Railway vehicle lower brake pipe detection device

Abstract

The utility model belongs to the field of locomotive part detection equipment. The utility model provides a detection device for an under-vehicle brake pipe of a railway vehicle. The device comprises a case, a fixed seat, a movable seat and an air supply mechanism. The machine box is provided with a workbench. The fixing base is arranged on the first side of the workbench, a first pipeline is arranged on the fixing base, a flow meter is arranged on the first pipeline, and the first end of the first pipeline is in butt joint with one end of the brake pipe. The moving seat is movably installed on the second side of the workbench through a transverse moving mechanism, a second pipeline is arranged on the moving seat, a gas pressure meter is arranged on the second pipeline, and the first end of the second pipeline is in butt joint with the other end of the brake pipe. The air supply mechanism comprises an air supply pipeline and an air source, and the air supply pipeline communicates the air source with the first pipeline. According to the device, the distance between the moving seat and the fixed seat is adjusted by using the transverse moving mechanism, the flowmeters and the gas pressure gauges can detect the circulation and airtightness of the brake pipes, and the fixation and detection of the brake pipes with different lengths are realized.

Description

Technical Field

[0001] The utility model relates to the field of locomotive component detection equipment, in particular to a rail vehicle undercarriage brake pipe detection device. Background Art

[0002] Common rail transit includes ordinary railways, intercity railways, subways, light rails and trams, in addition to new rail transit such as magnetic levitation rail systems and monorail systems. Rail transit vehicles are mainly composed of multiple groups of carriages, each of which is equipped with a braking system, and the braking systems between carriages need to be connected through brake pipes, which are usually inserted at the bottom of the carriages. The quality of the brake pipe directly affects the safety of rail vehicles, so during installation, the brake pipe will be tested using a detection device to improve the safety of rail vehicles.

[0003] At present, one way to inspect the brake pipe is to use an air gun to blow the pipe. The specific operation is to insert the nozzle of the air gun into the pipe about 20mm for blowing. The nozzle of a smaller diameter pipe needs to be against the pipe mouth. The blowing of a longer curved pipe requires continuous manual rotation of the air gun. The unprotected pipe end must not touch the ground during blowing. This inspection method is more about blowing and cleaning foreign matter from the brake pipe, and it cannot effectively determine the fluidity and sealing of the brake pipe. Another inspection method is to pre-install the pipe and perform a pressure test to determine the sealing of the pipe. Before the inspection, it is necessary to lay the pipeline first, pre-install the pipe clamp on the pipeline and pre-tighten it, use a leak detector to spray the pipeline joint and connect the pipeline to the air cylinder air source, cut off the air source within a certain pressure range, and observe the pressure maintenance of the digital pressure gauge to determine the air tightness of the pipeline. If the inspection test requirements are not met, the pipeline needs to be disassembled or repaired until it meets the use requirements. However, this inspection method cannot adapt to brake pipes of different lengths, is not flexible enough, and the inspection test process and repair process consume manpower and time costs, and cannot guarantee the quality of the brake pipe.

[0004] Therefore, it is necessary to study a rail vehicle undercarriage brake pipe detection device with wider applicability. Utility Model Content

[0005] The main purpose of the utility model is to provide a rail vehicle undercarriage brake pipe detection device to solve the problems of poor applicability and inflexible use of the detection device in the prior art.

[0006] According to one aspect of the utility model, a rail vehicle undercarriage brake pipe detection device is provided, comprising:

[0007] A chassis, wherein the chassis is provided with a workbench;

[0008] A fixing seat, the fixing seat is fixedly arranged on a first side of the workbench, a first pipeline is arranged on the fixing seat, a flow meter is arranged on the first pipeline, and a first end of the first pipeline is used to butt with one end of the brake pipe;

[0009] A movable seat, the movable seat is movably mounted to the second side of the workbench via a transverse movement mechanism, a second pipeline is provided on the movable seat, a gas pressure gauge is provided on the second pipeline, and a first end of the second pipeline is used to dock with the other end of the brake pipe;

[0010] The air supply mechanism includes an air supply pipeline and an air source, and the air supply pipeline connects the air source with the first pipeline.

[0011] According to one embodiment of the utility model, the transverse movement mechanism includes a driver, a screw and a threaded sleeve. The driver is fixedly mounted to the workbench and is drivingly connected to the screw to drive the screw to rotate. The outer periphery of the screw is provided with an external thread. The threaded sleeve is provided with an internal thread and is sleeved on the outer periphery of the screw to move laterally with the rotation of the screw. The movable seat is fixedly connected to the threaded sleeve.

[0012] According to one embodiment of the utility model, the gas supply pipeline includes an air inlet pipeline and an air outlet pipeline, and the device also includes a gas driver, the first end of the air inlet pipeline is connected to the gas source and the second end is connected to the second end of the first pipeline, the first end of the air outlet pipeline is connected to the gas driver and the second end is connected to the second end of the second pipeline.

[0013] According to one embodiment of the utility model, the gas outlet pipeline includes a telescopic section and a rigid section which are connected to each other, the end of the rigid section is connected to the gas driver, and the end of the telescopic section is connected to the second end of the second pipeline.

[0014] According to an embodiment of the utility model, a first control valve for controlling the interruption of gas flow is provided on the first pipeline, and a second control valve for controlling the interruption of gas flow is provided on the second pipeline downstream of the gas pressure gauge.

[0015] According to one embodiment of the utility model, the device also includes a first clamping mechanism and a second clamping mechanism, the first clamping mechanism is fixedly mounted to the fixed seat and is used to clamp one end of the brake pipe, and the second clamping mechanism is fixedly mounted to the movable seat and is used to clamp the other end of the brake pipe.

[0016] According to one embodiment of the utility model, the first clamping mechanism comprises:

[0017] A first lower support plate, the first lower support plate is fixedly connected to the fixing seat;

[0018] A first upper support plate, the first upper support plate is parallel to the first lower support plate and the two are separated by a predetermined distance, the first upper support plate is fixedly connected to the fixing seat, the first upper support plate is provided with a threaded hole penetrating the thickness of the plate, and a first screw is installed in the threaded hole; and / or

[0019] The second clamping mechanism comprises:

[0020] a second lower support plate, the second lower support plate being fixedly connected to the moving seat;

[0021] The second upper support plate is parallel to the second lower support plate and spaced a predetermined distance apart. The second upper support plate is fixedly connected to the moving seat. The second upper support plate is provided with a threaded hole that penetrates the thickness of the plate, and a second screw is installed in the threaded hole.

[0022] According to an embodiment of the utility model, the ends of the first and second lower support plates are provided with a stopper formed by an upper protrusion, and the upper protrusion size of the stopper exceeds one third of the outer diameter of the brake pipe.

[0023] According to an embodiment of the present invention, the device further comprises a heating mechanism, which is connected to the chassis and radiates heat toward the area between the fixed seat and the movable seat.

[0024] According to an embodiment of the present invention, the heating mechanism includes a plurality of heating tubes arranged in parallel at equal intervals adjacent to the side wall of the chassis.

[0025] Due to the adoption of the above technical scheme, according to the rail vehicle undercarriage brake pipe detection device of the utility model, by setting components such as a fixed seat, a movable seat, a transverse movement mechanism, and an air supply mechanism, the transverse movement mechanism is used to adjust the distance between the movable seat and the fixed seat to adapt to brake pipes of different lengths. At the same time, the flow meter and the gas pressure gauge can detect the fluidity and air tightness of the brake pipe, thereby realizing the fixation and detection of brake pipes of different lengths, thereby improving the flexibility of the use of the detection device and expanding the scope of application of the detection device. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0027] Figure 1 The overall structural diagram of a rail vehicle undercarriage brake pipe detection device according to an embodiment of the utility model is shown;

[0028] Figure 2 A cross-sectional view of a rail vehicle undercarriage brake pipe detection device according to an embodiment of the utility model is shown;

[0029] Figure 3 A partial cross-sectional enlarged structural schematic diagram of a rail vehicle undercarriage brake pipe detection device according to an embodiment of the utility model is shown;

[0030] Figure 4A schematic structural diagram of a clamping mechanism of a rail vehicle undercarriage brake pipe detection device according to an embodiment of the utility model is shown.

[0031] Description of Reference Numerals

[0032] 10. Chassis; 12. Workbench; 14. Protective cover; 16. Receiving groove; 20. Fixed seat; 22. Main body of fixed seat; 24. First pipeline; 26. Flow meter; 30. Moving seat; 32. Transverse movement mechanism; 32a. Driver; 32b. Screw; 32c. Threaded sleeve; 33. Main body of moving seat; 34. Second pipeline; 36. Gas pressure gauge; 40. Gas supply mechanism; 42. Gas supply pipeline; 42a. Inlet pipeline; 42b. Outlet pipeline; 44. Gas source; 46. Gas driver; 50. First clamping mechanism; 50a. Lower support plate; 50b. Upper support plate; 50c. Screw; 60. Second clamping mechanism; 60a. Lower support plate; 60b. Upper support plate; 60c. Screw; 70. Heating mechanism; 72. Heating tube. DETAILED DESCRIPTION

[0033] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0034] Unless otherwise defined, all technical and scientific terms used in this document have the same meaning as commonly understood by technicians in the technical field of the present invention; the terms used in this specification are only for the purpose of describing specific embodiments and are not intended to limit the present invention. For example, the directions or positions indicated by terms such as "length", "width", "up", "down", "left", "right", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", and "outside" are based on the directions or positions shown in the drawings, which are only for the convenience of description and cannot be understood as limitations on the present technical solution.

[0035] The terms "including" and "having" and any variations thereof in the specification and claims of the present utility model and the above-mentioned drawings are intended to cover non-exclusive inclusions; the terms "first", "second", etc. in the specification and claims of the present utility model or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. "Multiple" means two or more, unless otherwise clearly and specifically defined.

[0036] In the specification and claims of the utility model and the above-mentioned drawings, when an element is referred to as being "fixed on" or "mounted on" or "disposed on" or "connected to" another element, it may be directly or indirectly located on the other element. For example, when an element is referred to as being "connected to" another element, it may be directly or indirectly connected to the other element.

[0037] In addition, the reference to "embodiment" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present invention. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0038] One purpose of the utility model is to provide a rail vehicle undercarriage brake pipe detection device. Figure 1 The figure shows the overall structure of a rail vehicle undercarriage brake pipe detection device according to an embodiment of the utility model. Figure 2 The cross-sectional view of the undercar brake pipe detection device for a rail vehicle is shown. The device generally comprises a chassis 10 , a fixed seat 20 , a movable seat 30 and an air supply mechanism 40 .

[0039] The chassis 10 is used to support and encapsulate various mechanisms and components so as to fix and protect these mechanisms and components. The chassis 10 is provided with a workbench 12. The workbench 12 is a plate-like structure, which is used to support a fixed seat 20 and a movable seat 30. The fixed seat 20 is fixedly arranged on a first side of the workbench 12, and it protrudes to the outside of the table surface. A first pipe 24 is provided on the fixed seat 20, and the first pipe 24 extends in a direction parallel to the table surface of the workbench 12. A flow meter 26 is provided on the first pipe 24, and the flow meter 26 is used to measure the flow rate of the gas passed into the brake pipe to be tested. The first end of the first pipe 24 (for example, the end close to the movable seat 30) is used to dock with one end of the brake pipe. As Figure 2 As shown, the movable seat 30 is movably mounted to the second side of the workbench 12 via a transverse movement mechanism 32, and the second side is opposite to and spaced from the first side. The movable seat 30 is provided with a second pipe 34 (refer to Figure 3), the second pipeline 34 extends in a direction parallel to the surface of the workbench 12. A gas pressure gauge 36 is provided on the second pipeline 34 to detect the gas pressure in the second pipeline 34 and the brake pipe connected thereto. The first end of the second pipeline 34 (for example, the end close to the fixing seat 20) is used to dock with the other end of the brake pipe. In other words, when testing, the brake pipe is installed between the first pipeline 24 and the second pipeline 34. The air supply mechanism 40 is used to provide gas to the brake pipe to detect the fluidity and air tightness of the brake pipe. The air supply mechanism 40 generally includes an air supply pipeline 42 and an air source 44. The air supply pipeline 42 connects the air source 44 with the first pipeline 24 to provide gas to the brake pipe.

[0040] When the rail vehicle undercar brake pipe detection device according to the utility model is used, the position of the movable seat 30 is adjusted by the transverse mechanism 32, so that the distance between the movable seat 30 and the fixed seat 20 is close to the length of the brake pipe. Then one end of the brake pipe is installed on the first pipe 24 of the fixed seat 20, the position of the movable seat 30 is fine-tuned, and the other end of the brake pipe is installed on the second pipe 34 of the movable seat 30. The brake pipe can be fastened to each pipe by using an element such as a pipe clamp to form an airtight connection. The air supply mechanism 40 is operated to provide a predetermined amount of gas into the brake pipe, and the amount of gas supplied is measured by the flow meter 26. The pipeline pressure detected by the gas pressure gauge 36 is observed. If the pressure value does not change significantly (for example, the pressure change is less than 10%), it means that the brake pipe is blocked. If the pressure value changes by more than a threshold value (for example, the pressure change is greater than 10%), it means that the brake pipe is unobstructed. When the observation results show that the brake pipe is unobstructed, stop the air supply and close the first pipe 24 and the second pipe 34, and observe the pressure change of the gas pressure gauge 36 within a predetermined time period (for example, 5 minutes). If the pressure value measured by the gas pressure gauge 36 has no obvious change (for example, the pressure change is less than 5%), it indicates that the brake pipe has no leakage. If the pressure value measured by the gas pressure gauge 36 changes significantly (for example, the pressure drop is greater than 5%), it indicates that the brake pipe has a leakage.

[0041] According to the utility model, the undercarriage brake pipe detection device for railway vehicles is provided with components such as a fixed seat, a movable seat, a transverse movement mechanism, and an air supply mechanism, and the transverse movement mechanism is used to adjust the spacing between the movable seat and the fixed seat to adapt to brake pipes of different lengths. At the same time, the flow meter and the gas pressure gauge can detect the fluidity and air tightness of the brake pipe, thereby realizing the fixation and detection of brake pipes of different lengths, thereby improving the flexibility of the use of the detection device and expanding the scope of application of the detection device.

[0042] In a specific embodiment, Figure 2As shown, the case 10 has a plurality of side walls located inside the workbench 12, and the plurality of side walls and the workbench 12 are combined to form a storage space with an opening on one side, and the gas source 44 can be placed in the storage space of the case 10. The opening of the case 10 can be covered by a door that can be opened and closed, and a controller for controlling the valve of the gas source 44 can be installed on the door.

[0043] The fixed seat 20 and the movable seat 30 can be arranged on the outside of the workbench 12. The fixed seat 20 has a main body 22 extending outwardly perpendicular to the surface of the workbench 12 and a first pipe 24 installed on the outside of the main body 22 and extending parallel to the surface of the workbench 12. The first pipe 24 is provided with a joint for docking with the brake pipe at one end close to the movable seat 30, and a sealing member such as a rubber ring can be provided on the joint to prevent air leakage at the joint after the brake pipe is installed on the first pipe 24. The other end of the first pipe 24 is connected to the air source 44 via the air supply line 42. A flow meter 26 is installed in the middle part of the first pipe 24.

[0044] The moving base 30 is movably mounted to the outside of the workbench 12 via a traverse mechanism 32 . Figure 2 A cross-sectional view of a rail vehicle undercarriage brake pipe detection device according to an embodiment of the utility model is shown, wherein the positional relationship between the transverse movement mechanism 32 and the workbench 12 and other components is shown. Figure 3 A partial cross-sectional enlarged structural schematic diagram of the transverse movement mechanism 32 according to an embodiment of the utility model is shown.

[0045] like Figure 2-3 As shown, the traverse mechanism 32 generally includes a driver 32a, a screw rod 32b and a threaded sleeve 32c. A mounting groove can be provided on the inner side of the workbench 12, and the screw rod 32b is provided in the mounting groove and its length direction is parallel to the table surface of the workbench 12. The driver 32a is fixedly mounted on the side wall of the mounting groove. The driver 32a can specifically adopt a servo motor, and the output end of the servo motor is connected to one end of the screw rod 32b. The other end of the screw rod 32b is supported on the other side wall of the mounting groove via, for example, a bearing, so that the screw rod 32b can rotate. The outer periphery of the screw rod 32b is provided with an external thread, and the threaded sleeve 32c is provided with an internal thread. The threaded sleeve 32c is sleeved on the outer periphery of the screw rod 32b. When the driver 32a drives the screw rod 32b to rotate, the threaded sleeve 32c moves laterally relative to the screw rod 32b under the action of the threads of the two. The moving direction of the threaded sleeve 32c can be controlled by controlling the rotation direction of the driver 32a. The workbench 12 is provided with a slide groove in the area opposite to the screw rod 32 b . The length of the slide groove is close to the length of the screw rod 32 b , and the width of the slide groove is suitable for the sliding of the movable seat 30 .

[0046] The movable seat 30 has a main body 33 extending outwardly perpendicular to the surface of the workbench 12. One end of the main body 33 of the movable seat 30 is fixedly mounted to the outer end of the threaded sleeve 32c, and the main body 33 extends through the slide groove and protrudes to the outside of the surface of the workbench 12. The second pipe 34 is installed at the other end of the main body 33 and extends parallel to the surface of the workbench 12. The second pipe 34 can be at the same height as the first pipe 24. The end of the second pipe 34 close to the fixed seat 20 is provided with a joint that docks with the brake pipe, and a sealing member such as a rubber ring can be provided on the joint to prevent the brake pipe from leaking at the joint after it is installed on the second pipe 34. The other end of the second pipe 34 is connected to the exhaust pipeline. A gas pressure gauge 36 is installed in the middle part of the second pipe 34.

[0047] The driver 32a, the screw rod 32b and the threaded sleeve 32c can be used to precisely adjust the transverse position of the movable seat 30, thereby adjusting the distance between the fixed seat 20 and the movable seat 30 to adapt to brake pipes of different lengths.

[0048] Optionally, in some embodiments, Figure 2 As shown, the air supply line 42 may include an air inlet line 42a and an air outlet line 42b. The first end of the air inlet line 42a is connected to the air source 44, and the second end is connected to the second end of the first pipe 24. The air inlet line 42a may be a rigid tube to improve its durability. The device may also include a gas driver 46, and the gas driver 46 may be arranged in the storage space of the chassis 10, and may be located on the inner side of the mounting groove. The gas driver 46 may specifically be a vacuum compression pump. The first end of the air outlet line 42b may be connected to the gas driver 46, and the second end may be connected to the second end of the second pipe 34. By connecting the air flow channel formed by the pump and the air supply line 42, the circulation of the air flow may be controlled more efficiently.

[0049] Optionally, in some embodiments, the gas outlet pipeline 42b may include a retractable section and a rigid section which are connected to each other, the end of the rigid section is connected to the gas driver 46, and the end of the retractable section is connected to the second end of the second pipe 34. The retractable section may be, for example, a bellows, a rubber tube, etc. The rigid section is provided to improve the durability of the pipeline, and the retractable section is provided to allow the lateral position of the movable seat 30 to be freely adjusted.

[0050] Optionally, in some embodiments, a first control valve for controlling the air flow cut-off is provided on the first pipeline 24, and the first control valve can be located upstream or downstream of the flow meter 26. The first control valve is used to control whether the gas in the gas source is allowed to flow into the brake pipe. A second control valve for controlling the air flow cut-off can be provided on the second pipeline 34, and the second control valve is located downstream of the gas pressure gauge 36. When performing a pressure holding test, the second control valve can be closed to prevent gas leakage from areas outside the brake pipe.

[0051] Optionally, in some embodiments, Figure 2 As shown, the rail vehicle undercar brake pipe detection device may further include a first clamping mechanism 50 and a second clamping mechanism 60. The first clamping mechanism 50 is fixedly mounted to the fixed seat 20, and is used to clamp one end of the brake pipe. The second clamping mechanism 60 is fixedly mounted to the movable seat 30, and is used to clamp the other end of the brake pipe. When the tensile strength of the brake pipe needs to be tested, the two ends of the brake pipe are respectively fixed to the first clamping mechanism 50 and the second clamping mechanism 60, and the lateral position of the movable seat 30 is changed to increase the distance between the first clamping mechanism 50 and the second clamping mechanism 60 to stretch the brake pipe and test the tensile strength of the brake pipe.

[0052] Figure 4 The schematic diagram of the structure of the clamping mechanism of the undercarriage brake pipe detection device for a railway vehicle according to an embodiment of the utility model is shown. Figure 2 and Figure 4 The structure of the clamping mechanism is illustrated. The first clamping mechanism 50 may include a lower support plate 50a, an upper support plate 50b and a screw 50c. The lower support plate 50a is fixedly connected to the fixed seat 20, for example, the lower support plate 50a is parallel to the table surface of the workbench 12 and extends in a direction close to the movable seat 30, and one end thereof is fixedly connected to the main body 22 of the fixed seat 20. The upper support plate 50b is parallel to the lower support plate 50a and the two are separated by a predetermined distance, and the distance between the two is determined according to the outer diameter of the brake pipe, for example, the distance can be 1 to 5 cm larger than the outer diameter of the brake pipe. The upper support plate 50b is also fixedly connected to the main body 22 of the fixed seat 20. The upper support plate 50b is provided with a threaded hole that penetrates the thickness of the plate. The screw 50c can be installed in the threaded hole, and protrusions can be provided at both ends of the screw 50c to prevent the screw 50c from slipping out of the threaded hole. When the brake pipe needs to be clamped, the brake pipe is placed in the gap between the lower support plate 50a and the bottom end of the screw rod 50c, and the screw rod 50c is turned toward the lower support plate 50a so that its end abuts against the brake pipe and tightens to achieve tightening.

[0053] The structure of the second clamping mechanism 60 is similar to that of the first clamping mechanism 50. Specifically, the second clamping mechanism 60 includes a lower support plate 60a, an upper support plate 60b and a screw 60c. The lower support plate 60a is fixedly connected to the movable seat 30, for example, the lower support plate 60a is parallel to the table surface of the workbench 12 and extends toward the direction close to the fixed seat 20, and one end thereof is fixedly connected to the main body 33 of the movable seat 30. The upper support plate 60b is parallel to the lower support plate 60a and the two are separated by a predetermined distance. The upper support plate 60b is also fixedly connected to the main body 33 of the movable seat 30. The upper support plate 60b is provided with a threaded hole that penetrates the thickness of the plate, and the screw 60c can be installed in the threaded hole. The brake pipe can be stuck between the screw 60c and the lower support plate 60a to achieve the fastening of the brake pipe.

[0054] Optionally, in some embodiments, in order to prevent the brake pipe from rolling, a stopper formed by an upper protrusion may be provided at one end of the lower support plate 50a, 60a that is not connected to the fixed seat 20 or the movable seat 30, and the upper protrusion size of the stopper exceeds one third of the outer diameter of the brake pipe. The stopper can prevent the brake pipe from rolling so as to fix the brake pipe.

[0055] Optionally, in some embodiments, Figure 1-2 As shown, the rail vehicle undercar brake pipe detection device may further include a heating mechanism 70, which may be connected to the chassis 10 and radiate heat toward the area between the fixed seat 20 and the movable seat 30. By providing the heating mechanism 70, the side of the brake pipe is placed in a high temperature environment, and the heat resistance of the brake pipe is detected, so as to facilitate observation of the state of brake pipe softening and surface cracking.

[0056] In a specific embodiment, Figure 1 As shown, the chassis 10 is provided with a protective cover 14 on the outside of the workbench 12, and the protective cover 14 is provided with a receiving groove 16 at a position opposite to the area between the fixed seat 20 and the movable seat 30. A heating pipe 72 is installed inside the receiving groove 16. The heating pipe 72 generates heat radiation after being energized to heat the brake pipe between the fixed seat 20 and the movable seat 30 and perform a heat resistance test on it. Optionally, a plurality of heating pipes 72 are arranged in parallel at equal intervals in the receiving groove 16 to facilitate uniform heat radiation to the side of the brake pipe.

[0057] When the rail vehicle undercar brake pipe detection device of the utility model is used, the detection device is carried to the target area, the position of the movable seat 30 is adjusted according to the length of the brake pipe, the driver 32a is controlled to operate, the driver 32a will drive the screw rod 32b to rotate and adjust the position of the movable seat 30, one end of the brake pipe is connected to the joint of the fixed seat 20, and the other end of the brake pipe is connected to the joint on one side of the movable seat 30, the controller is operated, the gas source 44 is turned on, the gas driver 46 is controlled to operate, gas is supplied to the inside of the brake pipe, and the flowability and air tightness of the brake pipe are detected through the flow meter 26 and the gas pressure gauge 36. When it is necessary to detect the heat resistance of the brake pipe, the heating pipe 72 is controlled to be powered on, so that the side of the brake pipe is in a high temperature environment, and the heat resistance of the brake pipe is detected. When the tensile strength of the brake pipe needs to be tested, the two ends of the brake pipe are respectively fixed to the first clamping mechanism 50 and the second clamping mechanism 60, the screws 50c and 60c are turned to clamp and fix, the position of the movable seat 30 is adjusted, and the tensile strength of the brake pipe is tested.

[0058] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0059] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0060] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A rail vehicle undercarriage brake pipe detection device, characterized in that: include: A machine case (10), wherein the machine case (10) is provided with a workbench (12); a fixing seat (20), the fixing seat (20) being fixedly arranged on a first side of the workbench (12), the fixing seat (20) being provided with a first pipeline (24), the first pipeline (24) being provided with a flow meter (26), and the first end of the first pipeline (24) being used for docking with one end of a brake pipe; A movable seat (30), the movable seat (30) being movably mounted to a second side of the workbench (12) via a transverse movement mechanism (32), the movable seat (30) being provided with a second pipe (34), the second pipe (34) being provided with a gas pressure gauge (36), the first end of the second pipe (34) being used for docking with the other end of the brake pipe; An air supply mechanism (40), the air supply mechanism (40) comprising an air supply pipeline (42) and an air source (44), the air supply pipeline (42) connecting the air source (44) with the first pipeline (24).

2. The rail vehicle undercarriage brake pipe detection device according to claim 1, characterized in that: The transverse movement mechanism (32) comprises a driver (32a), a screw rod (32b) and a threaded sleeve (32c); the driver (32a) is fixedly mounted on the workbench (12) and is drivingly connected to the screw rod (32b) to drive the screw rod (32b) to rotate; an outer circumference of the screw rod (32b) is provided with an external thread; the threaded sleeve (32c) is provided with an internal thread and is sleeved on the outer circumference of the screw rod (32b) to move laterally with the rotation of the screw rod (32b); the movable seat (30) is fixedly connected to the threaded sleeve (32c).

3. The rail vehicle undercarriage brake pipe detection device according to claim 1, characterized in that: The gas supply pipeline (42) includes an inlet pipeline (42a) and an outlet pipeline (42b), and the device also includes a gas driver (46), wherein a first end of the inlet pipeline (42a) is connected to the gas source (44) and a second end is connected to the second end of the first pipeline (24), and a first end of the outlet pipeline (42b) is connected to the gas driver (46) and a second end is connected to the second end of the second pipeline (34).

4. The rail vehicle undercarriage brake pipe detection device according to claim 3, characterized in that: The gas outlet pipeline (42b) comprises a telescopic section and a rigid section which are connected to each other, an end of the rigid section is connected to the gas driver (46), and an end of the telescopic section is connected to the second end of the second pipeline (34).

5. The rail vehicle undercarriage brake pipe detection device according to claim 1, characterized in that: The first pipeline (24) is provided with a first control valve for controlling the interruption of gas flow, and the second pipeline (34) is provided with a second control valve for controlling the interruption of gas flow downstream of the gas pressure gauge (36).

6. The rail vehicle undercarriage brake pipe detection device according to claim 1, characterized in that: The device further comprises a first clamping mechanism (50) and a second clamping mechanism (60), wherein the first clamping mechanism (50) is fixedly mounted to the fixed seat (20) and is used to clamp one end of the brake pipe, and the second clamping mechanism (60) is fixedly mounted to the movable seat (30) and is used to clamp the other end of the brake pipe.

7. The rail vehicle undercarriage brake pipe detection device according to claim 6, characterized in that: The first clamping mechanism (50) comprises: A first lower support plate (50a), the first lower support plate (50a) being fixedly connected to the fixing seat (20); a first upper support plate (50b), the first upper support plate (50b) being parallel to the first lower support plate (50a) and spaced a predetermined distance apart from the first upper support plate (50b), the first upper support plate (50b) being fixedly connected to the fixing seat (20), the first upper support plate (50b) being provided with a threaded hole penetrating the thickness of the plate, a first screw rod (50c) being installed in the threaded hole; and / or The second clamping mechanism (60) comprises: A second lower support plate (60a), the second lower support plate (60a) being fixedly connected to the movable seat (30); A second upper support plate (60b), the second upper support plate (60b) is parallel to the second lower support plate (60a) and the two are separated by a predetermined distance, the second upper support plate (60b) is fixedly connected to the movable seat (30), the second upper support plate (60b) is provided with a threaded hole penetrating the thickness of the plate, and a second screw rod (60c) is installed in the threaded hole.

8. The rail vehicle undercarriage brake pipe detection device according to claim 7, characterized in that: The ends of the first lower support plate (50a) and the second lower support plate (60a) are provided with a stopper formed by an upper protrusion, and the upper protrusion size of the stopper exceeds one third of the outer diameter of the brake pipe.

9. The rail vehicle undercarriage brake pipe detection device according to claim 1, characterized in that: The device further comprises a heating mechanism (70), wherein the heating mechanism (70) is connected to the chassis (10) and radiates heat toward a region between the fixed seat (20) and the movable seat (30).

10. The rail vehicle undercarriage brake pipe detection device according to claim 9, characterized in that: The heating mechanism (70) comprises a plurality of heating tubes (72) arranged in parallel at equal intervals adjacent to a side wall of the chassis (10).

Images