A multi-standard brake system single vehicle test device

Abstract

This utility model relates to the field of air braking technology for railway freight cars, and discloses a single-vehicle testing device for a multi-standard braking system, including an air circuit system, a pressure detection unit, and a control unit. The air circuit system includes multiple independent pneumatic circuits, each with a corresponding standard fast-charging air circuit, slow-charging air circuit, braking test air circuit, and functional volume air cylinder. A proportional pressure regulating valve is provided at the main air inlet of the air circuit system, and the outlet of the proportional pressure regulating valve is connected to the air inlet of each pneumatic circuit. The pressure detection unit is electrically connected to the control unit and is used to collect pressure data from each pneumatic circuit and transmit it to the control unit. The control unit is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit, used to switch the target pneumatic circuit and adjust the test pressure. This utility model enables single-vehicle testing of multiple standard braking systems with a single device, replacing the original configuration mode of multiple dedicated testing devices.

Description

Technical Field

[0001] This utility model relates to the field of air braking technology for railway freight cars, and in particular to a single-vehicle test device for a multi-standard braking system. Background Technology

[0002] The air braking system of railway freight cars is a core component that ensures the safe operation of railway freight cars. The stability and reliability of its braking performance directly determine the safety, operating efficiency and track adaptability of railway freight transportation. It is a core system that must undergo strict performance verification in the manufacturing, delivery and maintenance of railway freight cars.

[0003] Currently, the global railway industry has developed multiple mature industry standards for braking systems based on different regional railway network conditions, operational scenarios, and transportation demands. Among these, the most widely used standards include the Chinese Railway Industry Standard (TB), the International Union of Railways (UIC) standard, and the Association of North American Railroads (AAR) standard. The UIC standard corresponds to a three-pressure braking system, suitable for railway networks with short track lengths, short train formations, and high train frequency. The Chinese Railway Industry Standard and the AAR standard both correspond to two-pressure direct-acting braking systems, primarily suited for long-formation, heavy-haul freight trains. These different standard systems exhibit significant differences in the performance parameters, test verification items, test procedures, and core technical requirements for test equipment.

[0004] With the technological upgrading and market expansion of China's railway equipment manufacturing industry, the export scale of railway freight cars continues to grow. Export freight cars for different markets around the world need to be adapted to the braking system standards of the corresponding regions. The factory delivery and customer acceptance of the braking system must strictly follow the corresponding standards to complete the single-vehicle test.

[0005] In existing technologies, single-vehicle testing of braking systems of different standards requires dedicated testing equipment. The air circuit structure, control logic, and volume matching of various equipment are incompatible, making cross-standard compatibility impossible. In scenarios where multiple standard braking systems are produced in parallel, manufacturers need to configure multiple sets of dedicated testing equipment, which not only significantly increases the costs of equipment purchase, daily maintenance, and calibration, but also occupies a large amount of production space. At the same time, when switching between products of different standards, it is necessary to frequently switch testing equipment and readjust testing stations, which seriously affects the production cycle and prolongs the product delivery cycle, making it difficult to adapt to the high-efficiency production needs of multi-category, large-scale export trucks.

[0006] In addition, most existing dedicated testing equipment uses pointer-type instruments for pressure monitoring, relying on manual reading and manual pressure adjustment. This not only results in significant human reading errors and insufficient pressure control accuracy, but also fails to fully record the dynamic pressure changes throughout the entire testing process. It is difficult to accurately reproduce the dynamic response characteristics of the braking system, which is not conducive to the traceability of test data and the accurate troubleshooting of braking system faults, thus restricting the quality and efficiency of braking system acceptance. Utility Model Content

[0007] To address the aforementioned issues, this invention proposes a single-vehicle testing device for multiple standard braking systems, enabling single-vehicle testing operations that can be performed using a single device compatible with multiple standard braking systems, thus replacing the original configuration mode of multiple dedicated testing devices.

[0008] The technical solution adopted in this utility model is as follows:

[0009] A single-vehicle testing device for a multi-standard braking system includes an air circuit system, a pressure detection unit, and a control unit. The air circuit system includes multiple independent pneumatic circuits, each equipped with a corresponding standard fast-charging air circuit, slow-charging air circuit, braking test air circuit, and functional volume air cylinder. The main air inlet of the air circuit system is equipped with a proportional pressure regulating valve, the outlet of which is connected to the air inlet of each pneumatic circuit. The pressure detection unit is electrically connected to the control unit and is used to collect pressure data from each pneumatic circuit and transmit it to the control unit. The control unit is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit, respectively, for switching the target pneumatic circuit and adjusting the test pressure.

[0010] Furthermore, all air passages of the multiple independent pneumatic circuits are integrated inside the same integrated pneumatic circuit board. The surface of the integrated pneumatic circuit board is provided with an installation interface that communicates with each air passage. The proportional pressure regulating valve, the control valve of each pneumatic circuit, and the functional volumetric air cylinder are all sealed and fixed at the corresponding installation interface of the integrated pneumatic circuit board.

[0011] Furthermore, the control valves used to control the on / off state of the air circuit in each pneumatic circuit adopt a combined integrated valve island structure. All control valves are integrated on the same valve island base, and the valve island base is provided with an internal flow channel that communicates with the corresponding pneumatic circuit.

[0012] Furthermore, each pneumatic circuit has an independent air-charging control valve connected in series between its fast and slow air-charging circuits, and each pneumatic circuit also has an independent exhaust control valve connected in series. Both the air-charging and exhaust control valves are electrically controlled valves, and their control terminals are electrically connected to the control unit.

[0013] Furthermore, the pressure detection unit includes multiple pressure transmitters, each of which is installed at the train pipe interface, functional volume air cylinder, brake cylinder monitoring interface and auxiliary air pipe monitoring interface of each pneumatic circuit. The signal output terminal of each pressure transmitter is electrically connected to the control unit.

[0014] Furthermore, the control unit includes a programmable controller and a human-machine interface touch screen. The signal input terminal of the programmable controller is electrically connected to the pressure detection unit, and the signal output terminal is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit, respectively. The human-machine interface touch screen is communicatively connected to the programmable controller.

[0015] Furthermore, the programmable controller and the human-machine interface touch screen are integrated and installed in the same electrical control box. The electrical control box is equipped with a terminal block, and the connection lines of the programmable controller, the human-machine interface touch screen and external electrical components are all neatly connected through the terminal block.

[0016] Furthermore, the multi-standard braking system single-vehicle test device also includes a mobile trolley body. The air circuit system, pressure detection unit and control unit are all fixedly installed on the mobile trolley body, and the bottom of the mobile trolley body is equipped with lockable casters.

[0017] Furthermore, the mobile trolley body is provided with upper and lower layered closed mounting cavities. The lower mounting cavity is used to fix and install the functional volume cylinder and pipeline components of the air circuit system, and the upper mounting cavity is used to fix and install the electrical components of the control unit. The side wall of the trolley body is provided with an openable and closable maintenance door corresponding to the position of each mounting cavity.

[0018] Furthermore, a pressure regulating dust filter is connected in series at the front end of the air inlet of the proportional pressure regulating valve, and the air outlet of the pressure regulating dust filter is sealed and connected to the air inlet of the proportional pressure regulating valve. The pressure regulating dust filter has a built-in dust filter element and a pressure regulating valve core.

[0019] The beneficial effects of this utility model are as follows:

[0020] 1. This utility model integrates multiple independent pneumatic circuits corresponding to different industry standards within a single testing device. Combined with a proportional pressure regulating valve and centralized control unit uniformly set at the main air intake, it enables single-vehicle testing of multiple standard braking systems with a single device, replacing the original configuration of multiple dedicated testing devices. This structural design significantly reduces equipment purchase costs, daily maintenance and calibration costs, and substantially reduces the production space occupied by the testing device. Furthermore, it eliminates the need for switching testing devices and reconfiguring workstations when transitioning to different standard products, effectively optimizing production cycle time and significantly improving the production and delivery efficiency of multi-standard braking system products. It can fully adapt to the production needs of multi-category, large-scale railway freight car manufacturing.

[0021] 2. This utility model optimizes the pneumatic circuit structure by integrating a pneumatic circuit board and a combined integrated valve island. It integrates the pneumatic flow channels of multiple pneumatic circuits, replacing numerous previously scattered external pipes and independent valves. This significantly reduces leakage points in the pneumatic system and substantially improves its sealing performance and operational stability. Simultaneously, the integrated pneumatic structure greatly enhances the overall integration of the device, reduces its size, and enables centralized installation and unified maintenance of pneumatic components. This effectively reduces assembly difficulty and the workload of subsequent maintenance. Furthermore, the pressure-regulating filter structure connected in series at the front end of the proportional pressure regulating valve filters impurities and pre-stabilizes the input air source, preventing impurities from causing wear and jamming on pneumatic components, effectively extending the device's service life, and further improving the stability and accuracy of the proportional pressure regulating valve's pressure control.

[0022] 3. This utility model, through its independently configured charging and exhaust control valves for each pneumatic circuit, combined with multi-point pressure detection elements and a unified control unit, achieves automated control of the testing process and accurate acquisition of pressure data throughout the entire process. This structural design allows for flexible adjustment of the charging and exhaust rates and pressure changes of the corresponding pneumatic circuits, precisely adapting to the different standards' testing requirements for charging, exhausting, and depressurization. It avoids human error caused by manual pressure adjustment and operation, significantly improving the controllability of the testing process and the accuracy of the test results. Simultaneously, it can completely collect and record pressure change data at key points throughout the entire testing process, accurately reproducing the dynamic response characteristics of the braking system. This facilitates quick identification and troubleshooting of braking system faults by operators, not only improving the quality control level of the braking system acceptance process but also providing complete and reliable data support for full-process traceability of test data and product performance optimization.

[0023] 4. This utility model, through the integrated installation structure of the mobile trolley body and the design of separate upper and lower layered installation cavities, achieves flexible movement and workstation adaptation of the device, while simultaneously completing the separate installation of the pneumatic and electrical components. The lockable casters allow the device to be flexibly moved to different workstations according to production needs, eliminating the need for fixed installation at a single workstation, significantly improving the device's flexibility and site adaptability. The upper and lower layered enclosed cavity structure prevents the impact of pneumatic component leaks on the electrical components, enhancing the safety of device operation. Furthermore, the openable maintenance door facilitates independent inspection and maintenance of the pneumatic and electrical systems, further optimizing the device's performance and ease of maintenance. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the air circuit of a single-vehicle test device for a multi-standard braking system according to Embodiment 2 of this utility model. Detailed Implementation

[0025] To provide a clearer understanding of the technical features, objectives, and effects of this utility model, specific embodiments are now described. It should be understood that the specific embodiments described herein are merely illustrative of this utility model and are not intended to limit it; that is, the described embodiments are only a part of, and not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0026] Example 1

[0027] This embodiment provides a single-vehicle testing device for a multi-standard braking system, including an air circuit system, a pressure detection unit, and a control unit. The air circuit system includes multiple independent pneumatic circuits, each with a corresponding standard fast-charging air circuit, slow-charging air circuit, braking test air circuit, and functional volume air cylinder. The main air inlet of the air circuit system is equipped with a proportional pressure regulating valve, the outlet of which is connected to the air inlet of each pneumatic circuit. The pressure detection unit is electrically connected to the control unit and is used to collect pressure data from each pneumatic circuit and transmit it to the control unit. The control unit is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit, and is used to switch the target pneumatic circuit and adjust the test pressure.

[0028] Specifically, the main air intake of the pneumatic system is connected to an external air source. The airflow passes through a proportional pressure regulating valve and enters the corresponding selected pneumatic circuit. According to the execution standard of the braking system under test, the control unit switches to the matching independent pneumatic circuit, connecting the pneumatic circuit with the pipeline of the braking system under test. The fast charging and slow charging circuits complete the air charging operation required by the corresponding standard, and the braking performance tests of the corresponding standard are completed through the braking test air circuit. The functional volume air cylinder matches the pipeline volume requirements of the corresponding standard to provide a suitable pneumatic environment for the test. The pressure detection unit collects the pressure data of each key point of the pneumatic circuit in real time and transmits it to the control unit. The control unit adjusts the output pressure of the proportional pressure regulating valve and the on / off state of the corresponding pneumatic circuit control valve according to the collected pressure data and test requirements to complete the entire test operation.

[0029] It should be noted that this device integrates multiple independent pneumatic circuits corresponding to different standards, enabling a single device to complete single-vehicle testing of multiple standard braking systems without the need for switching between multiple dedicated testing equipment. This significantly reduces the production space occupied by the equipment and lowers the cost of equipment purchase and maintenance. By uniformly regulating the input pressure of each pneumatic circuit through proportional pressure regulating valves, and cooperating with the control unit to complete the switching and pressure regulation of pneumatic circuits, the testing operation process can be simplified, the testing efficiency and pressure control accuracy can be improved, and it can adapt to the testing requirements of braking systems of different standards.

[0030] Preferably, all air passages of multiple independent pneumatic circuits are integrated inside the same integrated pneumatic circuit board. The surface of the integrated pneumatic circuit board is provided with an installation interface that communicates with each air passage. The proportional pressure regulating valve, the control valve of each pneumatic circuit, and the functional volumetric air cylinder are all sealed and fixed at the corresponding installation interface of the integrated pneumatic circuit board.

[0031] Specifically, the integrated pneumatic circuit board can be made from a single piece of metal sheet. All pneumatic channels are precisely machined into the interior of the sheet, eliminating the need for additional pipe connections. Each pneumatic component is fixed to the corresponding mounting interface on the surface of the integrated pneumatic circuit board via a sealing connector, allowing the air port of the component to be directly and sealed to the internal pneumatic channel, thus forming a complete pneumatic system.

[0032] It should be noted that the integrated gas circuit board design significantly reduces the amount of external piping used, lowers the risk of leakage at pipe connections, and improves the sealing performance and operational stability of the gas circuit system. At the same time, the integrated structural design reduces the overall size of the gas circuit system, optimizes the spatial layout of the device, and facilitates the overall installation and subsequent maintenance of the device.

[0033] Preferably, the control valves used to control the on / off state of the air circuit in each pneumatic circuit adopt a combined integrated valve island structure, with all control valves integrated on the same valve island base, and the valve island base is provided with an internal flow channel that communicates with the corresponding pneumatic circuit.

[0034] Specifically, all control valves in the same pneumatic circuit are integrated and installed on the same valve island base. The valve island base has internal flow channels that match the corresponding pneumatic circuit, replacing the external connecting pipes between the control valves. The valve core assemblies of the control valves are integrated and assembled in the corresponding mounting positions of the valve island base. The electrical control interfaces of the control valves are centrally located on the same side of the valve island base.

[0035] It should be noted that the adoption of a combined integrated valve island structure further reduces the leakage points in the gas circuit, improves the integration of the gas circuit system, and realizes centralized installation and centralized wiring of control valves, which greatly simplifies the assembly process and electrical wiring layout of the device, facilitates unified inspection and replacement of control valves in the later stage, and improves the efficiency of maintenance operations.

[0036] Preferably, each pneumatic circuit has an independent air-charging control valve connected in series for both the fast and slow air-charging circuits, and each pneumatic circuit also has an independent exhaust control valve connected in series. Both the air-charging control valve and the exhaust control valve are electrically controlled valves, and their control terminals are electrically connected to the control unit.

[0037] Specifically, the air charging control valve of the fast charging circuit and the air charging control valve of the slow charging circuit are connected in parallel at the air inlet end of the corresponding pneumatic circuit, and the exhaust control valve is located at the exhaust end of the corresponding pneumatic circuit. The control end of each control valve is connected to the corresponding output interface of the control unit. During air charging, the control unit controls the opening and closing of the corresponding air charging control valve according to the test requirements to realize the switching between fast charging and slow charging modes. During exhaust, the control unit controls the opening and closing of the exhaust control valve to complete the exhaust and pressure reduction operations of the pipeline.

[0038] It should be noted that by setting independent air control valves for the fast air charging circuit and the slow air charging circuit, and cooperating with independent exhaust control valves, the air charging and exhaust rates of the corresponding pneumatic circuits can be flexibly controlled, accurately matching the test requirements of different standards for air charging, exhaust, and decompression, thereby improving the controllability of the test process and the accuracy of the test results.

[0039] Preferably, the pressure detection unit includes multiple pressure transmitters, each of which is installed at the train pipe interface, functional volume air cylinder, brake cylinder monitoring interface and auxiliary air pipe monitoring interface of each pneumatic circuit, and the signal output terminal of each pressure transmitter is electrically connected to the control unit.

[0040] Specifically, pressure transmitters are installed at the train pipe interface connecting each pneumatic circuit to the braking system under test to monitor the charging and discharging pressure of the train pipe in real time; pressure transmitters are installed at the air inlet of the functional volume air cylinder to monitor the pressure state inside the air cylinder in real time; pressure transmitters are installed at the monitoring interfaces connecting to the brake cylinder and auxiliary air pipe of the braking system under test to collect pressure change data of the brake cylinder and auxiliary air pipe in real time. The signal output terminals of all pressure transmitters are connected to the corresponding signal input interface of the control unit through shielded cables.

[0041] It should be noted that by setting pressure transmitters at key points in the pneumatic circuit, pressure data at each point during the test can be collected comprehensively and in real time, providing accurate data support for the control unit's operation. At the same time, it allows operators to intuitively grasp the pressure changes during the test, quickly identify and judge the faults in the braking system, and improve the accuracy of the test and the efficiency of fault diagnosis.

[0042] Preferably, the control unit includes a programmable controller and a human-machine interface touch screen. The signal input terminal of the programmable controller is electrically connected to the pressure detection unit, and the signal output terminal is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit. The human-machine interface touch screen is communicatively connected to the programmable controller.

[0043] Specifically, the programmable controller, as the core control component of the device, receives the analog pressure signal transmitted by the pressure detection unit, processes it internally, and outputs corresponding control signals to the proportional pressure regulating valve and the control valves of each pneumatic circuit. The human-machine interface touch screen and the programmable controller establish a communication connection through a communication cable. The operator can input test commands and select the pneumatic circuit corresponding to the test standard through the human-machine interface touch screen, and at the same time, view the pressure data, equipment operating status and test progress in real time through the human-machine interface touch screen.

[0044] It should be noted that the control structure using a programmable logic controller (PLC) in conjunction with a human-machine interface touchscreen enables automated control and visualization of the experimental operation, simplifies the operator's workflow, reduces the risk of human error, and can accurately complete pressure regulation and gas path switching operations, thereby improving the automation level and ease of operation of the experiment.

[0045] Preferably, the programmable controller and the human-machine interface touch screen are integrated and installed in the same electrical control box. The electrical control box is equipped with a terminal block, and the connection lines of the programmable controller, the human-machine interface touch screen and external electrical components are all neatly connected through the terminal block.

[0046] Specifically, the electrical control box can be a metal box with a protective structure. The human-machine interface touch screen is embedded in the door panel of the electrical control box. The programmable controller is fixedly installed on the internal mounting back plate of the electrical control box. The terminal block is fixed in the corresponding position of the mounting back plate. All electrical component connection lines are neatly laid in the wire groove. The wire connection points are fixedly connected through the terminal block. The box is equipped with a waterproof connector for connecting external cables.

[0047] It should be noted that the integrated installation structure of the electrical control box provides effective protection for the internal electrical components, preventing dust and moisture from corroding them and improving the operational stability and service life of the electrical system. The neat wiring layout inside the box is optimized by using terminal blocks to connect the wiring, making it easier to inspect and troubleshoot the electrical circuits later and reducing the difficulty of handling electrical faults.

[0048] Preferably, the multi-standard braking system single-vehicle test device also includes a mobile trolley body, on which the air circuit system, pressure detection unit and control unit are fixedly installed, and the bottom of the mobile trolley body is equipped with lockable casters.

[0049] Specifically, the mobile trolley body can be welded from metal profiles to provide a stable mounting carrier for each functional component. Casters with locking structures are installed at the four corners of the bottom of the trolley body. When the device needs to be moved to a different work station, the locking of the casters can be released to push the trolley body to move. After the device reaches the target work station, locking the casters can fix the trolley body and prevent the device from shifting during the test.

[0050] It should be noted that the structural design of the mobile trolley allows the device to be flexibly moved to different workstations according to production needs, without the need for fixed installation at a single workstation. This adapts to multi-workstation parallel production operation modes, improving the device's flexibility and site adaptability, and further optimizing the production cycle.

[0051] More preferably, the mobile trolley body is provided with upper and lower layered closed mounting cavities. The lower mounting cavity is used to fix and install the functional volume cylinder and pipeline components of the air circuit system, and the upper mounting cavity is used to fix and install the electrical components of the control unit. The side wall of the trolley body is provided with an openable and closable maintenance door corresponding to the position of each mounting cavity.

[0052] Specifically, the interior of the mobile trolley is divided into two independent enclosed mounting cavities by a partition. The lower mounting cavity is equipped with mounting brackets and pipe fixing clips for fixing the functional volume air cylinder. All air circuit components are fixedly installed inside the lower cavity. The upper mounting cavity is equipped with an electrical mounting backplate. All electrical components of the control unit are fixedly installed inside the upper cavity. Both the upper and lower cavities have maintenance doors hinged to their side walls, and the doors are equipped with locking structures.

[0053] It should be noted that the layered cavity structure design enables the separate installation of pneumatic and electrical components, preventing leaks in the pneumatic components from affecting the electrical components and improving the safety of the device's operation. At the same time, the layered layout optimizes the space utilization inside the vehicle, and the openable maintenance door allows operators to perform independent maintenance and repair work on the pneumatic and electrical systems.

[0054] Preferably, a pressure regulating dust filter is connected in series at the front end of the air inlet of the proportional pressure regulating valve, the air outlet of the pressure regulating dust filter is sealed and connected to the air inlet of the proportional pressure regulating valve, and the pressure regulating dust filter has a built-in dust filter element and a pressure regulating valve core.

[0055] Specifically, the external air source is first connected to the air inlet of the pressure regulating dust filter. When the airflow passes through the inside of the pressure regulating dust filter, it first filters out solid impurities and particulate matter in the airflow through the dust filter element, and then completes the initial pressure stabilization treatment through the pressure regulating valve core. After filtration and pressure stabilization, the airflow is output from the air outlet of the pressure regulating dust filter and enters the proportional pressure regulating valve at the back end.

[0056] It should be noted that by installing a pressure regulating filter at the front end of the proportional pressure regulating valve, the input air source can be pre-treated to filter out impurities in the airflow, preventing impurities from entering the proportional pressure regulating valve and the downstream pneumatic circuit and causing component wear and jamming, thus extending the service life of the pneumatic components; at the same time, through preliminary pressure stabilization, a stable input air source is provided for the proportional pressure regulating valve, improving the pressure regulation accuracy and operational stability of the proportional pressure regulating valve.

[0057] Example 2

[0058] This embodiment is based on embodiment 1:

[0059] refer to Figure 1 This embodiment provides a single-vehicle test device for a multi-standard braking system, including an air circuit system, a pressure detection unit, and an electrical control unit. The air circuit system integrates three independent air circuits: a UIC (International Union of Railways) standard air circuit, a TB (China Railway Industry) standard air circuit, and an AAR (Association of North American Railroads) standard air circuit. The electrical control unit includes a PLC controller, an A / D module, and a D / A module. The signal input terminal of the A / D module is electrically connected to the pressure detection unit, and the signal output terminal is electrically connected to the PLC controller. The signal input terminal of the D / A module is electrically connected to the PLC controller, and the signal output terminal is electrically connected to the proportional pressure regulating valve of the air circuit system.

[0060] Specifically, in this embodiment, the PLC controller is the core control carrier of the device. The A / D module adopts a 16-bit high-precision analog-to-digital converter. The analog pressure signals collected by each pressure transmitter of the pressure detection unit are converted into digital signals by the A / D module and then transmitted to the PLC controller, realizing high-speed and high-precision acquisition of test pressure data. The D / A module is a digital-to-analog converter. The pressure regulation digital signal output by the PLC controller is converted into an analog signal by the D / A module and then transmitted to the proportional pressure regulating valve, realizing continuous and precise control of the output pressure of the proportional pressure regulating valve. The device is also equipped with a digital display pressure gauge electrically connected to the PLC controller. The digital display pressure gauge is connected to the train pipe of the three pneumatic circuits respectively, and is used to display the pipe pressure of the corresponding circuit in real time. The main air intake of the air system is connected to the main air source. The main air duct is connected in series with a pressure regulating filter and a proportional pressure regulating valve along the airflow direction. The pressure regulating filter performs dust removal and preliminary pressure stabilization on the input main air source. The filtered air source enters the proportional pressure regulating valve. The outlet of the proportional pressure regulating valve is connected in parallel with the air intake of the UIC standard pneumatic circuit, the TB standard pneumatic circuit, and the AAR standard pneumatic circuit through the main air duct, respectively, to provide a unified pressure-regulated test air source for the three pneumatic circuits.

[0061] Preferably, the inlet end of the UIC standard pneumatic circuit is equipped with two air-charging control valves in parallel: F1 fast-charging UIC valve and F2 slow-charging UIC valve. The branch containing F1 fast-charging UIC valve is the fast-charging air path, and the branch containing F2 slow-charging UIC valve is the slow-charging air path. The outlet ends of the two air paths merge and are connected to the UIC train pipe interface. The UIC standard pneumatic circuit is also equipped with multiple sets of braking test control valves, such as F3, F4, F5, F6, F7, F8, F9, F10, and F11. Each braking test control valve corresponds to controlling the on / off state of the sensitivity verification branch, stability verification branch, service braking 15 branch, emergency braking branch, service braking 40 branch, first spare branch, 25L functional volume air cylinder, train pipe, and second spare branch.

[0062] Specifically, the F1 fast-charging UIC valve and the F2 slow-charging UIC valve are both electrically controlled switching valves, and their control terminals are electrically connected to the PLC controller. The PLC controller can independently control the on / off state of the two valves to realize the switching between fast-charging and slow-charging air-charging modes for UIC standard testing. Each brake test control valve is an electrically controlled valve, and its control terminal is electrically connected to the PLC controller. The PLC controller can control the on / off state of the corresponding control valve according to the test requirements of the UIC standard to complete the air path switching for the corresponding test. The UIC train pipe interface is used to seal and connect with the train pipe of the UIC standard brake system to be tested, realizing the connection between the test air source and the air path of the brake system to be tested.

[0063] It should be noted that the UIC standard pneumatic circuit in this embodiment fully matches all the air circuit requirements of the UIC standard braking system single-vehicle test. Through an independent air charging control valve and multiple sets of test branch control valves, it realizes independent control and precise execution of all test items under the UIC standard, without the need for additional external auxiliary air circuit components, thus improving the convenience of test operation and the accuracy of test results.

[0064] Preferably, the air inlet of the TB standard pneumatic circuit is equipped with two air control valves in parallel: F1 fast-charging TB valve and F2 slow-charging TB valve. The branch where the F1 fast-charging TB valve is located is the fast-charging air path, and the branch where the F2 slow-charging TB valve is located is the slow-charging air path. The air outlets of the two air paths merge and are connected to the TB train pipe interface. The TB standard pneumatic circuit is also equipped with multiple sets of brake test control valves, such as F3, F4, F5, F6, F7, F8, and F9. Each brake test control valve corresponds to controlling the on / off of the sensitivity orifice branch, the stabilization orifice branch, the emergency orifice branch, the 120 stabilization orifice branch, the 120 emergency orifice branch, the 15.5L functional volume air cylinder, and the train pipe.

[0065] Specifically, the F1 fast-charging TB valve and the F2 slow-charging TB valve are both electrically controlled switching valves, and their control terminals are electrically connected to the PLC controller. The PLC controller can independently control the on / off state of the two valves to realize the switching between fast-charging and slow-charging air-charging modes in the TB standard test. Each brake test control valve is an electrically controlled valve, and its control terminal is electrically connected to the PLC controller. The PLC controller can control the on / off state of the corresponding control valve according to the test requirements of the TB standard to complete the air path switching of test items such as sensitivity verification, stability verification, and emergency braking verification. The TB train pipe interface is used to seal and connect with the train pipe of the TB standard brake system to be tested, realizing the connection between the test air source and the air path of the brake system to be tested.

[0066] It should be noted that the TB standard pneumatic circuit in this embodiment fully matches all the air circuit requirements of the single-vehicle test of the TB standard braking system of China Railway. The throttle orifice specifications and functional volume of the air cylinder of each test branch are fully compatible with the test requirements of the TB standard, ensuring that the test process fully complies with the standard specifications. At the same time, the test items can be quickly switched and automatically executed through centralized electronic control valve control.

[0067] Preferably, the air inlet of the AAR standard pneumatic circuit is equipped with two air control valves in parallel: F1 fast-charging AAR valve and F2 slow-charging AAR valve. The branch containing the F1 fast-charging AAR valve is the fast-charging air path, and the branch containing the F2 slow-charging AAR valve is the slow-charging air path. The air outlets of the two air paths merge and are connected to the AAR train pipe interface. The AAR standard pneumatic circuit is also equipped with multiple sets of brake test control valves, such as F3, F4, F5, F6, F7, F8, and F9. Each brake test control valve controls the opening and closing of the 4-position slow braking branch, the 5-position brake stability verification branch, the 6-position brake stability verification branch, the 3 / 8'' exhaust port, the 13.1L functional volume air cylinder, the train pipe, and the flow meter bypass branch.

[0068] Specifically, the F1 fast-charging AAR valve and the F2 slow-charging AAR valve are both electrically controlled switching valves, and their control terminals are electrically connected to the PLC controller. The PLC controller can independently control the on / off state of the two valves to realize the switching between fast-charging and slow-charging air-charging modes in the AAR standard test; the F8 cut-off AAR valve is used to control the on / off state of the AAR standard pneumatic circuit and the main air source; the F9 flowmeter bypass valve is used to control the on / off state of the flowmeter branch during the test to realize the activation and deactivation of the flow monitoring function; each brake test control valve is an electrically controlled valve, and its control terminal is electrically connected to the PLC controller. The PLC controller can control the on / off state of the corresponding control valve according to the test requirements of the AAR standard to complete the air path switching of the corresponding test item; the AAR train pipe interface is used to seal and connect with the train pipe of the AAR standard brake system to be tested to realize the air path docking between the test air source and the brake system to be tested.

[0069] It should be noted that the AAR standard pneumatic circuit in this embodiment fully matches all the air circuit requirements of the North American Railway Association AAR standard braking system single-vehicle test. The structure, function, volume and cylinder volume of each test branch are fully adapted to the test requirements of the AAR standard. At the same time, the independent shut-off valve and bypass valve design improves the flexibility of air circuit control and the safety of the test process.

[0070] Preferably, in this embodiment, all electrically controlled valves of the UIC standard pneumatic circuit, TB standard pneumatic circuit, and AAR standard pneumatic circuit are integrated and installed using a combined integrated valve island structure. All F-series control valves are integrated on the same valve island base, and the valve island base is internally machined with features related to the attached valves. Figure 1 An internal flow channel that matches the gas circuit principle replaces the external connecting pipes between various valves.

[0071] Specifically, the valve island base is equipped with air passage interfaces that are connected to the main air source, the train pipes of the three pneumatic circuits, and the functional volume air cylinders. The valve core assemblies of each control valve are integrated and assembled in the corresponding mounting positions of the valve island base. The electrical control interfaces of all control valves are centrally located on the same side of the valve island base and are electrically connected to the PLC controller through a unified wiring port.

[0072] It should be noted that the integrated valve island design significantly reduces the number of external pipes and connectors in the gas system, lowering the risk of gas leakage. At the same time, it enables centralized wiring and installation of all control valves, greatly simplifying the assembly process and subsequent maintenance, and improving the integration and operational stability of the device.

[0073] Preferably, the pressure detection unit includes multiple pressure transmitters, each of which is respectively installed at the UIC train pipe interface, TB train pipe interface, AAR train pipe interface, each functional volume air cylinder, brake cylinder monitoring interface, and auxiliary air pipe monitoring interface.

[0074] Specifically, the signal output terminals of each pressure transmitter are electrically connected to the signal input terminals of the A / D module. The collected analog pressure signals are converted by the A / D module and then transmitted to the PLC controller, realizing the real-time acquisition and uploading of pressure data at key points throughout the entire test process.

[0075] It should be noted that the deployment of multi-point pressure transmitters, combined with the high-speed acquisition of a 16-bit high-precision A / D module, can accurately reproduce the dynamic pressure changes at each point during the test. Compared with traditional pointer-type pressure gauges, this significantly improves the accuracy and real-time performance of pressure detection, providing reliable data support for accurate determination of test results and troubleshooting.

[0076] The above description is merely a preferred embodiment of this utility model. It should be understood that this utility model is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the concept described herein through the above teachings or related technologies or knowledge. Modifications and variations made by those skilled in the art that do not depart from the spirit and scope of this utility model should be protected within the scope of the appended claims.

[0077] In the description of this utility model, it should be noted that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that is usually placed when this utility model is used. It is only for the convenience of describing this utility model and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on this utility model.

[0078] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set", "install", and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a wired connection or a wireless connection.

Claims

1. A single-vehicle testing device for a multi-standard braking system, characterized in that, Includes the gas path system, pressure detection unit, and control unit; The pneumatic system includes multiple independent pneumatic circuits. Each pneumatic circuit is equipped with a corresponding standard fast charging circuit, slow charging circuit, braking test circuit, and functional volume air cylinder. The main air inlet of the pneumatic system is equipped with a proportional pressure regulating valve, and the outlet of the proportional pressure regulating valve is connected to the air inlet of each pneumatic circuit. The pressure detection unit is electrically connected to the control unit and is used to collect pressure data of each pneumatic circuit and transmit it to the control unit. The control unit is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit, respectively, for switching the target pneumatic circuit and adjusting the test pressure.

2. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, All air passages of the multiple independent pneumatic circuits are integrated inside the same integrated pneumatic circuit board. The surface of the integrated pneumatic circuit board has an installation interface that communicates with each air passage. The proportional pressure regulating valve, the control valve of each pneumatic circuit, and the functional volumetric air cylinder are all sealed and fixed at the corresponding installation interface of the integrated pneumatic circuit board.

3. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, In each pneumatic circuit, the control valves used to control the on / off state of the air passage adopt a combined integrated valve island structure. All control valves are integrated on the same valve island base, and the valve island base is provided with an internal flow channel that communicates with the corresponding pneumatic circuit.

4. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, Each pneumatic circuit has an independent air-charging control valve connected in series for both the fast and slow air-charging circuits. Each pneumatic circuit also has an independent exhaust control valve connected in series. Both the air-charging and exhaust control valves are electrically controlled valves, and their control terminals are electrically connected to the control unit.

5. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, The pressure detection unit includes multiple pressure transmitters, each of which is installed at the train pipe interface, functional volume air cylinder, brake cylinder monitoring interface, and auxiliary air pipe monitoring interface of each pneumatic circuit. The signal output terminal of each pressure transmitter is electrically connected to the control unit.

6. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, The control unit includes a programmable controller and a human-machine interface touch screen. The signal input terminal of the programmable controller is electrically connected to the pressure detection unit, and the signal output terminal is electrically connected to the proportional pressure regulating valve and the control valve of each pneumatic circuit. The human-machine interface touch screen is communicatively connected to the programmable controller.

7. The single-vehicle testing apparatus for a multi-standard braking system according to claim 6, characterized in that, The programmable controller and the human-machine interface touch screen are integrated and installed in the same electrical control box. The electrical control box is equipped with a terminal block, and the connection lines of the programmable controller, the human-machine interface touch screen and external electrical components are all neatly connected through the terminal block.

8. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, It also includes a mobile trolley body, on which the air circuit system, pressure detection unit and control unit are fixedly installed. Lockable casters are installed at the bottom of the mobile trolley body.

9. The single-vehicle testing apparatus for a multi-standard braking system according to claim 8, characterized in that, The mobile trolley body is provided with upper and lower enclosed mounting cavities. The lower mounting cavity is used to fix and install the functional volume cylinder and pipeline components of the air circuit system, and the upper mounting cavity is used to fix and install the electrical components of the control unit. The side wall of the trolley body is provided with an openable and closable maintenance door corresponding to the position of each mounting cavity.

10. The single-vehicle testing apparatus for a multi-standard braking system according to claim 1, characterized in that, A pressure regulating dust filter is connected in series at the front end of the air inlet of the proportional pressure regulating valve. The air outlet of the pressure regulating dust filter is sealed and connected to the air inlet of the proportional pressure regulating valve. The pressure regulating dust filter has a built-in dust filter element and a pressure regulating valve core.

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