Train brake test equipment based on self-feedback proportional pressure control system

Abstract

The utility model discloses a train brake test device based on a self-feedback proportional pressure control system, which comprises an oil-water separator, a ball valve, an air pipe, a pressure regulating module, a supplementary air cylinder, an electromagnetic valve, an integrated gas circuit board, a pressure sensor and a passive booster pump, and is characterized in that the oil-water separator is connected with the ball valve through a pipeline, and the ball valve is connected with the pressure regulating module through the air pipe; the pressure regulating module is connected with the supplementary air cylinder through an air pipe, a one-way pneumatic control valve is arranged on the air pipe, a pressure transmitter is installed on the supplementary air cylinder and composed of a pressure sensor and a passive booster pump, the passive booster pump is installed on one side of the supplementary air cylinder through an air pipe, and the pressure sensor is assembled on the passive booster pump. The integrated gas circuit board is installed on the supplement air cylinder. According to the utility model, the braking pressure can be accurately adjusted in real time through the self-feedback proportional pressure control system, and the multi-channel sampling and real-time self-tuning analysis program is suitable for an electric control wind pressure braking system to simulate the real braking state of the whole train.

Description

Technical Field

[0001] The utility model relates to the technical field of braking test equipment, in particular to a train braking test equipment based on a self-feedback proportional pressure control system. Background Technique

[0002] With the development of automatic control technology, the application of precise air pressure generation and control technology is becoming more and more extensive. However, the traditional valve controller has insufficient control accuracy, slow running speed and high price, and can no longer meet the requirements in this regard. There have emerged a series of high-tech pressure control systems such as multi-variable PID neuron network control systems, electro-pneumatic proportional valve air pressure control systems, air pressure control systems based on silicon micro-control valves, and fuzzy PID control pressure control systems. In many fields of modern science and technology, automatic control technology plays an increasingly important role. Self-tuning control means that without direct human participation, using external equipment or devices (referred to as control devices or controllers), the working state or parameters of machine equipment or production processes automatically operate according to a predetermined law. In order to achieve various complex control tasks, first, the controlled object and the control device need to be hermetically connected as required to form an organic whole. Through different air ducts (air pipes), the air pressure at the braking port is different to simulate the performance test of the actual train braking.

[0003] However, there are the following problems in the existing methods for train braking tests: the existing manual or automatic braking systems have large pressure transmission time delays, and cannot perform brake pressure adjustment and pressure acquisition in real time and accurately. Manual test equipment has low efficiency and inaccurate performance judgment. Automatic test equipment does not have a multi-channel self-feedback function, resulting in measurement and control errors and unable to be compatible with most brake valve products under the same equipment. Therefore, corresponding technical solutions need to be designed to solve the existing technical problems. Content of the Utility Model

[0004] The purpose of the utility model is to provide a train braking test equipment based on a self-feedback proportional pressure control system, which solves the technical problem that the existing manual or automatic braking systems have large pressure transmission time delays, and cannot perform brake pressure adjustment and pressure acquisition in real time and accurately. Manual test equipment has low efficiency and inaccurate performance judgment. Automatic test equipment does not have a multi-channel self-feedback function, resulting in measurement and control errors and unable to be compatible with most brake valve products under the same equipment.

[0005] To achieve the above object, the present utility model provides the following technical solutions: A train braking test device based on a self-feedback proportional pressure control system, including an oil-water separator, a ball valve, an air pipe, a pressure regulating module, a supplementary air cylinder, a solenoid valve, an integrated air circuit board, a pressure sensor, and a passive booster pump. The oil-water separator is connected to the ball valve through a pipeline, the ball valve is connected to the pressure regulating module through an air pipe, the pressure regulating module is connected to the supplementary air cylinder through an air pipe and a one-way air control valve is equipped on the air pipe. A pressure transmitter is installed on the supplementary air cylinder. The pressure transmitter consists of a pressure sensor and a passive booster pump. The passive booster pump is installed on one side of the supplementary air cylinder through an air pipe. The pressure sensor is assembled on the passive booster pump. The integrated air circuit board is installed on the supplementary air cylinder. The solenoid valve is installed on the air pipe on one side of the supplementary air cylinder.

[0006] As a preferred embodiment of the present utility model, the pressure regulating module is composed of a pressure regulating proportional valve, and the pressure regulating proportional valve is externally connected to an air pipe.

[0007] As a preferred embodiment of the present utility model, the pressure standard of the pressure regulating proportional valve is 0 Mpa - 3 Mpa.

[0008] As a preferred embodiment of the present utility model, a pressure switch and a dual-pointer pressure gauge are also equipped on the air pipe.

[0009] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0010] 1. This solution solves the deficiencies and shortcomings in the measurement and control accuracy, measurement and control response time, and measurement and control method of urban rail braking valve products during automatic testing, is compatible with the singularity and non-standard nature of urban rail braking valve test equipment, and realizes multi-testing with one machine. The multi-channel self-feedback proportional adjustment program performs high-precision normal pressure and high-pressure pressure control to achieve small-volume high-pressure regulation technology.

[0011] 2. This solution can accurately adjust the braking pressure in real time through the self-feedback proportional pressure control system. The multi-channel sampling and real-time self-tuning analysis program is applicable to the electric control air pressure braking system to simulate the real braking state of the train vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is the physical structure diagram of the present utility model;

[0013] Figure 2 is the system structure diagram of the present utility model.

[0014] In the figure: 1. Oil-water separator; 2. Ball valve; 3. Air pipe; 4. Pressure regulating module; 5. Supplementary air cylinder; 6. Solenoid valve; 7. Integrated air circuit board; 8. Pressure sensor; 9. Passive booster pump; 10. One-way air control valve; 11. Pressure regulating proportional valve; 12. Pressure switch; 13. Dual-pointer pressure gauge. Detailed implementation mode

[0015] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present utility model.

[0016] Please refer to Figure 1-2 , the present utility model provides a technical solution: a train braking test device based on a self-feedback proportional pressure control system, including an oil-water separator 1, a ball valve 2, an air pipe 3, a pressure regulating module 4, a supplementary air cylinder 5, a solenoid valve 6, an integrated air circuit board 7, a pressure sensor 8, and a passive booster pump 9. The oil-water separator 1 is connected to the ball valve 2 through a pipeline, the ball valve 2 is connected to the pressure regulating module 4 through the air pipe 3, the pressure regulating module 4 is connected to the supplementary air cylinder 5 through the air pipe 3 and a one-way air control valve 10 is equipped on the air pipe 3. A pressure transmitter is installed on the supplementary air cylinder 5, and the pressure transmitter is composed of a pressure sensor 8 and a passive booster pump 9. The passive booster pump 9 is installed on one side of the supplementary air cylinder 5 through the air pipe 3, the pressure sensor 8 is assembled on the passive booster pump 9, the integrated air circuit board 7 is installed on the supplementary air cylinder 5, and the solenoid valve 6 is installed on the air pipe 3 on one side of the supplementary air cylinder.

[0017] Further improved, as Figure 1 shown, the pressure regulating module 4 is composed of a pressure regulating proportional valve 11, and the pressure regulating proportional valve 11 is externally connected to the air pipe 3.

[0018] Further improved, as Figure 1 shown, the pressure standard of the pressure regulating proportional valve 11 is 0 Mpa - 3 Mpa.

[0019] Specifically, a pressure switch 12 and a dual-pointer pressure gauge 13 are also equipped on the air pipe 3, which is convenient for regulating the internal pressure and observing.

[0020] During use: The air source is pressurized through the oil-water separator 1 and then supplied to the test air circuit. It enters the 0 - 3 Mpa pressure regulating proportional valve 11 to output the required pressure for the test. After receiving the pressure set value, the pressure regulating proportional valve 11 outputs pressure, and adjusts its output signal in real time through a linear increasing program and self-feedback pressure data. The adjusted air pressure enters the supplementary air cylinder 5 through the one-way air control valve 10 for pressure storage and pressure maintenance. A pressure transmitter is installed on the supplementary air cylinder 5 to perform real-time feedback for air replenishment and exhaust actions to avoid pressure regulating errors. The regulated air pressure is the same as the real-time air pressure state of the actual urban rail train braking. The air source passing through the pressure regulating proportional valve 11 is supplied to the one-way air control valve 10 and the pressure sensor. The output pressure of the proportional valve is changed in real time through the data of the pressure sensor 8 monitoring the air pressure change trend, so as to achieve an air pressure curve close to a horizontal line.

[0021] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "coaxial", "bottom", "one end", "top", "middle", "the other end", "upper", "one side", "top", "inner", "front", "center", "both ends", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model.

[0022] In addition, the terms "first", "second", "third", and "fourth" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", "third", and "fourth" may explicitly or implicitly include at least one of such features.

[0023] In the present utility model, unless otherwise clearly defined and limited, terms such as "installed", "set", "connected", "fixed", "swiveling connection", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. It can be the communication inside two elements or the interaction relationship between two elements. Unless otherwise clearly limited, for those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0024] Finally, it should be noted that the above are only the preferred embodiments of the present utility model and are not used to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A train braking test device based on a self-feedback proportional pressure control system, characterized in that: It includes an oil-water separator (1), a ball valve (2), an air pipe (3), a pressure regulating module (4), a supplementary air cylinder (5), a solenoid valve (6), an integrated air circuit board (7), a pressure sensor (8), and a passive booster pump (9). The oil-water separator (1) is connected to the ball valve (2) through a pipeline. The ball valve (2) is connected to the pressure regulating module (4) through the air pipe (3). The pressure regulating module (4) is connected to the supplementary air cylinder (5) through the air pipe (3), and a one-way pneumatic control valve (10) is equipped on the air pipe (3). A pressure transmitter is installed on the supplementary air cylinder (5), and the pressure transmitter is composed of a pressure sensor (8) and a passive booster pump (9). The passive booster pump (9) is installed on one side of the supplementary air cylinder (5) through the air pipe (3). The pressure sensor (8) is assembled on the passive booster pump (9). The integrated air circuit board (7) is installed on the supplementary air cylinder (5). The solenoid valve (6) is installed on the air pipe (3) on one side of the supplementary air cylinder.

2. The train braking test device based on the self-feedback proportional pressure control system according to claim 1, characterized in that: The pressure regulating module (4) is composed of a pressure regulating proportional valve (11), and the pressure regulating proportional valve (11) is externally connected to the air pipe (3).

3. The train braking test equipment based on the self-feedback proportional pressure control system according to claim 2, characterized in that: The pressure standard of the pressure regulating proportional valve (11) is 0 Mpa - 3 Mpa.

4. The train braking test device based on the self-feedback proportional pressure control system according to claim 2, characterized in that: A pressure switch (12) and a dual-needle pressure gauge (13) are also equipped on the air pipe (3).

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