Continuous air supply system of rescue train brake test platform

Abstract

The utility model discloses a continuous air supply system of a rescue train brake test platform. The continuous air supply system comprises a casing and a pipeline system arranged in the casing, the pipeline system comprises a self-valve, an air storage tank, an overcharge air cylinder, a balance air cylinder, a train pipe auxiliary air cylinder, a relay valve and a shutoff valve, wherein the air storage tank, the overcharge air cylinder, the balance air cylinder and the train pipe auxiliary air cylinder are connected with the self-valve, and the relay valve and the shutoff valve are connected with the self-valve in a multi-way mode. The train pipe auxiliary air cylinder is connected with a train hose. The continuous air supply system of the rescue train vehicle brake test platform is independently arranged on the platform, can be directly powered by the mains supply, does not need diesel power generation, is environment-friendly, reduces noise, facilitates brake inspection, effectively reduces the size of equipment, and reduces the cost.

Description

Technical Field

[0001] The utility model belongs to the technical field of train detection, and particularly relates to a continuous air supply system for a brake test platform of a rescue train vehicle. Background Art

[0002] When an accident occurs on the line or there is a large obstacle, the train going to repair the accident is called a rescue train. It consists of a crane, a repair vehicle, a tool vehicle, a camping vehicle, an engineering material vehicle, etc., and is equipped with a certain number of rescue personnel. It is parked at a designated station and can carry out emergency repairs at any time when an accident occurs.

[0003] The rescue train is not used frequently and is parked in the designated station most of the time. Therefore, it is necessary to conduct regular routine inspections on the braking system of the rescue train to ensure that the rescue train can perform emergency repair work normally when in use.

[0004] The brake test is often achieved through a locomotive; the locomotive needs a dedicated track for movement and parking. When multiple brakes need to be tested, the locomotive needs to continuously move and adjust the track, running back and forth, wasting manpower and material resources. At the same time, it needs to avoid trains to prevent affecting the normal operation of other trains, with poor safety, high dispatching costs. Moreover, the locomotive is also used for traction, etc. Occupying a locomotive only for brake testing is a waste; in addition, the locomotive uses diesel power generation, causing large air pollution and noise, affecting hearing, resulting in some subtle sounds not being detectable during the test, and affecting the judgment of faults. Summary of the Utility Model

[0005] The present application proposes a continuous air supply system for a brake test platform of a rescue train vehicle for the above technical problems, and the specific technical solutions are as follows:

[0006] The continuous air supply system for a brake test platform of a rescue train vehicle includes a casing and a pipeline system arranged inside the casing;

[0007] The pipeline system includes a self-valve, an air storage tank, an overcharge air cylinder, an equalizing air cylinder, and a train pipe auxiliary air cylinder respectively connected to the self-valve, as well as a relay valve and a cut-off valve connected to the self-valve in multiple paths. The self-valve is also connected to an emergency air cylinder through an emergency connection;

[0008] The train pipe auxiliary air cylinder is connected to a train hose.

[0009] Further, an air gauge is also connected to the self-valve.

[0010] Further, the air storage tank is supplied with air by a mobile air compressor.

[0011] Further, the emergency air cylinder, the overcharge air cylinder, and the equalizing air cylinder are set as a main cylinder, and are respectively formed by partitions inside to form the emergency air cylinder, the overcharge air cylinder, and the equalizing air cylinder.

[0012] Furthermore, the interior of the casing includes a control valve area, a tank area, and an electric control area. The control valve area is located on one horizontal side, the tank area and the electric control area are located on the other horizontal side, and the electric control area is suspended above the tank area.

[0013] Furthermore, a box-shaped mounting bracket is provided in the electric control area.

[0014] Furthermore, a bracket assembly for mounting the tank is provided in the casing. The bracket assembly includes:

[0015] A fixed bracket, which includes a bottom plate and support arms symmetrically arranged at both ends of the bottom plate. The bottom plate has mounting holes, and a first positioning hole is provided at the top of the support arm.

[0016] A connecting bracket, which is fixed to the tank, and a second positioning hole corresponding to the first positioning hole is provided on the connecting bracket.

[0017] A support frame, which is angular. The support frame includes a protrusion provided at the top and a fixing hole provided at the bottom.

[0018] Furthermore, an elastic buffer part is also provided on the support frame.

[0019] Furthermore, a display and an operation panel are also provided on the casing.

[0020] The beneficial effects of the present utility model are as follows: The continuous air supply system of the rescue train vehicle braking test platform in this application is independently arranged on the platform, can be directly powered by the commercial power supply, without diesel power generation, is environmentally friendly, reduces noise at the same time, helps with the inspection of braking, and effectively reduces the volume of the equipment and the cost. Description of the Drawings

[0021] Figure 1 Shows the structural schematic diagram of the continuous air supply system of the rescue train vehicle braking test platform;

[0022] Figure 2 Shows the topology diagram of the road system;

[0023] Figure 3 Shows the general assembly schematic diagram of the emergency air cylinder, overcharge air cylinder, and equalizing air cylinder;

[0024] Figure 4 Shows the structural schematic diagram of the bracket assembly for fixing the tank;

[0025] Figure 5 Shows the exploded state schematic diagram of the bracket assembly. Detailed Embodiments

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present utility model clearer, the technical solutions of the present utility model will be clearly and completely described below in conjunction with the embodiments.

[0027] Figure 1 The figure shows a schematic structural diagram of a continuous air supply system for a rescue train vehicle braking test platform. The air supply system includes a casing 100, a pipeline system disposed inside the casing 100, and a display 101 and an operation panel 102 disposed on the casing 100. The casing 100 is placed at a fixed position on the platform, and rollers 103 are provided at the bottom, which can be directly moved to the vicinity of the rescue train to be tested. Among them, the pipeline system is used for continuous air supply, and the pipeline system is detachably connected to the braking system of the rescue train through a train hose for brake tests.

[0028] The continuous air supply system for the rescue train vehicle braking test platform of the present application is independently set on the platform, can be directly powered by the mains electricity, does not require diesel power generation, is environmentally friendly, reduces noise at the same time, helps with brake inspections, and effectively reduces the volume of the equipment and the cost.

[0029] Figure 2 The figure shows a topology diagram of the pipeline system. The pipeline system includes an air storage tank 201, a self-valve 202, an emergency valve 203, an emergency air cylinder 204, a relay valve 205, a cut-off valve 206, an overcharge air cylinder 207, an equalizing air cylinder 208, and a train pipe auxiliary air cylinder 209.

[0030] Among them, the air storage tank 201 is 0.8 MPa and 1 cubic meter, is supplied with air through a mobile air compressor, an air gauge is installed on the air storage tank 201, and a drain valve is provided at the bottom. The output end of the air storage tank 201 is connected to the self-valve 202 through a tee.

[0031] Figure 2 On the self-valve 202, the labels 1, 2, 3, 4, 7, and 8 are respectively the pipeline interfaces of the self-valve 202. Among them, the 1st is the equalizing air cylinder pipe, the 2nd is the train pipe, the 3rd is the main air pipe, the 4th is the intermediate equalizing pipe, the 7th is the overcharge pipe, and the 8th is the cut-off valve pipe.

[0032] Air gauges 1 and 2 are also connected to the self-valve 202. Among them, air gauge 1 is connected to the 1st equalizing air cylinder pipe and the 2nd train pipe, and air gauge 2 is connected to the 3rd main air pipe and the 4th intermediate equalizing pipe.

[0033] On the relay valve 205, there are pipeline interfaces with labels 2, 3, 4, and 7, that is, they are respectively connected to the 2nd train pipe, the 3rd main air pipe, the 4th intermediate equalizing pipe, and the 7th overcharge pipe.

[0034] On the cut-off valve 206, there is a pipeline interface with the label 8, which is connected to the 8th cut-off valve pipe.

[0035] On the emergency valve 203, there are pipeline interfaces labeled 2 and 21, which are respectively connected to the No. 2 train pipe and the No. 21 emergency air cylinder pipe.

[0036] The overcharge air cylinder 207 is connected to the No. 7 overcharge pipe, the equalizing air cylinder 208 is connected to the No. 4 intermediate equalizing pipe, the emergency air cylinder 204 is connected to the No. 21 emergency air cylinder pipe, the input end of the train pipe auxiliary air cylinder 209 is connected to the No. 2 train pipe, and the output end is connected to the train hose of the rescue vehicle.

[0037] In the above management system, the pipelines with the same label are not limited to a complete and uncut pipeline, but the general term for pipelines with the same connection state or the same function. Therefore, corresponding tee connections need to be set at the confluence of different pipelines.

[0038] Combined with the above continuous air supply system of the rescue train vehicle braking test platform and the following table records, the operation procedure of the rescue train brake function test is as follows:

[0039]

[0040] (1) Confirm the indicated pressure of the air gauge: the main air cylinder pressure should be 750 - 900 KPa; the equalizing air cylinder and the train pipe should be 500 KPa or 600 KPa;

[0041] (2) The train pipe is reduced by 50 KPa, the brake cylinder pressure is 100 - 125 KPa, and the leakage of the train pipe does not exceed 20 KPa per minute;

[0042] (3) Move 3 - 4 times from the 2nd to the 3rd braking area to check whether the stage braking is stable. Whether the ratio of the reduction of the train pipe pressure to the rise of the brake cylinder pressure is correct;

[0043] (4) Whether the self-valve relieves well, and the equalizing air cylinder and the train pipe should return to the rated pressure;

[0044] (5) The equalizing air cylinder is reduced by 140 KPa, the exhaust time is less than 7 S, and the time for the brake cylinder pressure to rise from 0 to 330 - 360 KPa is not more than 8 S;

[0045] (6) The time for the brake cylinder pressure to drop from 330 - 360 KPa to below 35 KPa is not more than 9 S; check whether the pressures of the equalizing air cylinder and the train pipe are restored;

[0046] (7) The reduction of the equalizing air cylinder and the train pipe should be 240 - 260 KPa, the brake cylinder pressure should be 330 - 360 KPa, and emergency braking should not occur;

[0047] (8) When the equalizing air cylinder pressure rises and the train pipe pressure remains unchanged, whether the main air cut-off valve functions well;

[0048] (9) Whether the pressures of each air gauge return to normal;

[0049] (10) The reduction amount of the equalizing reservoir pressure should be between 240 - 260 KPa, the train pipe pressure remains unchanged, and the relay valve is self-locked;

[0050] (11) Whether the overcharge pressure of the train pipe is 20 - 50 KPa;

[0051] (12) The overcharge pressure of the train pipe can be automatically eliminated, and the train should not cause natural braking;

[0052] (13) The train pipe pressure drops to 0 within 3S, the brake cylinder pressure reaches 450 KPa, and its pressure rise time is 5 - 7S.

[0053] The capacities of the emergency reservoir 204, overcharge reservoir 207, equalizing reservoir 208, and train pipe auxiliary reservoir 209 are 3L, 9L, 3.6L, and 25L respectively. The emergency reservoir 204, overcharge reservoir 207, and equalizing reservoir 208 are built-in, and the train pipe auxiliary reservoir 209 is external.

[0054] Figure 3 Shown is the general assembly schematic diagram of the emergency reservoir 204, overcharge reservoir 207, and equalizing reservoir 208. Since the emergency reservoir 204, overcharge reservoir 207, and equalizing reservoir 208 are all single-interface cylinders, without overly complex pipeline connections, and the volumes of the cylinders are relatively close, the emergency reservoir 204, overcharge reservoir 207, and equalizing reservoir 208 are directly set as a single reservoir, and are separated internally by partitions to form the emergency reservoir 204, overcharge reservoir 207, and equalizing reservoir 208.

[0055] See Figure 3 , in order to improve the utilization efficiency of space and reduce the volume of the housing 100 for easy movement and storage, the interior of the housing 100 is divided into three areas, namely the control valve area 100 - A, the tank area 100 - B, and the electric control area 100 - C. Among them, the control valve area 100 - A is located on the horizontal left side of the housing 100, the tank area 100 - B and the electric control area 100 - C are located on the horizontal right side of the housing 100, and the electric control area 100 - C is suspended above the tank area 100 - B.

[0056] In the above structural arrangement, since the independent valve 202 needs to be installed on the top of the chassis 100 for inspection operations while avoiding interference with the operation panel 102, the independent valve 202 is arranged on the side, which can meet the layout requirements of the top surface of the chassis 100. And the independent valve 202 is the control valve with the most pipeline system interfaces. Therefore, the side corresponding to the independent valve 202 is set as the control valve area 100-A, which can meet the pipeline connection space requirements of the independent valve 202 and ensure that the connected pipelines will not interfere with the installation of the tank body. In the space on the other side of the chassis 100, the tank body area 100-B is arranged below to facilitate the installation and fixation of the tank body. At the same time, because the tank body has a greater mass, it can keep the center of gravity lower and be more stable at the bottom. The electronic control area 100-C at the top is used to install various required components such as PCB boards, which not only has better heat dissipation effect but also is closer to the display 101 and the operation panel 102, facilitating wire routing.

[0057] To facilitate the installation of various required components such as PCB boards, a box-shaped mounting bracket 104 is provided in the electronic control area 100-C, and the components are installed in the mounting bracket 104, which can achieve the purpose of protection.

[0058] Figure 4 The figure shows a schematic structural diagram of a bracket assembly for fixing the tank body. Figure 5 The figure shows a schematic exploded state diagram of the bracket assembly, which includes a fixed bracket 301, a support bracket 302, and a connecting bracket 303.

[0059] Among them, the fixed bracket 301 is the main structure and plays a major role in supporting the tank body. The fixed bracket 301 includes a bottom plate 3011 and support arms 3012 symmetrically arranged at both ends of the bottom plate 3011. The bottom plate 3011 has mounting holes 3013, and positioning holes 3014 are provided at the tops of the support arms 3012.

[0060] The connecting bracket 303 is a component that cooperates with the fixed bracket 301. The connecting bracket 303 is usually welded and fixed to the tank body, and positioning holes 3031 corresponding to the positioning holes 3014 are provided on the connecting bracket 303.

[0061] The support bracket 302 is angular. The support bracket 302 includes a protrusion 3021 provided at the top and a fixing hole 3022 provided at the bottom.

[0062] Combined Figure 4 and Figure 5, and as described above, the bracket assemblies are usually used in pairs. Before using the above bracket assemblies, the connecting bracket 303 needs to be welded and fixed on the side wall of the tank body according to the positioning. Then, the fixing bracket 301 is pre-positioned and fixed in the casing 100 through the middle mounting hole 3013. Then, the tank body and the connecting bracket 303 are placed on the fixing bracket 301 together, and the positioning hole one 3014 and the positioning hole two 3031 are aligned. The support bracket 302 is placed inside the fixing bracket 301, and the protrusion 3021 penetrates through the positioning hole one 3014 and the positioning hole two 3031. Finally, the fixing hole 3022 and the mounting hole 3013 are fixed together by bolts, and the assembly is completed.

[0063] The above bracket assembly has the following advantages: (1) It has better support strength. Since the support bracket 302 is used in the middle, the support bracket 302 plays an auxiliary support role inside, improving the stability of the connection and support of the tank body; (2) It is convenient for disassembly. The fixing bracket 301 and the tank body are not directly welded and fixed, but are fixed through the structure of the connecting bracket 303 and the support bracket 302. Therefore, in the later stage, after loosening the bolts of the connecting fixing hole 3022 and removing the support bracket 302, the tank body can be taken out.

[0064] An elastic buffer portion 3022 is further provided on the support bracket 302. The elastic buffer portion 3022 is formed by alternately and spaced buffer gaps, so that in a vibrating environment, the elastic buffer portion 3022 can play a buffering and protecting role through a certain degree of telescopic vibration.

[0065] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it.

Claims

1. The continuous air supply system of the rescue train vehicle brake test platform is characterized by: It includes a casing and a piping system arranged inside the casing; The pipeline system includes a self-valve and an air storage tank, an overcharge air cylinder, a balancing air cylinder and a train pipe auxiliary air cylinder respectively connected to the self-valve, as well as a relay valve and a shut-off valve connected to the self-valve in multiple ways. The self-valve is also connected to an emergency air cylinder through an emergency connection; The train pipe auxiliary air cylinder is connected to the train hose.

2. The continuous air supply system for the rescue train vehicle brake test platform according to claim 1 is characterized in that: The self valve is also connected to an air meter.

3. The continuous air supply system for the rescue train vehicle brake test platform according to claim 1 is characterized in that: The gas storage tank is supplied with gas by a mobile air compressor.

4. The continuous air supply system for the rescue train vehicle brake test platform according to claim 1 is characterized in that: The emergency air cylinder, overcharge air cylinder and balancing air cylinder are arranged as a main cylinder, and the interior is divided by partitions to form the emergency air cylinder, overcharge air cylinder and balancing air cylinder respectively.

5. The continuous air supply system for the rescue train vehicle brake test platform according to claim 1 is characterized in that: The interior of the housing includes a control valve area, a tank area and an electric control area, the control valve area is located on one horizontal side, the tank area and the electric control area are located on the other horizontal side, and the electric control area is suspended above the tank area.

6. The continuous air supply system for the rescue train vehicle brake test platform according to claim 5, characterized in that: The electric control area is provided with a box-shaped mounting frame.

7. The continuous air supply system for the rescue train vehicle brake test platform according to claim 5, characterized in that: A bracket assembly for mounting the tank body is provided in the housing, and the bracket assembly comprises: A fixed bracket, the fixed bracket comprising a bottom plate and support arms symmetrically arranged at both ends of the bottom plate, the bottom plate having a mounting hole, and a first positioning hole being arranged on the top of the support arm; A connecting bracket, the connecting bracket is fixed on the tank body, and the connecting bracket is provided with a second positioning hole corresponding to the first positioning hole; The support frame is angular and includes a protrusion arranged at the top and a fixing hole arranged at the bottom.

8. The continuous air supply system for the rescue train vehicle brake test platform according to claim 7, characterized in that: The support frame is also provided with an elastic buffer portion.

9. The continuous air supply system for the rescue train vehicle brake test platform according to claim 1, characterized in that: The casing is also provided with a display and an operation panel.

Images