Testing equipment for air spring control unit (LST) of maglev train

Abstract

The utility model provides a maglev train air spring control unit (LST) test device comprising an air source used for supplying air to a tested LST; the adaptive plate is used for installing a tested LST, and the adaptive plate is communicated with or cut off from an air source through an air inlet ball valve; the gas storage tank is communicated with the output end of the tested LST on the adapter plate; the control box is used for controlling the tested LST and collecting pressure signals of the tested LST, and the control box further controls opening and closing of the air inlet ball valve; the first pressure measuring device is connected to the air source; and the second pressure measuring device is connected to the gas storage tank and is used for detecting the pressure change of the gas storage tank. Through the independent air source, the adaptive plate, the control box and the pressure measuring device, the LST testing device can be separated from a train to independently test the LST, so that the inconvenience of train field testing is avoided, and the testing efficiency and flexibility are improved.

Description

Technical Field

[0001] This utility model relates to the field of functional testing equipment for maglev trains, and in particular to a testing device for the air spring control unit (LST) of a maglev train. Background Technology

[0002] Maglev trains, with their advantages of high speed, low noise, and low energy consumption, have become an important development direction in modern transportation. Their safe and reliable operation depends on the proper functioning of each subsystem, among which the levitation system is crucial. The levitation system utilizes the combined action of the elastic force of air springs and electromagnetic force to achieve stable levitation of the train. The air spring control unit (LST), as the core actuator of the levitation system, is responsible for controlling the inflation and deflation of the air springs, directly affecting the train's levitation performance and passenger comfort. To ensure the safe operation of maglev trains, the LST needs to be regularly inspected and maintained.

[0003] The LST operates on a pneumatic control principle, integrating multiple pneumatic components including pressure switches, solenoid valves, throttle valves, and check valves. Based on the design principle of redundant control for the maglev train's suspension frame, the LST can perform redundant control based on fault information from the suspension magnet control unit, controlling the corresponding solenoid valves to release air from the air springs to a specific pressure value. For example, when one suspension magnet control unit experiences a chassis shutdown fault, the LST will control the air springs to release air to 4.0 bar; when two adjacent suspension magnet control units simultaneously experience shutdown faults, the LST will control the air springs to release air to 1.5 bar.

[0004] The internal structure of the LST is relatively complex, including a cavity, mounting plate, various valves, pressure switches, electrical connectors, and corresponding wiring. Its performance is affected by several parameters, such as the pressure switch setpoint and the discharge rate of the throttle valve. To ensure the LST's proper operation, these parameters need precise control and monitoring. For example, the pressure switch DS1 is set to 2 bar. When the air pressure is above 2 bar, the 2-position 2-way solenoid valve is in the charging state; when the air pressure is below 2 bar, it is closed. Similarly, the pressure switch controls the air spring's discharge action at 4 bar and 1.5 bar. Furthermore, the throttle valve's discharge rate also needs to be controlled to ensure the air spring completes the charging and discharging process within a specified time. For example, the fast discharge throttle valve needs to ensure the air spring decreases from 7.5 bar to 4.0 bar within 7 seconds, while the slow discharge throttle valve needs to ensure the air spring decreases from 7.5 bar to 1.5 bar within 29 seconds.

[0005] Existing LST testing methods typically require on-site testing on the train, connecting the testing equipment to the LST installed on the train. This method has several drawbacks: First, due to the limited space and inconvenient operation of the LST installed on the train, disassembly, assembly, and adjustment of components are extremely difficult, increasing the complexity and workload of the testing. Second, existing dedicated functional testers can only perform tests with the LST installed on the train, and each unit test takes approximately 30 minutes, resulting in low efficiency. Third, due to the limitations of the testing environment, existing testing methods struggle to effectively detect the airtightness of the LST, especially minute leaks, easily leading to false positives and affecting the accuracy of the test results. Furthermore, the measurement process requires the train to be powered on, which not only increases energy consumption but also affects other maintenance work that requires power outages. Finally, the repeated inflation and deflation during testing causes frequent starts and stops of the train's onboard air compressor, accelerating wear and tear on the compressor, shortening its lifespan, and increasing maintenance costs.

[0006] Especially when LST (Limited-Screen Tightness) leaks are detected, the testing is conducted on the train, where various potential leak points exist, such as connecting pipes and valve interfaces. These leak points can interfere with the LST's own leak detection, making it difficult to accurately determine whether the LST itself is leaking and the extent of the leak. Because the LST cannot be isolated for independent testing, even minor leaks can easily be masked by other leak points, leading to false positives and incorrect judgments that the LST's airtightness is acceptable, potentially resulting in safety hazards.

[0007] In summary, existing LST testing methods have many limitations, and there is an urgent need for a more efficient, convenient, and accurate LST testing device and method to solve the above problems, improve the efficiency and quality of maglev train maintenance, and ensure the safe and reliable operation of the train. Utility Model Content

[0008] The purpose of this invention is to provide a testing device for the air spring control unit (LST) of a maglev train, which eliminates the need to test the LST on the train and removes the influence of air tightness on the test results.

[0009] To achieve the above objectives, this utility model discloses a testing device for an air spring control unit (LST) of a maglev train in one embodiment, comprising: an air source for supplying air to the LST under test; an adapter plate for mounting the LST under test, the adapter plate being connected to or disconnected from the air source via an air inlet valve; an air storage tank connected to the output terminal of the LST under test on the adapter plate; a control box for controlling the LST under test and acquiring its pressure signal, the control box also controlling the opening and closing of the air inlet valve; a first pressure measuring device connected to the air source; and a second pressure measuring device connected to the air storage tank for detecting pressure changes in the air storage tank. With independent air source, adapter plate, control box, and pressure measuring devices, this utility model allows for independent testing of the LST without the need for train operation, avoiding many inconveniences of on-site testing on the train and improving testing efficiency and flexibility.

[0010] Preferably, when the pressure in the gas storage tank reaches a predetermined value, the control box can control the inlet valve to close. This feature makes airtightness testing possible; by closing the inlet valve, the gas source can be isolated, thereby accurately determining whether there is a leak in the LST (Lower Surface Temperature Tank), avoiding interference from environmental leaks during testing on the train, and improving the accuracy of airtightness testing.

[0011] Preferably, the gas source is connected in parallel to multiple adapter boards. This feature allows for the simultaneous testing of multiple LSTs, improving testing efficiency, and is especially suitable for batch testing and screening of LSTs, reducing testing costs and time.

[0012] Preferably, the control box controls the inlet valve corresponding to each LST and performs synchronous sampling. This feature can simulate the real operating conditions of multiple LSTs on the train and evaluate the mutual influence between LSTs, such as pressure fluctuations and airflow interference, thereby providing a more comprehensive assessment of the performance and reliability of the LSTs.

[0013] Preferably, the volume of the air tank is equal to or a preset multiple of the volume of the train's air springs. This feature can more accurately simulate the inflation and deflation characteristics of the train's air springs, improve the accuracy and reliability of the test results, and can simulate the total volume of air springs for different train models or multiple carriages based on the preset multiple relationship.

[0014] Preferably, the air source is connected to the adapter plate via an air source cylinder, the volume of which is smaller than that of the air tank. This feature allows the air source cylinder to act as a buffer, providing a stable air pressure output and avoiding the impact of air source fluctuations on test results, while the smaller volume can shorten test preparation time.

[0015] Preferably, the volume of the gas storage tank is an integer multiple of the volume of the gas source cylinder. This feature simplifies the selection and matching of the gas storage tank and the gas source cylinder, and facilitates the assembly and maintenance of the testing equipment.

[0016] Preferably, the adapter board includes mounting interfaces for installing different models of LSTs. This feature expands the applicability of the test equipment, enabling the testing of different LST models and improving the versatility and usability of the test equipment.

[0017] This invention provides an independent air source, adapter plate, control box, and pressure measuring device, enabling the LST to be removed from the train and tested independently on the ground, thus avoiding the limitation of having to measure on the train. In particular, by controlling the opening and closing of the air inlet valve through the control box, accurate detection of the LST's airtightness is achieved, accurately identifying even minor leaks and mitigating the false detection problems caused by LST airtightness in existing technologies. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a test device for an air spring control unit (LST) of a maglev train according to one embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of the control box according to one embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the structure of an LST according to one embodiment of the present invention. Detailed Implementation

[0021] The present invention will be described more clearly and completely below through embodiments and in conjunction with the accompanying drawings.

[0022] Figure 1 This is a schematic diagram of the structure of a testing device for an air spring control unit (LST) of a maglev train according to one embodiment of this utility model. Figure 1 As shown, this embodiment provides a testing device for the air spring control unit (LST) of a maglev train, such as... Figure 1 As shown, the main components include: a gas source 5 for supplying gas to the LST under test; adapter plates 21 and 22 for mounting the LST under test; a gas storage tank 11 connected to the output terminal of the LST under test on adapter plates 21 and 22; a control box 3 for controlling the LST under test and acquiring its pressure signal; a first pressure measuring device 121 connected to the gas source 5; and a second pressure measuring device 111 connected to the gas storage tank 11 for detecting pressure changes in the gas storage tank 11. Adapter plates 21 and 22 are connected to or disconnected from the gas source 5 via inlet valves 41, 42, 43, and 44, and the control box 3 controls the opening and closing of the inlet valves 41, 42, 43, and 44. Through the coordinated operation of these components, this invention can achieve comprehensive testing of the LST, including functional testing and airtightness testing.

[0023] When the pressure in the gas tank 11 reaches a predetermined value, the control box 3 can close one or more of the inlet valves 41, 42, 43, and 44. This is crucial for conducting airtightness tests, effectively isolating the gas source 5, and thus accurately determining whether the LST itself is leaking.

[0024] To improve testing efficiency, the air source 5 of this invention can be connected in parallel to multiple adapter boards 21 and 22. This allows for the simultaneous testing of multiple LSTs, making it particularly suitable for batch testing and screening. The control box 3 can independently control the inlet air valves 41, 42, 43, and 44 corresponding to each LST and perform synchronous sampling, thereby simulating the real operating conditions of multiple LSTs on a train and evaluating the mutual influence between LSTs.

[0025] To more accurately simulate the inflation and deflation characteristics of train air springs, the volume of the air tank 11 is set to be equal to or a preset multiple of the volume of the train air spring. The air source 5 is connected to the adapter plates 21 and 22 via the air source cylinder 2. The volume of the air source cylinder 2 is smaller than the volume of the air tank 11, serving as a buffer and pressure stabilizer. In this embodiment, the volume of the air tank 11 is an integer multiple of the volume of the air source cylinder 2, facilitating the assembly and maintenance of the testing equipment. To accommodate different models of LSTs, the adapter plates 21 and 22 are designed to accommodate different models of LSTs, improving the versatility and practicality of the testing equipment.

[0026] Specifically, the LST is the core actuator of the air spring system in a maglev train. Its main function is to control the inflation and deflation of the air springs based on signals from the levitation magnet control unit to maintain the train's stable levitation. Figure 3 As shown, a typical LST includes multiple pneumatic and electronic components, such as pressure switches DS1, DS2, and DS3, two-position two-way solenoid valves MV1 and MV3, a two-position five-way solenoid valve MV2, throttle valves, check valves, etc. These components are interconnected through pneumatic and electrical circuits to form a complex control system. The maglev train air spring control unit (LST) test equipment of this embodiment mainly consists of the following parts: air source 5, adapter plates 21 and 22, air tank 11, control box 3, first pressure measuring device 121, and second pressure measuring device 111.

[0027] Air source 5: Used to supply air to the LST being measured, and can be a compressed air tank, air pump, or other device capable of providing stable air pressure. In this embodiment, air source 5 is connected to adapter plates 21 and 22 via air source cylinder 2. The volume of air source cylinder 2 is 5L, which serves as a buffer and pressure stabilizer. A first pressure measuring device 121 (digital pressure gauge) is connected to air source 5 to display the pressure value of the air source.

[0028] Adapter plates 21 and 22 are used to mount the LST under test. The adapter plates are designed to match the shape and size of the LST's mounting base and are equipped with bolt holes and locating pins for fixing the LST. Adapter plates 21 and 22 are connected to or disconnected from the air source cylinder 2 via air inlet valves 41, 42, 43, and 44. Each adapter plate has two air inlet valves, corresponding to the left and right air inlets of the LST respectively. The appropriate air inlet valve can be opened according to the actual air inlet direction of the LST under test. To accommodate different LST models (e.g., TR08 and TR09), this invention provides two types of adapter plates 21 and 22, each corresponding to different mounting interfaces and sizes. The design of the adapter plates makes the installation and removal of the LST more convenient and improves testing efficiency.

[0029] Air tank 11: Used to simulate the air spring on a train, its volume is equal to or a preset multiple of the volume of the train's air spring, for example, 20L. In this embodiment, the volume of the air tank 11 is equal to the volume of the train's air spring, which can more accurately simulate the inflation and deflation characteristics of the train's air spring. A second pressure measuring device 111 (digital pressure gauge) is connected to the air tank 11 to detect pressure changes in the air tank.

[0030] Control box 3: Used to control the measured LST and acquire the pressure signal of the measured LST. The control box also controls the opening and closing of the inlet valves 41, 42, 43, and 44. Figure 2 As shown, control box 3 includes a power module, control circuit, switches SB1, SB2, SB3, indicator lights D1, D2, D3, and an electrical connector for connection to the LST. The input power of the control box is 220VAC, which is converted into the DC voltage required by the LST by the internal power module. Control box 3 connects to the electrical signal interface of the LST via the electrical connector, and can control the on / off state of each solenoid valve of the LST and collect signals from the pressure switches. Switches SB1, SB2, and SB3 on the control box panel control the two-position two-way solenoid valve MV1, the two-position five-way solenoid valve MV2, and the two-position two-way solenoid valve MV3 of the LST, respectively. The signals from pressure switches DS1, DS2, and DS3 are fed back to the indicator lights D1, D2, and D3 of the control box; when the pressure reaches the set value, the corresponding indicator light illuminates.

[0031] The control functions of control box 3 are as follows: When switch SB1 is toggled, the control box outputs a signal to energize the two-position two-way solenoid valve MV1 of the LST. Compressed air from air source 5 enters the air storage tank 11 through air source cylinder 2, inlet air valve (41 or 42, depending on the air intake direction of the LST), and the air passage inside the LST. The pressure in air storage tank 11 gradually increases, which can be monitored in real time by the second pressure measuring device 111 (digital pressure gauge). When the pressure in air storage tank 11 reaches a predetermined value, control box 3 controls the corresponding inlet air valve (41 or 42) to close, stopping the air supply. This process can be used to test the inflation function and pressure switch function of the LST. Similarly, by toggling switches SB2 and SB3, the exhaust solenoid valves MV2 and MV3 of the LST can be controlled, and the pressure change of air storage tank 11 can be monitored by the second pressure measuring device 111 to test the exhaust function, throttle valve function, and check valve function of the LST. In other embodiments, the inlet air valves 41, 42, 43, and 44 can also be manually switched.

[0032] This embodiment also includes methods for functional testing and airtightness testing of LST components.

[0033] The testing methods for the LST component's functionality are as follows:

[0034] Install the LST to be tested onto the corresponding adapter plate (21 or 22) and tighten the fixing bolts.

[0035] Connect the output of LST to the gas storage tank 11.

[0036] Connect the power cord of control box 3 to a 220VAC power supply, and connect the signal line of control box 3 to the electrical signal interface of LST via an electrical connector.

[0037] Open the main valve of gas source 5 and confirm the gas source pressure is 8 bar using the first pressure measuring device 121.

[0038] According to the air intake direction of the LST being tested, open the corresponding air intake valve (one or more of 41, 42, 43 or 44) at the front of the adapter board.

[0039] The LST's inflation and deflation solenoid valves are controlled by switches SB1, SB2, and SB3 on control box 3, respectively. The pressure changes in the gas tank 11 and the status of indicator lights D1, D2, and D3 on control box 3 are observed through the second pressure measuring device 111 to determine if the various components of the LST are functioning correctly. For example, when testing the inflation function of MV1, switch SB1 is toggled, and it is observed whether the pressure in the gas tank 11 increases and whether indicator lights D1, D2, and D3 illuminate sequentially according to the predetermined pressure values. When testing the deflation functions of MV2 and MV3, switches SB2 and SB3 are toggled respectively, and it is observed whether the pressure in the gas tank 11 decreases. The time required for the pressure to drop to 4 bar and 1.5 bar is recorded to determine if the throttle valve performance meets the requirements.

[0040] The method for airtightness testing is as follows:

[0041] Install the LST onto the adapter board, connect the gas tank 11 and the control box 3, and turn on the gas source 5.

[0042] The control box 3 controls the LST inflation solenoid valve MV1 to pressurize the gas tank 11 to the same pressure as the gas source.

[0043] Turn off switch SB1 on control box 3 to de-energize MV1.

[0044] Close the air inlet valve at the front of the adapter board to isolate the air source.

[0045] Record the pressure value of the gas storage tank 11 displayed by the second pressure measuring device 111.

[0046] Keep the test equipment in operation for 24 hours, and record the pressure value displayed by the second pressure measuring device 111 again.

[0047] The difference between the two pressure values ​​is the airtightness leakage rate over 24 hours. Based on the amount of leakage, it can be determined whether the LST's airtightness is up to standard.

[0048] The LST testing equipment and method provided by this invention can independently and rapidly test various performance aspects of an LST, including its functionality and airtightness, from the ground. By using an independent air source and control system, it avoids dependence on the train's air source and power supply systems, eliminating the need for on-site testing on the train. This solves the problems of inconvenient testing, low efficiency, and difficulty in airtightness testing in existing technologies. Furthermore, this invention can connect multiple adapter boards and LSTs in parallel to achieve simultaneous testing of multiple units, further improving testing efficiency. It can also simulate the real-world operating conditions of multiple LSTs on a train, providing a more comprehensive evaluation of the LST's performance and reliability.

Claims

1. A testing device for the air spring control unit (LST) of a maglev train, characterized in that, include: Gas source, used to supply gas to the LST being measured; An adapter plate is used to install the LST under test. The adapter plate is connected to or disconnected from the air source through an air inlet valve. A gas storage tank, which is connected to the output terminal of the LST being tested on the adapter board; The control box is used to control the LST being measured and to acquire the pressure signal of the LST being measured. The control box also controls the opening and closing of the inlet valve. A first pressure measuring device is connected to the gas source; A second pressure measuring device is connected to the gas storage tank to detect pressure changes in the gas storage tank.

2. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 1, characterized in that, When the pressure in the gas storage tank reaches a predetermined value, the control box can control the air inlet valve to close.

3. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 2, characterized in that, The gas source is connected in parallel to multiple adapter boards.

4. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 3, characterized in that, The control box controls the inlet balloon valve corresponding to each LST and performs synchronous sampling.

5. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 4, characterized in that, The volume of the air storage tank is equal to or a preset multiple of the volume of the train air spring.

6. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 5, characterized in that, The gas source is connected to the adapter plate via a gas source cylinder, and the volume of the gas source cylinder is smaller than the volume of the gas storage tank.

7. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 6, characterized in that, The volume of the gas storage tank is an integer multiple of the volume of the gas source cylinder.

8. The testing equipment for the air spring control unit (LST) of a maglev train according to claim 7, characterized in that, The adapter board includes mounting interfaces for installing different models of LST.

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