Railway vehicle braking simulation device

Abstract

The utility model discloses a railway vehicle brake simulation device, comprising an operation module comprising a first operation unit and a second operation unit, the output of the first operation unit is configured to be an electric signal, and the output of the second operation unit is configured to be air pressure change or / and mechanical displacement; the bus adapter is electrically connected with the first operation unit; the electric pneumatic braking equipment is electrically connected with the bus adapter; the gating module is pneumatically connected with the second operation unit through a pipeline; and the air braking equipment is connected with the gating module through a pneumatic pipeline. The structure can comprehensively simulate two braking modes of electric signal braking and air pressure / mechanical braking, the braking performance of the railway vehicle can be comprehensively tested, and the safety and the reliability of a railway vehicle braking system are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy storage technology, in particular to a rail vehicle braking simulation device. Background Art

[0002] With the rapid development of high-speed and urban rail technologies, the safety and operational efficiency of EMUs have become core concerns in the railway transportation sector. As a key component in ensuring safe operation of vehicles, the braking system's performance stability and reliability are crucial.

[0003] Traditional brake system training, fault diagnosis, and simulation analysis suffer from numerous shortcomings. These include relying on actual train operations, which is costly; relying on simple theoretical explanations, which make it difficult to fully and accurately simulate braking behavior under various complex operating conditions; and employing simulators with limited braking simulation methods, which fail to fully reflect the complexity and diversity of actual braking processes. This can lead to trainees lacking sufficient skills and experience to respond to actual braking situations, compromising training effectiveness. Summary of the Invention

[0004] One of the purposes of the present invention is to provide a rail vehicle braking simulation device to solve the technical problem that the existing technology has a single braking method for simulating rail vehicles and cannot be applied to multiple braking modes.

[0005] In order to achieve one of the above-mentioned purposes of the invention, the present invention provides a rail vehicle braking simulation device, comprising: an operating module, including a first operating unit and a second operating unit, the output of the first operating unit being configured as an electrical signal, and the output of the second operating unit being configured as an air pressure change or / and mechanical displacement; a bus adapter, electrically connected to the first operating unit; an electro-pneumatic brake device, electrically connected to the bus adapter; a gating module, pneumatically connected to the second operating unit through a pipeline; and an air brake device, connected to the gating module through a pneumatic pipeline.

[0006] As a further improvement of an embodiment of the present invention, the gating module includes a first gating unit and a second gating unit, and the first gating unit and the second gating unit are respectively connected to the bus adapter.

[0007] As a further improvement of one embodiment of the present invention, the second operating unit includes a first driver valve and a second driver valve, the first gating unit is connected between the bus adapter and the first driver valve, and the second gating unit is connected between the bus adapter and the second driver valve.

[0008] As a further improvement of an embodiment of the present invention, the first driver valve includes at least a first valve body, a time gate, a first operating handle and a pressure sensor, the time gate is connected between the first operating handle and the first valve body, and the first valve body is connected to the pressure sensor.

[0009] As a further improvement of one embodiment of the present invention, the second driver valve includes at least a second valve body, a position gate, a second operating handle and a pressure setting device, the position gate is connected between the second operating handle and the pressure setting device, and the second operating handle is connected to the second valve body.

[0010] As a further improvement of one embodiment of the present invention, the simulation device also includes a train pipe, the first gating unit and the second gating unit are respectively connected to the output end of the train pipe, and the train pipe is used to provide air pressure to the first gating unit or the second gating unit.

[0011] As a further improvement of an embodiment of the present invention, the first gating unit includes a first brake pipe control module, the second gating unit includes a second brake pipe control module, and the first brake pipe control module and the second brake pipe control module are respectively connected to the train pipe; when the first brake pipe control module and the train pipe are in a connected state, the second brake pipe control module and the train pipe are in a disconnected state, or when the first brake pipe control module and the train pipe are in a disconnected state, the second brake pipe control module and the train pipe are in a connected state.

[0012] As a further improvement of an embodiment of the present invention, the simulation device also includes a first display module, which includes a light strip connected to the output end of the bus adapter and is at least used to simulate the normal pipeline pressure state and abnormal pipeline pressure state of the electro-pneumatic brake device and / or the air brake device through the on and off state of the light strip.

[0013] As a further improvement of an embodiment of the present invention, the light strip includes at least a first light strip segment and a second light strip segment connected to each other; the pipeline connecting the air brake equipment includes a first pipeline segment and a second pipeline segment connected to each other; the first light strip segment is used to simulate the air supply state in the first pipeline segment, and the second light strip segment is used to simulate the air supply state in the second pipeline segment.

[0014] As a further improvement of one embodiment of the present invention, a first gate is provided at the junction of the first light strip segment and the second light strip segment, and the on-off state of the first gate is used to simulate the on-off state of the air supply corresponding to the first pipeline segment and the second pipeline segment.

[0015] As a further improvement of an embodiment of the present invention, the first plug door is configured with an electrical contact, and the electrical contact is used to detect the working status of the first plug door.

[0016] As a further improvement of an embodiment of the present invention, the simulation device also includes a second display module, which includes a control interface and a display interface. The control interface is configured to have the function of simulating the operation control operation of the rail vehicle, and the display interface is configured to display the status and parameter information of the simulated rail vehicle.

[0017] As a further improvement of an embodiment of the present invention, the simulation device further includes an industrial computer, and the industrial computer is connected between the first operating unit and the bus adapter.

[0018] Compared with the prior art, the simulation device disclosed in the present invention includes a first operating unit and a second operating unit. The first operating unit simulates electric braking through an electro-pneumatic braking device and a bus adapter, while the second operating unit simulates pneumatic braking through an air braking device and a gating module. The combination of the two realizes a combined simulation of electric signal braking and pneumatic braking, which can fully reflect the complexity and diversity of the rail vehicle braking system and improve the accuracy and authenticity of the simulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural diagram of a rail vehicle braking simulation device in one embodiment of the present utility model.

[0020] Figure 2 It is a schematic diagram of the principle of a rail vehicle braking simulation device in one embodiment of the present utility model.

[0021] Figure 3 It is a schematic diagram of the pipeline connection of the rail vehicle braking simulation device in one embodiment of the present utility model.

[0022] Figure 4 The utility model is a schematic diagram of the pipeline connection of the foundation brake components of the rail vehicle braking simulation device in one embodiment.

[0023] Figure 5 This is a schematic diagram of the connection of the display light strip in the rail vehicle braking simulation device in one embodiment of the present utility model.

[0024] Among them, the rail vehicle braking simulation device, 100; the operating module, 11; the first operating unit, 11-1; the second operating unit, 11-2; the bus adapter, 12; the electro-pneumatic braking equipment, 13; the gating module, 14; the first gating unit, 14-1; the second gating unit, 14-2; the air braking equipment, 15; the first display module, 18; the second display module, 19; the industrial computer, 16; the braking control electronic equipment, 17. DETAILED DESCRIPTION

[0025] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional modifications made by a person skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0026] As used herein, terms such as "center," "upper," "lower," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer" that indicate spatial relative positions are used for ease of explanation to describe the relationship of one element or feature relative to another element or feature as shown in the accompanying drawings. Spatially relative terms may be intended to encompass different orientations of the device in use or operation other than the orientation shown in the drawings.

[0027] For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary term "below" can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0028] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0029] It should be noted that the term "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In addition, the terms "first," "second," etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0030] The present invention provides a rail vehicle braking simulator 100. The rail vehicle braking simulator 100 is a device and / or system for simulating the braking performance of a rail vehicle (e.g., a subway train or a metro train). The rail vehicle braking simulator 100 can be used for scientific experiments, teaching and training, and the development and testing of rail vehicle braking systems.

[0031] Specifically, the rail vehicle braking simulator 100 can simulate the braking process of a rail vehicle under different operating conditions, including the generation, distribution, and control of braking force, as well as the estimation of braking distance. It can help researchers, engineers, and trainees gain a deeper understanding of rail vehicle braking performance, optimize braking system design, and improve vehicle safety and reliability.

[0032] like Figure 1 and Figure 2 As shown, in one embodiment, the rail vehicle braking simulation device 100 includes an operating module 11, and the operating module 11 includes a first operating unit 11-1 and a second operating unit 11-2, wherein the output of the first operating unit 11-1 is configured as an electrical signal, and the output of the second operating unit 11-2 is configured as air pressure change and / or mechanical displacement.

[0033] Specifically, the operation module 11 is responsible for simulating the operation of the brake system by a user (eg, a driver), and is used to receive and convert the user's operation instructions so as to transmit these instructions to other parts of the brake system.

[0034] In a specific embodiment, the operating module 11 may be a control console of a simulation platform.

[0035] The first operating unit 11-1 outputs an electrical signal, indicating that when the user operates the first operating unit 11-1 through a first operating method (such as a button, handle, etc.), the unit will generate an electrical signal and transmit the electrical signal to the bus adapter 12. The bus adapter 12 processes the electrical signal and transmits the processed result to the electro-pneumatic brake device 13, thereby realizing electrical control of the braking system.

[0036] In some embodiments, the first operating unit 11 - 1 can also be defined as an electronically controlled operating unit.

[0037] In a specific embodiment, the first operating unit 11 - 1 includes a driver controller, a brake control button or a switch.

[0038] Specifically, the user inputs braking commands by operating the driver controller, and these commands are output in the form of electrical signals. When the brake control button or switch is pressed or switched, an electrical signal is generated to trigger the braking operation.

[0039] In some embodiments, in the rail vehicle braking simulator 100, the first operating unit 11-1 is connected to the electro-pneumatic brake device 13 via an electronic control system, an electrical signal receiving device, or a brake control electronic device 17. The electronic control system further controls the operation of the electro-pneumatic brake device 13, thereby adjusting the output of the pneumatic brake system.

[0040] In a specific embodiment, the electro-pneumatic brake device 13 may include at least one of an electro-pneumatic conversion valve and an electro-pneumatic brake controller.

[0041] Specifically, the electro-pneumatic conversion valve is used to convert electrical signals into pneumatic pressure signals, thereby controlling the inflation and exhaust of the brake cylinder. The electro-pneumatic brake controller contains multiple electro-pneumatic conversion valves and a logic control unit to implement complex brake control strategies.

[0042] It should be noted that in actual application, different devices of a rail vehicle may use different physical interfaces and communication protocols. Directly driving the device to perform an action through the command signal generated by the first operating unit 11-1 and / or the second operating unit 11-2 may cause interface mismatch, making it impossible to establish an effective communication connection.

[0043] Combine Figure 1 and Figure 2 As shown, the rail vehicle braking simulation device 100 further includes a bus adapter 12, which can be specifically electrically connected to the first operating unit 11-1, and the electro-pneumatic brake device 13 can be specifically electrically connected to the bus adapter 12. The bus adapter 12 can be used to implement data transmission and data communication between the first operating unit 11-1 and the electro-pneumatic brake device 13.

[0044] In one embodiment, the bus adapter 12 can convert the physical interface of one bus into the physical interface required by another bus. For example, the electrical signal generated by the first operating unit 11-1 is output through a first physical interface (such as a connector or cable). If the second physical interface of the electro-pneumatic brake device 13 does not match the first physical interface, the bus adapter 12 converts the physical interface of the electrical signal output by the first operating unit 11-1 to match the input interface of the electro-pneumatic brake device 13. This interface conversion function enables the industrial computer to connect to and drive a variety of different types of devices.

[0045] In one embodiment, the bus adapter 12 can also convert the communication protocol of one bus into the communication protocol required by another bus. For example, the first operating unit 11-1 may support a custom or dedicated communication protocol for transmitting braking operation-related data, such as encoding information including sensed braking force, braking mode, and emergency braking requests. The electro-pneumatic brake device 13 may support the CAN bus protocol. To facilitate communication between the first operating unit 11-1 and the electro-pneumatic brake device 13, the bus adapter 12 can convert the data into a data format supported by the CAN bus protocol.

[0046] Combine Figure 1 and Figure 2 As shown, the rail vehicle braking simulation device 100 further includes a braking control electronic device 17 , which is connected between the bus adapter 12 and the electro-pneumatic brake device 13 and is used to determine a braking force distribution strategy corresponding to the electro-pneumatic brake device 13 .

[0047] Specifically, the brake control electronics 17 receives brake commands from the bus adapter 12 and, based on the current vehicle operating data, determines the required braking force for each wheel and the corresponding braking effect. The brake control electronics 17 converts the corresponding braking force distribution strategy into a specific control signal and sends it to the electro-pneumatic brake system 13 to execute the required braking operation.

[0048] Combine Figure 1 and Figure 2 As shown, the rail vehicle braking simulation device 100 further includes an industrial computer 16 , which is connected between the first operating unit 11 - 1 and the bus adapter 12 and is used to receive a braking instruction generated by an operator through the first operating unit 11 - 1 .

[0049] Combine Figure 1 and Figure 2As shown, the rail vehicle braking simulation device 100 includes a first braking circuit for electric braking, namely "first operating unit 11-1->industrial computer 16->bus adapter 12->brake control electronic equipment 17->electro-pneumatic brake equipment 13", and a second braking circuit for air braking, namely "second operating unit 11-2->select module 14->column air duct->air brake equipment 15".

[0050] Specifically, an operator inputs a braking command to the industrial computer 16 via the first operating unit 11-1 (e.g., an operating console). The braking command includes information such as the braking level and braking start time, and is used to instruct the braking system in the simulation device on how to operate. After receiving the braking command from the first operating unit 11-1, the industrial computer 16 parses and processes the command to determine the required braking parameters, including braking torque and braking time. The parameters are then sent to the brake control electronics 17 via the bus adapter 12.

[0051] After receiving the processed braking parameters from the bus adapter 12, the brake control electronics 17 analyzes and converts them into electrical signals understandable by the electro-pneumatic brake system 13. These signals, including current and voltage, are used to control the electro-pneumatic brake system 13's actuators, such as the solenoid valve and motor. The electro-pneumatic brake system 13 then performs operations based on the received signals. For example, by adjusting parameters such as the solenoid valve opening and the motor speed, it controls the pressure and braking torque in the brake cylinder, thereby achieving braking. Specifically, by controlling the solenoid valve opening, the pressure in the brake cylinder changes, pushing the piston outward or inward. This piston movement causes the brake caliper to open or close, thereby clamping or releasing the wheel.

[0052] The output of the second operating unit 11-2 is a change in air pressure and / or mechanical displacement, which is different from the output of the first operating unit 11-1. The output of the second operating unit 11-2 indicates that when a user operates the second operating unit 11-2, the unit simulates the braking operation in the braking system through air pressure changes or mechanical displacement. These operations can be transmitted to the air brake device 15 via the gating module 14, thereby achieving pneumatic control of the braking system.

[0053] In some embodiments, the second operating unit 11 - 2 can also be defined as a mechanical operating unit.

[0054] In some embodiments, in the rail vehicle braking simulator 100, the second operating unit 11-2 is connected to various components of the pneumatic brake system or the mechanical brake system via pipes to achieve the transmission of air pressure and the application of braking force. Specifically, the second operating unit 11-2 includes a manual or automatic valve adjustment mechanism that changes the air pressure in the pneumatic brake system by adjusting the valve opening, thereby controlling the magnitude of the braking force.

[0055] Continue to refer to Figure 1 and Figure 2 As shown, in one embodiment, the gating module 14 may specifically include a first gating unit 14 - 1 and a second gating unit 14 - 2 , and the first gating unit 14 - 1 and the second gating unit 14 - 2 are respectively connected to the bus adapter 12 .

[0056] In this way, the gating module 14 is used to selectively determine the corresponding control method according to different operational requirements and / or operating conditions; in addition, it can also be used as a fault switch, that is, when a certain air brake device 15 fails, the normal operation of the braking system can be maintained by switching the gating module 14.

[0057] In a specific embodiment, the second operating unit 11-2 includes a first driver valve and a second driver valve, the first gating unit 14-1 is connected between the bus adapter 12 and the first driver valve, and the second gating unit 14-2 is connected between the bus adapter 12 and the second driver valve.

[0058] In this way, by selecting different combinations of the selection module 14 and the driver valve, it is possible to switch between multiple braking modes, which not only helps to improve the flexibility of the braking system in adapting to different operating scenarios and emergency situations, but also improves the reliability and stability of the braking system in achieving fault switching.

[0059] The driver valve, also known as the driver brake valve, is a device that operates the brake system pressure or flow through electrical signals or mechanical operations.

[0060] Continue to refer to Figure 1 As shown, in a specific embodiment, the first driver valve includes at least a first valve body, a time gate, a first operating handle and a pressure sensor, the time gate is connected between the first operating handle and the first valve body, and the first valve body is connected to the pressure sensor.

[0061] In this way, by controlling the first operating handle to adjust the braking time, it can be ensured that the vehicle can quickly and smoothly decelerate or stop when needed, which helps to reduce the impact or vibration during the braking process and improve the comfort and stability of the vehicle.

[0062] The time gate is a mechanical or electronic device for controlling the braking time. It can change its opening or closing time through a mechanism such as a delay device or timer to delay or accelerate the start and end time of the braking process, thereby achieving precise adjustment of the braking time.

[0063] The connection relationship between the first valve body, the time gate, the first operating handle and the pressure sensor enables the first driver valve to be used to adjust the braking time by controlling the first operating handle.

[0064] The second driver valve at least includes a second valve body, a position gate, a second operating handle and a pressure setting device. The position gate is connected between the second operating handle and the pressure setting device, and the second operating handle is connected to the second valve body.

[0065] In this way, by controlling the second operating handle to adjust the brake level, precise control of the braking force can be achieved to meet different braking requirements; in addition, reasonable brake level control can reduce unnecessary braking energy loss, thereby improving the vehicle's energy efficiency and extending its service life.

[0066] The position gate is a mechanical device used to control the braking level. By changing its position relative to the second valve body or other components, it can change the pressure distribution or flow distribution in the braking system. This change can affect the intensity or magnitude of the braking force, thereby achieving adjustment of different braking levels.

[0067] The connection relationship between the second valve body, the position gate, the second operating handle and the pressure setting device enables the second driver valve to be used to adjust the brake level by controlling the second operating handle.

[0068] It can be seen that the first selection unit 14-1 focuses on controlling the braking force by adjusting the control time of the brake pipe pressure, while the second selection unit 14-2 focuses more on directly controlling the brake level to achieve the adjustment of the braking force.

[0069] The rail vehicle braking simulation device 100 also includes a train pipe, and the first gating unit 14-1 and the second gating unit 14-2 are respectively connected to the output end of the train pipe, and the train pipe is used to provide an air pressure-based braking command to the first gating unit 14-1 or the second gating unit 14-2.

[0070] In this way, through the connection between the train pipe and the first gating unit 14-1 and the second gating unit 14-2, the gating module 14 can selectively perform corresponding operations according to the different states or changes of the pressure in the train pipe, thereby achieving coordinated and unified braking and relief control, and ensuring the safety and stability of operation.

[0071] Specifically, in the rail vehicle braking simulation device 100, the input ends of the first gating unit 14-1 and the second gating unit 14-2 are respectively connected to the output ends of the train pipe, which means that the two gating units can respectively affect the air pressure changes in the train pipe. When the simulation device 100 simulates braking, the air pressure in the train pipe is reduced through the two gating units, and the reduced pressure signal will be captured by the air brake device 15 and trigger the corresponding braking operation; on the contrary, when the simulation device 100 simulates braking relief, the air pressure in the train pipe will increase, and the increased pressure signal will also be captured by the air brake device 15 and trigger the corresponding relief operation.

[0072] In a specific embodiment, the first gating unit 14-1 includes a first brake pipe control module, and the second gating unit 14-2 includes a second brake pipe control module. The first brake pipe control module and the second brake pipe control module are respectively connected to the train pipe; when the first brake pipe control module and the train pipe are in a connected state, the second brake pipe control module and the train pipe are in a disconnected state, or when the first brake pipe control module and the train pipe are in a disconnected state, the second brake pipe control module and the train pipe are in a connected state.

[0073] In this way, only one of the first selection unit 14-1 and the second selection unit 14-2 can maintain communication with the train pipe at any time, thereby realizing mutual exclusive control of the train pipe gas path and ensuring on-demand switching and independent management of the gas path.

[0074] The brake pipe control module is a device for controlling the flow and pressure of liquids or gases, capable of controlling flow, pressure, and direction. In the above embodiment, when the first gating unit 14-1 (including the first distribution valve) is connected to the train pipe, by controlling the opening and closing of the first brake pipe control module, the first gating unit 14-1 can ensure that the braking system of the simulation device operates according to a predetermined time and pressure curve. When the second gating unit 14-2 (including the second brake pipe control module) is connected to the train pipe, by controlling the pressure of the second brake pipe control module or switching different control channels, the second gating unit 14-2 can achieve precise control of the braking level.

[0075] Continue to refer to Figure 1 and Figure 2 As shown, in one embodiment, the rail vehicle braking simulation device 100 also includes a first display module 18, which includes a light strip connected to the output end of the bus adapter 12, and is at least used to simulate the normal pipeline pressure state and the abnormal pipeline pressure state of the electro-pneumatic brake equipment 13 and / or the air brake equipment 15 through the on and off state of the light strip.

[0076] In this way, through the light strip of the first display module 18, the normal and abnormal states of the pipeline pressure of the electro-pneumatic brake device 13 and / or the air brake device 15 can be intuitively simulated and displayed, thereby enhancing the visual monitoring capability and making it easier for operators to quickly identify the state of the simulated brake system and take corresponding measures.

[0077] In a specific embodiment, the light strip includes at least a first light strip segment and a second light strip segment connected to each other; the pipeline connecting the air brake device 15 includes a first pipeline segment and a second pipeline segment connected to each other; the first light strip segment is used to simulate the air supply state in the first pipeline segment, and the second light strip segment is used to simulate the air supply state in the second pipeline segment.

[0078] In this way, by dividing the light strip into a first light strip segment and a second light strip segment, and corresponding them to the first pipeline segment and the second pipeline segment of the air brake equipment 15 respectively, the air supply status in these two pipeline segments can be simulated and displayed respectively, thereby achieving more detailed and intuitive monitoring of the air supply status of the braking system, and improving the reliability and safety of the simulated braking system.

[0079] In simulation device 100, the first and second light strip segments are interconnected by some means (e.g., electrical connection) and integrated into the simulated brake system. Furthermore, their respective connections to the air circuit of air brake system 15 correspond to each other. Specifically, the first light strip segment is connected to the pressure status indicator of the first pipeline segment of air brake system 15 to simulate and display the air supply status within the first pipeline segment; the second light strip segment is connected to the pressure status indicator of the second pipeline segment to simulate and display the air supply status within the second pipeline segment.

[0080] When the gas supply in the first pipeline section is normal, the corresponding signal will trigger the first light strip segment to light up, indicating that the air supply status of the pipeline section is normal. Conversely, if the first pipeline section is not ventilated, that is, the gas supply is abnormal, the first light strip segment will not light up, indicating that the air supply status of the pipeline section is abnormal.

[0081] Similarly, for the second pipeline section, when the gas supply is normal, the second light strip section will light up; when the gas supply is abnormal, the second light strip section will not light up. In this way, the operator can intuitively judge the air supply status of each pipeline of the air brake system 15 by observing the on and off status of the light strip sections, thereby simulating various application scenarios and facilitating students' understanding.

[0082] In a specific embodiment, a first gate is provided at the intersection of the first light strip segment and the second light strip segment, and the on-off state of the first gate is used to simulate the on-off state of the air supply in the first pipeline segment and the second pipeline segment.

[0083] In this way, by setting a visually visible plug gate in the light strip to simulate the on-off state of the corresponding pipeline in the gas circuit, the operation is simple and intuitive, which greatly improves the accuracy and practicality of the simulation.

[0084] The shutoff valve, also known as the shutoff valve or the shutoff valve, is a valve device used to shut off or connect the flow of fluid (such as gas or liquid) in a pipeline system.

[0085] In a specific embodiment, the first gate is configured with an electrical contact, and the electrical contact is used to detect the working status of the first gate.

[0086] In the above embodiment, the electrical contacts are specifically connected to the industrial computer 16, which is used to continuously monitor the status information of the first gate (such as open or closed), and when a change in the state of the first gate is detected, send a control signal to the solenoid valve on the corresponding real pipeline.

[0087] Specifically, when the first gate is operated (such as opened or closed), the electrical contacts on the first gate will change their state accordingly. The industrial computer 16 continuously monitors the state changes of these electrical contacts. When a change in the state of the first gate is detected, the industrial computer 16 immediately reads this state information. Based on the read first gate state information, the industrial computer 16 will send a control signal to the solenoid valve on the corresponding real pipeline; after receiving the control signal, the solenoid valve will cut off or connect the pressure in the pipeline according to the instruction of the signal, thereby simulating fault conditions such as air leakage, pipeline rupture, and low pressure.

[0088] As you can see, the connection of the first valve can represent the connection of the gas circuit. When the operator opens the first valve, the light strip segment connected to the first valve (or the entire light strip, depending on the design) will light up, indicating that the corresponding gas circuit is open. When the operator closes the first valve, the light strip segment will go out, indicating that the gas circuit is disconnected, and disconnection means that the gas circuit is disconnected. At the same time, the on and off status of the light strip can reflect this simulated on-off status in real time.

[0089] like Figure 2 As shown, in one embodiment, the simulation device also includes a second display module 19, and the second display module 19 includes a control interface and a display interface. The control interface is configured to have the function of simulating the operation control operation of the rail vehicle, and the display interface is configured to display the status and parameter information of the simulated rail vehicle.

[0090] In this way, the simulated operation of the rail vehicle operation control is realized through the operation interface of the second display module 19, and the status and parameter information of the simulated rail vehicle are displayed through the display interface.

[0091] For example, combining Figure 3 and Figure 4 As shown, solenoid valve D200 activates brake pipe brake module 1 (i.e., the first brake pipe control module). The user can manipulate the pneumatic operating handle D20.01* to introduce or release air pressure. Based on the position of operating handle D20.01*, brake pipe control module 1 adjusts the air pressure within the brake pipe. Specifically, if operating handle D20.01* is in the brake position, brake pipe control module 1 reduces the air pressure within the brake pipe. If operating handle D20.01* is in the release position, brake pipe control module 1 increases the air pressure within the brake pipe. Air brake device 15 adjusts the braking force output based on the changes in brake pipe pressure.

[0092] In an emergency, emergency button N03 can be operated, which works in conjunction with emergency solenoid valve B21 to ensure rapid braking response. Solenoid valve B180 receives status signals from valve B18, simulating a pipeline fault. It then distributes the signals to two branches. Branch 1 transmits air pressure to the corresponding pneumatic components, such as the electro-pneumatic brake control module, via pneumatic interface 1. Branch 2 further regulates air pressure through solenoid valve B180-1, associated with valve B18-1, before transmitting it to another set of pneumatic components via pneumatic interface 2. This allows for different braking effects or backup braking functions.

[0093] Similarly, the user can also select the brake pipe control module 2 (i.e., the second brake pipe control module) through the solenoid valve D100 and operate the pure pneumatic operating handle D20.02*. Similarly, the handle can be placed in the braking or release position as needed. The brake pipe control module 2 adjusts the air pressure in the brake pipe according to the position of the operating handle D20.02*, which is similar to the pure pneumatic operating handle D20.01*, but may achieve different braking modes or effects.

[0094] Specifically, if the operating handle D20.02* is placed in the brake position, the brake pipe control module 2 will reduce the air pressure in the brake pipe. If the operating handle D20.02* is placed in the release position, the brake pipe control module 2 will increase the air pressure in the brake pipe. The air brake device 15 adjusts the output of the braking force according to the change in the brake pipe pressure. Figure 3 and Figure 4 As shown, according to the air pressure signals received from the pneumatic interfaces 4 and 7 , the foundation brake assembly 20 , such as the brake disc and the brake caliper, is controlled to perform a braking or releasing operation.

[0095] like Figure 5As shown, on the one hand, the clamp (the light strip represents the icon of caliper) operates according to the air pressure signal or the electrical signal to brake the wheelset of the rail vehicle. The indicator light CP56 can be used to indicate the air pressure status at the clamp. When the clamp receives the braking signal and operates, the indicator light CP56 will light up, indicating that the clamp is in the braking state.

[0096] Selector valve C28 / 1* distributes or selects the direction of the air pressure signal. In this circuit, selector valve C28 / 1* may be used to distribute air pressure signals from different branches to the caliper to achieve the same braking effect. One branch is directly connected to indicator light dCP5 to monitor the air pressure status for direct braking; the other branch is connected to indicator light idCP6 to display the air pressure status for indirect braking. The brake control module (EPC) module applies brake pressure to the caliper through these paths to actuate the caliper.

[0097] On the other hand, when the vehicle parking function is activated (the light strip shows the icon of parking), the indicator light PP7-2 will light up. This indicator light is used to indicate the air pressure status at the parking brake. The selection valve C28 / 2* is used to distribute or select the flow direction of the air pressure signal to ensure that the parking brake system can correctly receive and execute the braking command. Together with the valve gate B33* and the indicator light PP7-1, they form a transmission path for the air pressure signal. When the parking brake is activated, or when the brake control module EPC Module is activated, the air pressure signal will be transmitted to the caliper parking brake cylinder through the selection valve C28 / 2*, and the parking brake status will be displayed on the second display module (such as a display board) through the light strip PP7-2.

[0098] After passing through the EPC Module, the air pressure signal can be output through multiple air paths. Specifically, one signal is used to indicate the main air duct MRP (Main Reserve Pressure), which indicates the air pressure status in the main air cylinder or reserve air cylinder. For example, indicator light M4-1 is connected to M4-0 via valve B17*, and ultimately to the auxiliary module. When this branch is ventilated, indicator lights M4-1 and 4-0 will light up, indicating that airflow is passing through this path and may trigger certain functions in the auxiliary module. Similarly, M4-2 is connected to M4-0 via valve B18*; M4-3 is connected to M4-0 via two valves (B18-1* and B18*), indicating two other possible ventilation paths.

[0099] The second indicator is the brake pressure (BP) indicator, which indicates the indirect braking command. BP3-1 is connected to BP3 via valve B17*, and then to the indirect brake system and the hardwired safety loop. This indicator likely monitors the pressure status of the indirect brake system and indicates brake readiness or a fault by illuminating and extinguishing the indicator light.

[0100] The third indicator is used to indicate the Multifunction Vehicle Bus (MVB) signal. The MVB signal is an electrical signal used to transmit data and information between various systems on a rail vehicle. When the MVB signal is transmitting normally, the indicator light may remain off or light up green. When the MVB signal transmission is abnormal (such as a communication failure), the indicator light may flash or light up red to remind the operator to check the bus system.

[0101] Fourth, it indicates the connection status of the hardwired safety loop. The hardwired safety loop is a redundant safety measure used to cut off the brake system or other critical functions in an emergency. The LED turns on and off to indicate whether the hardwired safety loop is normal.

[0102] To sum up, the simulation device disclosed in the present invention includes a first operating unit and a second operating unit. The first operating unit simulates electric braking through an electro-pneumatic braking device and a bus adapter, while the second operating unit simulates pneumatic braking through an air braking device and a gating module. The combination of the two realizes a combined simulation of electric signal braking and pneumatic braking, which can fully reflect the complexity and diversity of the rail vehicle braking system and improve the accuracy and authenticity of the simulation.

[0103] It should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation method can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0104] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the present invention. They are not intended to limit the scope of protection of the present invention. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the present invention should be included in the scope of protection of the present invention.

Claims

1. A rail vehicle braking simulation device, characterized in that: include: An operating module includes a first operating unit and a second operating unit, wherein the output of the first operating unit is configured as an electrical signal, and the output of the second operating unit is configured as an air pressure change and / or a mechanical displacement; a bus adapter, electrically connected to the first operating unit; an electro-pneumatic brake device, electrically connected to the bus adapter; a gating module, pneumatically connected to the second operating unit via a pipeline; The air brake device is connected to the gating module via a pneumatic pipeline.

2. The rail vehicle braking simulation device according to claim 1, characterized in that: The gating module includes a first gating unit and a second gating unit, wherein the first gating unit and the second gating unit are respectively connected to the bus adapter.

3. The rail vehicle braking simulation device according to claim 2, characterized in that: The second operating unit includes a first driver valve and a second driver valve. The first gating unit is connected between the bus adapter and the first driver valve. The second gating unit is connected between the bus adapter and the second driver valve.

4. The rail vehicle braking simulation device according to claim 3, characterized in that: The first driver valve at least includes a first valve body, a time gate, a first operating handle and a pressure sensor. The time gate is connected between the first operating handle and the first valve body, and the first valve body is connected to the pressure sensor.

5. The rail vehicle braking simulation device according to claim 3, characterized in that: The second driver valve at least includes a second valve body, a position gate, a second operating handle and a pressure setting device. The position gate is connected between the second operating handle and the pressure setting device, and the second operating handle is connected to the second valve body.

6. The rail vehicle braking simulation device according to claim 2, characterized in that: The simulation device further includes a train pipe, the first gating unit and the second gating unit are respectively connected to output ends of the train pipe, and the train pipe is used to provide air pressure to the first gating unit or the second gating unit.

7. The rail vehicle braking simulation device according to claim 6, characterized in that: The first gating unit includes a first brake pipe control module, and the second gating unit includes a second brake pipe control module. The first brake pipe control module and the second brake pipe control module are respectively connected to the train pipe; when the first brake pipe control module is in a connected state with the train pipe, the second brake pipe control module is in a disconnected state with the train pipe, or when the first brake pipe control module is in a disconnected state with the train pipe, the second brake pipe control module is in a connected state with the train pipe.

8. The rail vehicle braking simulation device according to claim 1, characterized in that: The simulation device also includes a first display module, which includes a light strip, which is connected to the output end of the bus adapter and is at least used to simulate the connection of the electro-pneumatic brake device through the on and off status of the light strip, and / or simulate the normal pipeline pressure state and abnormal pipeline pressure state of the air brake device.

9. The rail vehicle braking simulation device according to claim 8, characterized in that: The light strip at least includes a first light strip segment and a second light strip segment connected to each other; the pipeline connecting the air brake device includes a first pipeline segment and a second pipeline segment connected to each other; The first light strip segment is used to simulate the air supply state in the first pipeline segment, and the second light strip segment is used to simulate the air supply state in the second pipeline segment.

10. The rail vehicle braking simulation device according to claim 9, characterized in that: A first gate is provided at the intersection of the first light strip segment and the second light strip segment, and the on-off state of the first gate is used to simulate the on-off state of the air supply in the first pipeline segment and the second pipeline segment.

11. The rail vehicle braking simulation device according to claim 10, characterized in that: The first plug door is configured with an electrical contact, and the electrical contact is used to detect the working status of the first plug door.

12. The rail vehicle braking simulation device according to claim 1, characterized in that: The simulation device also includes a second display module, which includes a control interface and a display interface. The control interface is configured to have the function of simulating rail vehicle operation control operations, and the display interface is configured to display the status and parameter information of the simulated rail vehicle.

13. The rail vehicle braking simulation device according to claim 1, characterized in that: The simulation device further includes an industrial computer connected between the first operating unit and the bus adapter.

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