Test bed for checking common valve of locomotive monitoring device

Abstract

The utility model discloses a test bench for checking common valves of a locomotive monitoring device, which comprises a test bench body, a checking device and a display device, the checking device and the display device are both positioned on the test bench body, and the checking device comprises an automatic brake valve, a first checking base, a second checking base, a third checking base, a relay valve and a balance air cylinder. The automatic brake valve is connected with the first verification base, the first verification base is connected with the second verification base, the second verification base is connected with the relay valve, the relay valve is connected with the automatic brake valve and a train pipe, the third verification base is respectively connected with the automatic brake valve and the relay valve, and the balance air cylinder is connected with the automatic brake valve. According to the utility model, the state of each valve is verified through the verification device, and then the state condition is transmitted to the display device for display, so that the valve is prevented from being sent to an external mechanism, the verification efficiency of the valve is improved, the verification period is shortened, and the project cost is saved.

Description

TECHNICAL FIELD

[0001] The utility model relates to locomotive brake system technical field especially is related to a test bench for checking commonly used valve parts of locomotive monitoring device. BACKGROUND

[0002] With the rapid development of urban rail transit, the safety requirement of railway track train is higher and higher, and the locomotive monitoring device as the key component of track train needs to be overhauled in spring and autumn every year, mainly the overhaul of each main valve part of the monitoring device, and the railway system does not have relevant overhaul equipment at present, and each valve part needs to be disassembled from the track train and sent to the appointed external checking organization for checking, this checking mode is high in cost, long in checking period and prone to missed detection. Therefore, a device for checking valve parts is needed. SUMMARY

[0003] The utility model discloses a purpose in surmounting the deficiency in prior art, provide a test bench for checking commonly used valve parts of locomotive monitoring device, the state of each valve part is checked through the checking device, and then the state condition is transmitted to the display device and is displayed, avoids sending the valve part to the external organization, improves the valve part checking efficiency, shortens the checking period, and saves the project cost.

[0004] In order to achieve the above object, the utility model adopts the technical scheme: a test bench for checking commonly used valve parts of locomotive monitoring device, including test bench body, checking device and display device, the checking device and display device are located on the test bench body, the checking device includes automatic brake valve, first checking base, second checking base, third checking base, relay valve and equalizing air cylinder, the 3 number pipeline of automatic brake valve is connected with the 3A pipeline of first checking base, the 1 number pipeline of automatic brake valve is connected with the 1P pipeline of second checking base, the 8 number pipeline of automatic brake valve is connected with the 8O pipeline of second checking base, the 4 number pipeline of automatic brake valve is connected with the 4 number pipeline of relay valve, the 3P pipeline of first checking base is connected with the 8P pipeline of second checking base, the 8A pipeline of second checking base is connected with the 8 number pipeline of relay valve, the 2 number pipeline of relay valve is connected with the 2 number pipeline of automatic brake valve and train pipe, the 2 number pipeline of third checking base is connected with the 2 number pipeline of automatic brake valve and the 2 number pipeline of relay valve respectively, the 3 number pipeline of third checking base is connected with the 3 number pipeline of relay valve and total air cylinder respectively, the equalizing air cylinder is connected with the 1 number pipeline of automatic brake valve.

[0005] Preferably, the 1 number pipeline and the 2 number pipeline of the automatic brake valve are respectively connected with a pressure transmitter.

[0006] Preferably, the test bench body comprises a hollow cavity, a test bench table and a test bench display surface, the test bench table is located at the top of the hollow cavity, and the test bench display surface is at an angle with the test bench table.

[0007] Preferably, the display device comprises a monitoring host, a monitoring screen, a total air brake cylinder pressure gauge and a train pipe equalizing air cylinder pressure gauge, the monitoring screen is connected with the monitoring host, the total air brake cylinder pressure gauge is connected with a total air cylinder, and the train pipe equalizing air cylinder pressure gauge is connected with an equalizing air cylinder and a train pipe to facilitate display of pipeline pressure.

[0008] Preferably, the total air cylinder is installed inside the test bench body, and the total air cylinder is further connected with a No. 3 pipeline of a relay valve.

[0009] Preferably, each interface of the automatic brake valve, the first calibration base, the second calibration base, the third calibration base, the relay valve and the equalizing air cylinder is connected with a pipeline through a quick connector.

[0010] Preferably, the monitoring screen, the total air brake cylinder pressure gauge and the train pipe equalizing air cylinder pressure gauge are located on the test bench display surface, the automatic brake valve, the first calibration base, the second calibration base and the third calibration base are located on the test bench table to detect valve parts, and the monitoring host, the relay valve, the total air cylinder, the equalizing air cylinder and the train pipe are located in the hollow cavity.

[0011] Preferably, an inverter power supply is further arranged in the hollow cavity to supply 110V direct current voltage.

[0012] Compared with the prior art, the utility model has the following advantages:

[0013] 1. The utility model discloses a calibration device to calibrate the state of each valve part, and then the state is transmitted to a display device for display, thereby avoiding sending the valve part to an external mechanism, improving valve part calibration efficiency, shortening the calibration period and saving project cost.

[0014] 2. When the test bench calibrates valve parts, train group staff can adjust calibration parameters at any time, thereby improving valve part calibration accuracy.

[0015] The utility model will be further described in detail through the drawings and embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is a schematic view of the connection relationship between the calibration device and the display device of the utility model.

[0017] Figure 2 It is a structural schematic view of the test bench body of the utility model.

[0018] MARKING OF THE DRAWINGS:

[0019] 1 - automatic brake valve; 2 - first calibration base; 3 - second calibration base;

[0020] 4 - third calibration base; 5 - relay valve; 6 - equalizing air cylinder;

[0021] 7 - hollow cavity; 8 - test bench table top; 9 - test bench display surface;

[0022] 10 - pressure transmitter; 11 - monitoring host; 12 - monitoring screen;

[0023] 13 - total air brake cylinder pressure gauge; 14 - total air cylinder;

[0024] 15 - train pipe equalizing air cylinder pressure gauge. DETAILED DESCRIPTION

[0025] As Figure 1 shown, the utility model discloses a kind of test benches for verifying locomotive monitoring device commonly used valve, including test bench body, calibration device and display device, calibration device and display device are located on test bench body, calibration device includes automatic brake valve 1, first calibration base 2, second calibration base 3, third calibration base 4, relay valve 5 and equalizing air cylinder 6, the 3rd pipeline of automatic brake valve 1 is connected with the 3A pipeline of first calibration base 2, the 1st pipeline of automatic brake valve 1 is connected with the 1P pipeline of second calibration base 3, the 8th pipeline of automatic brake valve 1 is connected with the 8O pipeline of second calibration base 3, the 4th pipeline of automatic brake valve 1 is connected with the 4th pipeline of relay valve 5, the 3P pipeline of first calibration base 2 is connected with the 8P pipeline of second calibration base 3, the 8A pipeline of second calibration base 3 is connected with the 8th pipeline of relay valve 5, the 2nd pipeline of relay valve 5 is connected with the 2nd pipeline of automatic brake valve 1 and train pipe, the 2nd pipeline of third calibration base 4 is connected with the 2nd pipeline of automatic brake valve 1 and the 2nd pipeline of relay valve 5 respectively, the 3rd pipeline of third calibration base 4 is connected with the 3rd pipeline of relay valve 5 and total air cylinder 14 respectively, equalizing air cylinder 6 is connected with the 1st pipeline of automatic brake valve 1.

[0026] In the utility model, the 1st pipeline is equalizing air cylinder pipe, the 2nd pipeline is train pipe, the 3rd pipeline is total air cylinder pipe, the 4th pipeline is middle equalizing pipe, the 8th pipeline is total air cutoff pipe.

[0027] In this embodiment, the first check base 2 is used for checking the CZDF-3 valve, the second check base 3 is used for checking the CZDF-1.8 valve, and the third check base 4 is used for checking the emergency exhaust valve. The first pipeline of the automatic brake valve 1 is connected with the first pipeline of the second check base 3 to realize the communication of the equalizing cylinder 6, and to verify the pressure reduction of the equalizing cylinder 6 when the normal brake is used. The fourth pipeline of the automatic brake valve 1 is connected with the fourth pipeline of the relay valve 5 to realize the communication of the automatic brake valve 1 and the relay valve 5, and to verify the control of the automatic brake valve 1 on the relay valve 5. The eighth pipeline of the automatic brake valve 1 is connected with the eighth pipeline of the second check base 3 to realize the communication of the automatic brake valve 1 and the CZDF-8 valve, and to verify the closing of the total wind source of the total wind cutoff valve when the automatic brake valve 1 is in operation. The second pipeline of the automatic brake valve 1 is connected with the second pipeline of the relay valve 5 to realize the communication of the automatic brake valve 1 and the train pipe of the relay valve 5, and to control the pressure change of the train pipe by the handle operation of the automatic brake valve 1. The third pipeline of the automatic brake valve 1 is connected with the third pipeline of the first check base 2 to realize the communication of the total wind pipe of the automatic brake valve 1 and the total wind pipe of the CZDF-3 valve, and to supply the pressure to the equalizing cylinder 6 when the total wind pressure is broken. The third pipeline of the first check base 2 is connected with the eighth pipeline of the second check base 3 to realize the connection of the CZDF-3 valve, the CZDF-8 valve and the total wind pipeline, and to supply the total wind source to each valve. The eighth pipeline of the second check base 3 is connected with the eighth pipeline of the relay valve 5 to realize the communication of the CZDF-8 valve and the relay valve 5, and to verify the total wind supply of the train pipe when the electric magnet valve of the CZDF-8 valve is powered. The second pipeline of the third check base 4 is connected with the second pipeline of the automatic brake valve 1 to realize the communication of the emergency exhaust valve and the train pipe of the automatic brake valve 1, and to verify the control of the emergency exhaust valve on the train pipe. The third pipeline of the third check base 4 is connected with the third pipeline of the relay valve 5 to realize the communication of the emergency exhaust valve and the total wind source, and to provide the pressure wind source for the opening of the emergency exhaust valve.

[0028] The first pipeline and the second pipeline of the automatic brake valve 1 are respectively connected with the pressure transmitter 10.

[0029] In this embodiment, the pressure transmitter 10 on the first pipeline is used for detecting the pressure of the equalizing cylinder 6, and transmitting the pressure data to the monitoring screen 12 for display. When the normal brake is used, the CZDF-1 valve is actuated to reduce the pressure of the equalizing cylinder by 110±10 Kpa. The pressure transmitter 10 on the second pipeline is used for detecting the pressure of the train pipe, and transmitting the pressure data to the monitoring screen 12 for display. The pressure of the train pipe changes with the normal brake and the emergency brake. When the normal brake is used, the pressure of the train pipe is reduced by 110±10 Kpa to slow down or stop the train. When the emergency brake is used, the pressure of the train pipe is reduced to 0 to stop the train.

[0030] As Figure 2 shown, the test bench body includes a hollow cavity 7, a test bench table 8 and a test bench display surface 9, the test bench table 8 is located at the top of the hollow cavity 7, and the test bench display surface 9 has an included angle with the test bench table 8.

[0031] In this embodiment, the checking device is arranged on the test bench body, so as to facilitate moving the checking device through the test bench body.

[0032] The display device includes a monitoring host 11, a monitoring screen 12, a total wind brake cylinder pressure gauge 13 and a train pipe equalizing air cylinder pressure gauge 15, the monitoring screen 12 is connected with the monitoring host 11, the total wind brake cylinder pressure gauge 13 is connected with a total wind cylinder 14, and the train pipe equalizing air cylinder pressure gauge 15 is connected with the equalizing air cylinder 6 and a train pipe, so as to display the pipeline pressure.

[0033] In this embodiment, the monitoring screen 12 is provided with a key on the operation interface, the key of the monitoring screen 12 is used to control the monitoring host 11 to electrify the electromagnetic valve of each valve to be checked, so as to check the valve, the monitoring screen 12 displays the pressure change of the equalizing air cylinder 6 and the train pipe transmitted by the pressure transmitter 10, so as to determine whether the valve to be checked is normally operated, the total wind brake cylinder pressure gauge 13 and the train pipe equalizing air cylinder pressure gauge 15 are both double-needle pressure gauges, the total wind brake cylinder pressure gauge 13 is connected with the total wind cylinder 14, so as to display the pipeline pressure of the total wind cylinder 14, and the train pipe equalizing air cylinder pressure gauge 15 is connected with the equalizing air cylinder 6 and the train pipe, so as to display the pipeline pressure of the equalizing air cylinder 6 and the train pipe. The monitoring host 11 is selected from the monitoring host produced by Henan Sishi Automation Equipment Co., Ltd., and the model is LKJ2000-H, and the monitoring screen 12 is selected from the monitoring screen produced by Henan Sishi Automation Equipment Co., Ltd., and the model is TYX-I.

[0034] The total wind cylinder 14 is installed in the test bench body, and the total wind cylinder 14 is also connected with the No. 3 pipe of the relay valve 5.

[0035] In this embodiment, the pressure of the total wind cylinder 14 is 750-900 Kpa, the total wind cylinder 14 provides pressure air source for the relay valve 5, the CZDF-3 valve and the emergency air release valve, and the total wind cylinder 14 provides pressure air source for the valve to be checked, so as to ensure that the valve to be checked is opened, thereby quickly discharging the train pipe pressure, and making the train pipe pressure drop to zero within 3 seconds.

[0036] The interfaces of the automatic brake valve 1, the first checking base 2, the second checking base 3, the third checking base 4, the relay valve 5 and the equalizing air cylinder 6 are all connected with the pipelines through quick connectors.

[0037] In the embodiment, the to-be-verified valve and the first verification base 2, the second verification base 3 or the third verification base 4 are quickly disassembled and assembled through the quick connector, and the connection between the valves is more convenient and fast through the quick connector.

[0038] The monitoring screen 12, the total wind brake cylinder pressure gauge 13 and the train pipe equalizing air cylinder pressure gauge 15 are located on the test bench display surface 9, the automatic brake valve 1, the first verification base 2, the second verification base 3 and the third verification base 4 are located on the test bench table surface 8 to detect the valve, and the monitoring host 11, the relay valve 5, the total wind cylinder 14, the equalizing air cylinder 6 and the train pipe are located in the hollow cavity 7.

[0039] In the embodiment, the monitoring screen 12, the total wind brake cylinder pressure gauge 13 and the train pipe equalizing air cylinder pressure gauge 15 are installed on the test bench display surface 9, which is convenient for observing and verifying data; the automatic brake valve 1, the first verification base 2, the second verification base 3 and the third verification base 4 are installed on the test bench table surface 8, which is convenient for the operator to verify and detect, and the first verification base 2, the second verification base 3 and the third verification base 4 are installed on the test bench table surface 8; the to-be-verified valve is installed on the first verification base 2, the second verification base 3 and the third verification base 4; the monitoring host 11, the relay valve 5, the total wind cylinder 14, the equalizing air cylinder 6 and the train pipe are protected by the hollow cavity 7.

[0040] The inverter power supply is also provided in the hollow cavity 7 to supply 110V DC voltage.

[0041] In the embodiment, the inverter power supply converts 220V voltage into 110V DC voltage to supply power to the monitoring host 11 and the monitoring screen 12, and the to-be-verified valve is powered by the plug-in of the monitoring host 11.

[0042] In use, the CZDF-3 valve is installed on the first checking base 2, the CZDF-1.8 valve is installed on the second checking base 3, and the emergency blow-off valve is installed on the third checking base 4, the monitoring host 11 and the monitoring screen 12 are powered by the inverter power supply, the plug-in of the monitoring host 11 powers the CZDF-1.8 valve, the CZDF-3 valve and the emergency blow-off valve, when the common brake is used, the automatic brake valve 1 is placed in the running position, the separate brake valve installed on the automatic brake valve 1 is placed in the full brake position, the pipeline pressure of the equalizing air cylinder 6 controlled by the automatic brake valve 1 is adjusted to 600 Kpa, during the whole braking process, the total air brake cylinder pressure gauge 13 and the train pipe equalizing air cylinder pressure gauge 15 continuously display the pipeline pressure of the total air cylinder 14, the equalizing air cylinder 6 and the train pipe, the checking mode is selected through the monitoring screen 12, after the checking is started, firstly, it is determined that the CZDF-1 valve has the air exhaust sound, or it is determined through the monitoring screen 12 that the pressure reduction amount of the train pipe is 110±10 Kpa, then, the air pressure leakage amount of the train pipe is checked through the monitoring screen 12, if the monitoring screen 12 displays that the pressure of the train pipe and the equalizing air cylinder 6 is restored to the original value, then the valve to be checked is qualified, when the emergency brake test is performed, the automatic brake valve 1 is placed in the running position, the separate brake valve installed on the automatic brake valve 1 is placed in the full brake position, the pipeline pressure of the equalizing air cylinder 6 controlled by the automatic brake valve 1 is adjusted to 600 Kpa, during the whole emergency brake test process, the total air brake cylinder pressure gauge 13 and the train pipe equalizing air cylinder pressure gauge 15 continuously display the pipeline pressure of the total air cylinder 14, the equalizing air cylinder 6 and the train pipe, the checking mode is selected through the monitoring screen 12, after the checking is started, if the monitoring screen 12 displays that the pressure of the train pipe is reduced to 0 Kpa within 3 seconds, and the pressure of the train pipe cannot be relieved when the train pipe is inflated, after waiting for a certain period of time, which can be 45-60 seconds, the train pipe is continuously inflated, the pressure of the train pipe is restored to a constant value through the monitoring screen 12, then the valve to be checked is qualified.

[0043] The above is only a preferred embodiment of the present application, and does not limit the present application, any simple modification, change and equivalent structure change of the above embodiment according to the technical essence of the present application still belong to the protection scope of the technical scheme of the present application.

Claims

1. A test bench for calibrating common valve components of locomotive monitoring devices, characterized by: The invention comprises a test bench body, a calibration device and a display device, wherein the calibration device and the display device are both located on the test bench body, the calibration device comprises an automatic brake valve (1), a first calibration base (2), a second calibration base (3), a third calibration base (4), a relay valve (5) and a balancing air cylinder (6), the No. 3 pipeline of the automatic brake valve (1) is connected to the 3A pipeline of the first calibration base (2), the No. 1 pipeline of the automatic brake valve (1) is connected to the 1P pipeline of the second calibration base (3), the No. 8 pipeline of the automatic brake valve (1) is connected to the 8O pipeline of the second calibration base (3), the No. 4 pipeline of the automatic brake valve (1) is connected to the relay valve (5 ), the 3P pipeline of the first calibration base (2) is connected to the 8P pipeline of the second calibration base (3), the 8A pipeline of the second calibration base (3) is connected to the 8 pipeline of the relay valve (5), the 2 pipeline of the relay valve (5) is connected to the 2 pipeline of the automatic brake valve (1) and the train pipe, the 2 pipeline of the third calibration base (4) is respectively connected to the 2 pipeline of the automatic brake valve (1) and the 2 pipeline of the relay valve (5), the 3 pipeline of the third calibration base (4) is respectively connected to the 3 pipeline of the relay valve (5) and the main air cylinder (14), and the balancing air cylinder (6) is connected to the 1 pipeline of the automatic brake valve (1).

2. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 1, characterized in that: Pipeline No. 1 and pipeline No. 2 of the automatic brake valve (1) are respectively connected to pressure transmitters (10).

3. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 1, characterized in that: The test bench body comprises a hollow cavity (7), a test bench table (8) and a test bench display surface (9), wherein the test bench table (8) is located at the top of the hollow cavity (7), and an angle is formed between the test bench display surface (9) and the test bench table (8).

4. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 3, characterized in that: The display device comprises a monitoring host (11), a monitoring screen (12), a total air brake cylinder pressure gauge (13) and a train pipe balancing air cylinder pressure gauge (15); the monitoring screen (12) is connected to the monitoring host (11); the total air brake cylinder pressure gauge (13) is connected to the total air cylinder (14); and the train pipe balancing air cylinder pressure gauge (15) is connected to the balancing air cylinder (6) and the train pipe to facilitate display of pipeline pressure.

5. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 1, characterized in that: The main air cylinder (14) is installed inside the test bench body, and the main air cylinder (14) is also connected to the No. 3 pipeline of the relay valve (5).

6. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 1, characterized in that: The interfaces of the automatic brake valve (1), the first calibration base (2), the second calibration base (3), the third calibration base (4), the relay valve (5) and the balancing air cylinder (6) are all connected to the pipeline via quick connectors.

7. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 4, characterized in that: The monitoring screen (12), the total air brake cylinder pressure gauge (13) and the train pipe equalizing air cylinder pressure gauge (15) are all located on the test bench display surface (9); the automatic brake valve (1), the first calibration base (2), the second calibration base (3) and the third calibration base (4) are all located on the test bench surface (8) for valve component inspection; the monitoring host (11), the relay valve (5), the total air cylinder (14), the equalizing air cylinder (6) and the train pipe are all located in the hollow cavity (7).

8. A test bench for calibrating common valve components of a locomotive monitoring device according to claim 3, characterized in that: An inverter power supply is also provided in the hollow cavity (7) to facilitate the supply of 110V DC voltage.

Images