A manual air charging device for a railway wagon single wagon test terminal

Abstract

The utility model discloses the technical field of train test, specifically relates to a kind of railway freight car single vehicle test terminal manual air charging device. Including pressure regulating valve, 1 electromagnetic valve, still including normally open electromagnetic valve, second pressure regulating valve and check valve, the pressure regulating valve outlet end is connected second pressure regulating valve and normally open electromagnetic valve respectively through tee joint, second pressure regulating valve outlet end connects check valve, and the normally open electromagnetic valve is connected with the check valve outlet end through tee joint with 1 electromagnetic valve. Wind pressure over-limit problem caused by the pressure regulating valve set pressure higher than vehicle constant pressure during the manual air charging process of the existing railway freight car braking system can be solved, so as to eliminate brake brake hidden danger.

Description

Technical Field

[0001] This utility model relates to the field of train testing technology, specifically to a manual air-charging device for a single-car test terminal of a railway freight car. Background Technology

[0002] The main purpose of the train air-filling test is to check the braking performance of the train and ensure its safety during operation. The main operation is the air test. The air test involves injecting compressed air into the vehicle's brake cylinder through the train's brake hoses to test the train's braking system. Vehicle maintenance personnel use the air test to check whether the train's braking performance is good and to confirm that the train's braking system is normal, thereby ensuring the safe operation of the train.

[0003] The existing centralized control system for automatic train air testing uses a single-position solenoid valve to pressurize the vehicle to a set pressure based on the detected air pressure. To ensure testing efficiency, the pressure at the front end of the solenoid valve is often set higher than the set pressure. However, sometimes air replenishment operations need to be performed manually, usually by using a knob to control the single-position solenoid valve. In this case, since there is no detection system, the vehicle air pressure may match the pressure regulating valve, exceeding the vehicle's set pressure. This could lead to brake failure due to excessively high air pressure. Utility Model Content

[0004] The technical problem solved by this utility model is to provide a manual air charging device for a single test terminal of a railway freight car, which can solve the problem of excessive air pressure caused by the pressure regulating valve setting pressure being higher than the vehicle's set pressure during the manual air charging process of the existing railway freight car braking system, thereby eliminating the hidden danger of brake seizure.

[0005] The basic solution provided by this utility model is: a manual air charging device for a single-car test terminal of a railway freight car, including a pressure regulating valve, a 1-position solenoid valve, a normally open solenoid valve, a second pressure regulating valve, and a one-way valve. The outlet end of the pressure regulating valve is connected to the second pressure regulating valve and the normally open solenoid valve respectively through a tee. The outlet end of the second pressure regulating valve is connected to the one-way valve. The outlet ends of the normally open solenoid valve and the one-way valve are connected to the 1-position solenoid valve through a tee.

[0006] In the existing test terminal, the rotary inflation switch is connected to the terminal's position 1 solenoid valve. When the switch is closed, the position 1 solenoid valve opens, and the pressure from the pressure regulating valve outlet flows through the position 1 solenoid valve to inflate the vehicle. Because the pressure regulating valve's set pressure is higher than the vehicle's set pressure, the inflated pressure may exceed the set pressure. In this solution, a tee is added to the pressure regulating valve outlet, and a new pressure regulating valve is connected to this tee. The other end of the tee is connected to a normally open solenoid valve, and the outlet of the new pressure regulating valve is connected to a check valve. The outlet of the check valve and the outlet of the newly added second solenoid valve are connected via the tee. The outlet of the tee is connected to the inlet of the original position 1 solenoid valve in the test terminal. Using this method, when the system operates automatically, because the new solenoid valve is normally open and the check valve has a backflow prevention function, the automatic test process is consistent with the original test process. When manually inflating, the rotary inflation switch is closed, the normally open solenoid valve is energized and closed, and the passage between the original position 1 solenoid valves is cut off. The air pressure must then flow through the newly added second pressure regulating valve and the check valve into the original position 1 solenoid valve before inflating the vehicle.

[0007] Furthermore, it also includes a computer-controlled automatic switch and a manual air charging switch. One end of the computer-controlled automatic switch is connected to the positive terminal of the power supply, and the other end is connected to a 1-position solenoid valve. The manual air charging switch includes a first switch and a second switch. The first switch and the second switch are opened and closed simultaneously, and one end of each is connected to the positive terminal of the power supply. The other end of the first switch is connected to the 1-position solenoid valve, and the other end of the second switch is connected to the normally open solenoid valve.

[0008] Furthermore, it also includes a pressure sensor, a flow sensor, a temperature sensor, a controller, and a display terminal. The output terminal of the pressure sensor is electrically connected to the input terminal of the controller for detecting the pressure of the air charging pipeline. The output terminal of the flow sensor is electrically connected to the input terminal of the controller for detecting the air flow rate. The input terminal of the temperature sensor is electrically connected to the output terminal of the controller for detecting the pressure regulating valve and the pipeline temperature. The output terminal of the controller is electrically connected to the input terminal of the display terminal. The controller is used to control the display terminal to display the air charging pipeline pressure, air flow rate, pressure regulating valve, and pipeline temperature.

[0009] Furthermore, it also includes a solenoid valve status sensor, the output of which is electrically connected to the input of the controller, for detecting the opening and closing status of the solenoid valve.

[0010] Furthermore, it also includes a vibration sensor and an early warning module. The output terminal of the vibration sensor is electrically connected to the input terminal of the controller for detecting vibration signals. The input terminal of the early warning module is electrically connected to the output terminal of the controller. The controller is also used to control the early warning module to issue an early warning based on the vibration signal.

[0011] Furthermore, it also includes a gas composition sensor, the output of which is electrically connected to the input of the controller, for detecting the oil and particulate matter content in the air. The controller is also used to control the warning module to issue a warning based on the detected oil and particulate matter content.

[0012] The principles and advantages of this invention are as follows:

[0013] Based on the original pressure regulating valve and 1-position solenoid valve, a normally open solenoid valve, a second pressure regulating valve, a check valve, and multiple types of sensors were innovatively introduced, forming a composite pressure regulation system through a three-way connection. Specifically, the outlet of the pressure regulating valve is connected to the second pressure regulating valve and the normally open solenoid valve via a three-way connection. The outlet of the second pressure regulating valve is connected to the check valve. The outlets of the normally open solenoid valve and the check valve are then connected to the inlet of the original 1-position solenoid valve via a three-way connection. In automatic test mode, the normally open solenoid valve remains open, and the check valve's backflow prevention function ensures that the automatic air charging process is consistent with the original design and does not affect test efficiency. In manual air charging mode, the operator closes the manual air charging switch, energizing and closing the normally open solenoid valve, cutting off the high-pressure path between the original pressure regulating valve and the 1-position solenoid valve. At this time, compressed air must flow through the newly added second pressure regulating valve and check valve before entering the 1-position solenoid valve and charging the vehicle. Because the set pressure of the second pressure regulating valve is strictly matched with the vehicle's constant pressure, and the one-way valve prevents reverse airflow interference, the manual charging pressure is precisely limited within a safe range, thus completely avoiding the risk of overpressure. This solves the problem of excessive air pressure caused by the pressure regulating valve setting pressure being higher than the vehicle's constant pressure during manual charging of existing railway freight car braking systems, thereby eliminating the potential for brake seizure.

[0014] It also integrates various detection components such as pressure sensors, flow sensors, temperature sensors, solenoid valve status sensors, vibration sensors, and gas composition sensors, forming a closed-loop monitoring network with the controller and display terminal. The pressure sensor monitors the charging pipeline pressure in real time, the flow sensor tracks air velocity, the temperature sensor detects the operating temperature of the pressure regulating valve and pipeline, the solenoid valve status sensor verifies the accuracy of valve opening and closing actions, the vibration sensor identifies mechanical abnormalities, and the gas composition sensor analyzes the oil and particulate matter content in the compressed air. The controller dynamically adjusts the charging parameters by collecting data from these sensors and displays key information such as pressure curves, flow changes, and temperature fluctuations on the display terminal. When pressure exceeds limits, flow is abnormal, temperature is too high, or vibration exceeds standards, the controller immediately triggers the early warning module, notifying operators to take emergency measures via audible and visual alarms or remote signals, significantly improving the system's proactive safety protection capabilities. Furthermore, the manual charging switch adopts a dual-switch linkage design, ensuring simultaneous control of the state switching between the single-position solenoid valve and the normally open solenoid valve during manual operation, preventing system loss of control due to a single point of failure.

[0015] Compared to existing technologies:

[0016] 1. By combining the design of a second pressure regulating valve and a check valve, precise control of manual air charging pressure is achieved, fundamentally solving the brake-locking problem caused by excessive pressure setting of the pressure regulating valve in traditional manual operation, and greatly improving the safety of the test.

[0017] 2. The introduction of normally open solenoid valves enables seamless switching between automatic and manual air charging modes, retaining the high efficiency of the original automatic system while enhancing the reliability of manual operation, significantly improving system compatibility.

[0018] 3. The intelligent monitoring system with multi-sensor fusion not only realizes real-time monitoring of all parameters in the air charging process, but also greatly reduces the possibility of human error through data feedback and early warning mechanisms, making the test process more standardized.

[0019] 4. The integrated design of the controller simplifies the system architecture and reduces maintenance costs. At the same time, the visual interface of the display terminal enables operators to quickly grasp the system status and improves human-computer interaction efficiency.

[0020] 5. The addition of vibration sensors and early warning modules further enhances the equipment's fault diagnosis capabilities, enabling early detection of potential problems such as solenoid valve jamming, pipeline leaks, or mechanical loosening, supporting predictive maintenance and reducing unplanned downtime. Attached Figure Description

[0021] Figure 1 This is a structural block diagram of an embodiment of a manual air-charging device for a single-car test terminal of a railway freight car according to the present invention;

[0022] Figure 2 This is a structural block diagram of an existing air-charging device according to an embodiment of a manual air-charging device for a single-car test terminal of a railway freight car of this utility model;

[0023] Figure 3 This is a circuit diagram of a manual air charging device for a single-car test terminal of a railway freight car according to this utility model.

[0024] Figure 4 This is a logic block diagram of the control equipment part of an embodiment of a manual air charging device for a single-car test terminal of a railway freight car according to this utility model. Detailed Implementation

[0025] The following detailed description illustrates the specific implementation method:

[0026] The basic implementation examples are as follows: Figure 1 As shown:

[0027] A manual air-charging device for a single-car test terminal of a railway freight car includes a pressure regulating valve, a 1-position solenoid valve, a normally open solenoid valve, a second pressure regulating valve, and a check valve. The outlet end of the pressure regulating valve is connected to the second pressure regulating valve and the normally open solenoid valve respectively through a tee. The outlet end of the second pressure regulating valve is connected to the check valve. The outlet ends of the normally open solenoid valve and the check valve are connected to the 1-position solenoid valve through a tee.

[0028] like Figure 3 The device also includes a computer-controlled automatic switch and a manual air charging switch. One end of the computer-controlled automatic switch is connected to the positive terminal of the power supply, and the other end is connected to a 1-position solenoid valve. The manual air charging switch includes a first switch and a second switch. The first switch and the second switch are opened and closed simultaneously, and one end of each switch is connected to the positive terminal of the power supply. The other end of the first switch is connected to the 1-position solenoid valve, and the other end of the second switch is connected to the normally open solenoid valve.

[0029] Existing test terminals such as Figure 2 As shown, the rotary inflation switch is connected to the terminal solenoid valve 1. When the switch is closed, the solenoid valve 1 opens, and the pressure from the pressure regulating valve outlet is used to inflate the vehicle through the solenoid valve 1. Since the pressure regulating valve's set pressure is higher than the vehicle's set pressure, the pressure after inflation may be higher than the set pressure. In this solution, a tee is added to the outlet of the pressure regulating valve, and a new pressure regulating valve is connected to this tee. The other end of the tee is connected to a normally open solenoid valve, and the outlet of the new pressure regulating valve is connected to a check valve. The outlet of the check valve and the outlet of the new second solenoid valve are connected through the tee. The outlet of the tee is connected to the inlet of the original solenoid valve 1 at the test terminal. Using this method, when the system operates automatically, because the new solenoid valve is normally open and the check valve has a check function, the automatic test process is consistent with the original test process. When manually inflating, the rotary inflation switch is closed, the normally open solenoid valve is energized and closed, and the passage between the original solenoid valve 1 is cut off. The air pressure must then enter the original solenoid valve 1 through the new second pressure regulating valve and the check valve before inflating the vehicle.

[0030] like Figure 4As shown, the system also includes a pressure sensor, a flow sensor, a temperature sensor, a controller, and a display terminal. The output of the pressure sensor is electrically connected to the input of the controller to detect the pressure in the air charging pipeline. The output of the flow sensor is also electrically connected to the input of the controller to detect the air flow rate. The input of the temperature sensor is electrically connected to the output of the controller to detect the temperature of the pressure regulating valve and the pipeline. The output of the controller is electrically connected to the input of the display terminal. The controller controls the display terminal to show the air charging pipeline pressure, air flow rate, pressure regulating valve, and pipeline temperature. In this embodiment, the pressure sensor is specifically a PT series pressure sensor, which monitors the air charging pipeline pressure in real time, compares it with the set value, and feeds it back to the control system to achieve closed-loop regulation. The flow sensor is specifically a gas flow meter, which detects the air flow rate, optimizes the air charging speed and efficiency, and avoids instantaneous overpressure due to excessive flow. The temperature sensor is specifically a PT series temperature sensor, which monitors the temperature of the pressure regulating valve and the pipeline to prevent component performance degradation or seal failure due to overheating. The controller is specifically an STM32 series microcontroller, and the display terminal is specifically an LCD screen.

[0031] It also includes a solenoid valve status sensor, the output of which is electrically connected to the input of the controller, for detecting the opening and closing status of the solenoid valve. Specifically, the solenoid valve status sensor is a Hall effect sensor, which monitors the opening and closing status of the solenoid valve to ensure accurate operation and prevent misoperation or jamming.

[0032] It also includes a vibration sensor and an early warning module. The output of the vibration sensor is electrically connected to the input of the controller to detect vibration signals. The input of the early warning module is electrically connected to the output of the controller. The controller is also used to control the early warning module to issue an early warning based on the vibration signal. Specifically, the vibration sensor is a ZWCT-VT vibration sensor, which identifies abnormal vibrations in the equipment (such as loose pipes or worn solenoid valves) and provides early warnings of mechanical failures.

[0033] It also includes a gas composition sensor, the output of which is electrically connected to the input of the controller. This sensor detects the oil and particulate matter content in the air. The controller further controls the warning module to issue an alert based on the detected oil and particulate matter content. Detecting the oil and particulate matter content in compressed air ensures that the air quality meets the requirements of the braking system.

[0034] This invention innovatively introduces a normally open solenoid valve, a second pressure regulating valve, a check valve, and multiple types of sensors, based on the original pressure regulating valve and 1-position solenoid valve, and forms a composite pressure regulation system through a three-way connection. Specifically, the outlet of the pressure regulating valve is connected to the second pressure regulating valve and the normally open solenoid valve respectively through a three-way connection. The outlet of the second pressure regulating valve is connected to the check valve. The outlets of the normally open solenoid valve and the check valve are then connected to the inlet of the original 1-position solenoid valve through a three-way connection. In automatic test mode, the normally open solenoid valve remains open, and the check valve's backflow prevention function ensures that the automatic air charging process is consistent with the original design and does not affect test efficiency. In manual air charging mode, the operator closes the manual air charging switch, energizing and closing the normally open solenoid valve, cutting off the high-pressure path between the original pressure regulating valve and the 1-position solenoid valve. At this time, compressed air must flow through the newly added second pressure regulating valve and check valve before entering the 1-position solenoid valve and charging the vehicle. Because the set pressure of the second pressure regulating valve is strictly matched with the vehicle's constant pressure, and the one-way valve prevents reverse airflow interference, the manual charging pressure is precisely limited within a safe range, thus completely avoiding the risk of overpressure. This solves the problem of excessive air pressure caused by the pressure regulating valve setting pressure being higher than the vehicle's constant pressure during manual charging of existing railway freight car braking systems, thereby eliminating the potential for brake seizure.

[0035] It also integrates various detection components such as pressure sensors, flow sensors, temperature sensors, solenoid valve status sensors, vibration sensors, and gas composition sensors, forming a closed-loop monitoring network with the controller and display terminal. The pressure sensor monitors the charging pipeline pressure in real time, the flow sensor tracks air velocity, the temperature sensor detects the operating temperature of the pressure regulating valve and pipeline, the solenoid valve status sensor verifies the accuracy of valve opening and closing actions, the vibration sensor identifies mechanical abnormalities, and the gas composition sensor analyzes the oil and particulate matter content in the compressed air. The controller dynamically adjusts the charging parameters by collecting data from these sensors and displays key information such as pressure curves, flow changes, and temperature fluctuations on the display terminal. When pressure exceeds limits, flow is abnormal, temperature is too high, or vibration exceeds standards, the controller immediately triggers the early warning module, notifying operators to take emergency measures via audible and visual alarms or remote signals, significantly improving the system's proactive safety protection capabilities. Furthermore, the manual charging switch adopts a dual-switch linkage design, ensuring simultaneous control of the state switching between the single-position solenoid valve and the normally open solenoid valve during manual operation, preventing system loss of control due to a single point of failure.

[0036] The above are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model. These should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A manual air charging device for a single-car test terminal of a railway freight car, comprising a pressure regulating valve and a 1-position solenoid valve, characterized in that: It also includes a normally open solenoid valve, a second pressure regulating valve, and a check valve. The outlet end of the pressure regulating valve is connected to the second pressure regulating valve and the normally open solenoid valve respectively through a three-way valve. The outlet end of the second pressure regulating valve is connected to the check valve. The outlet ends of the normally open solenoid valve and the check valve are connected to the 1-position solenoid valve through a three-way valve.

2. The manual air-charging device for a single-car test terminal of a railway freight car according to claim 1, characterized in that: It also includes a computer-controlled automatic switch and a manual air charging switch. One end of the computer-controlled automatic switch is connected to the positive terminal of the power supply, and the other end is connected to a 1-position solenoid valve. The manual air charging switch includes a first switch and a second switch. The first switch and the second switch are opened and closed simultaneously, and one end of each is connected to the positive terminal of the power supply. The other end of the first switch is connected to the 1-position solenoid valve, and the other end of the second switch is connected to the normally open solenoid valve.

3. The manual air-charging device for a single-car test terminal of a railway freight car according to claim 2, characterized in that: It also includes a pressure sensor, a flow sensor, a temperature sensor, a controller, and a display terminal. The output of the pressure sensor is electrically connected to the input of the controller to detect the pressure of the air supply pipeline. The output of the flow sensor is electrically connected to the input of the controller to detect the air flow rate. The input of the temperature sensor is electrically connected to the output of the controller to detect the temperature of the pressure regulating valve and the pipeline. The output of the controller is electrically connected to the input of the display terminal. The controller is used to control the display terminal to display the air supply pipeline pressure, air flow rate, pressure regulating valve, and pipeline temperature.

4. The manual air-charging device for a single-car test terminal of a railway freight car according to claim 3, characterized in that: It also includes a solenoid valve status sensor, the output of which is electrically connected to the input of the controller, and is used to detect the opening and closing status of the solenoid valve.

5. The manual air-charging device for a single-car test terminal of a railway freight car according to claim 3, characterized in that: It also includes a vibration sensor and an early warning module. The output of the vibration sensor is electrically connected to the input of the controller to detect vibration signals. The input of the early warning module is electrically connected to the output of the controller. The controller is also used to control the early warning module to issue an early warning based on the vibration signal.

6. The manual air-charging device for a single-car test terminal of a railway freight car according to claim 5, characterized in that: It also includes a gas composition sensor, the output of which is electrically connected to the input of the controller, for detecting the oil and particulate matter content in the air. The controller is also used to control the warning module to issue a warning based on the detected oil and particulate matter content.

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