platform.

5. The tool for detecting the brake bend of a railway freight car according to claim 4, characterized in that: The first detection component is a stepped structure; the second detection component is an S-shaped structure; the third detection component is an arc-shaped structure, and the angle of the arc-shaped bend is less than 90°; the fourth detection component is a 90° right-angle bend structure; the fifth detection component and the sixth detection component are both U-shaped structures, and the lengths of the two end arms forming the U-shape are unequal; the seventh detection component is an L-shaped structure, and the short side of the L-shape is arranged on the outside of the long side U-shaped arm of the sixth detection component.

6. The tool for detecting the brake bend of a railway freight car according to claim 3, characterized in that: When the straight line distance between the first limiting plate and the third limiting plate is greater than 1m, a second limiting plate is further provided between the first limiting plate and the third limiting plate; the distance between the second limiting plate and the adjacent limiting plate is between 500-800mm.

7. The tool for detecting the brake bend of a railway freight car according to claim 6, characterized in that: When there is a bend between the first limiting plate and the third limiting plate, a fourth limiting plate is provided at the bend, so that the straight-line distance between the fourth limiting plate and the bend is less than 150 mm.

8. The tool for detecting the brake bend of a railway freight car according to claim 7, characterized in that: The height of the slot is 50 mm; the width of the slot is set according to the outer diameter of the pipe; and the length of the slot is set according to the length of the straight section of the pipe after bending.

9. The tool for detecting the brake bend of a railway freight car according to claim 1, characterized in that: The positioning baffle and the limiting plate are steel plates with a thickness of 50-100 mm.

10. The tool for detecting the brake bend of a railway freight car according to claim 1, characterized in that: The relative size of the working surface of the positioning baffle is provided with a machining allowance of 5 mm.

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