A motor train unit air conditioner pressure wave beating tester

Abstract

The utility model provides a kind of bullet train set air conditioner pressure wave's beat tester, by being equipped with shell, the side surface of shell is equipped with the injection port for being connected with outside gas source, the other side surface of shell is equipped with first communicating port and second communicating port, solenoid valve and throttle valve are equipped in shell, throttle valve is communicated with injection port pipeline, throttle valve is communicated with the gas inlet end pipeline of solenoid valve, the first gas outlet end of solenoid valve is communicated with first communicating port pipeline, the second gas outlet end of solenoid valve is communicated with second communicating port pipeline;Wherein, first communicating port, first gas outlet end, throttle valve and injection port form first gas path, second communicating port, second gas outlet end, throttle valve and injection port form second gas path, solenoid valve includes first solenoid valve coil and second solenoid valve coil, to realize beat pressure impact simulation to the air inlet of bullet train set locomotive two sides, effectively simulate bullet train set meeting or when passing through tunnel air pressure difference, improve the reliability, security and purposiveness of air conditioner pressure wave test.

Description

Technical Field

[0001] This utility model relates to the field of intercity EMU vehicle commissioning, and in particular to a pressure testing device for EMU air conditioning pressure waves. Background Technology

[0002] With the rapid development of rail transit, the intelligent guidance safety of EMU trains has received increasing attention, especially how to use more scientific and safe testing methods to verify the control of the EMU air conditioning pressure wave device to the air conditioning system to perform corresponding protection functions, so as to ensure the reliability and accuracy of the test.

[0003] In existing technologies, especially for CRH6A-A or CRH6F-A high-speed trains, air conditioning pressure wave tests rely entirely on manual tapping or existing process testing equipment to activate the pressure wave sensor, detecting the pressure difference between the inside and outside of the train and triggering the air conditioning system's corresponding protective functions. However, these testing methods cannot guarantee the reliability of the test. Repeatedly tapping the external pressure wave inlet not only sometimes fails to trigger the pressure wave device, but also easily poses a risk of internal hand injury. As for existing process testing equipment, its purpose is somewhat vague and it fails to effectively protect the pressure sensor of the pressure wave device. Utility Model Content

[0004] The purpose of this invention is to at least solve one of the technical problems existing in the prior art, and to provide a pressure tester for air conditioning pressure waves of high-speed trains, which can indirectly reduce the air pressure to the air pressure that the air conditioning pressure wave sensor can withstand, thereby simulating the air pressure difference when high-speed trains meet or pass through tunnels, and improving the reliability, safety and purpose of the air conditioning pressure wave test.

[0005] To achieve the above objectives, a first aspect of this utility model provides a pressure wave testing device for air conditioning pressure waves in high-speed trains, comprising: The housing has an air inlet on one side for connecting to an external air source, and a first connecting port and a second connecting port on the other side. The first connecting port is used to connect to an air inlet on one side of the head of the EMU, and the second connecting port is used to connect to an air inlet on the other side of the head of the EMU. The housing contains a solenoid valve and a throttle valve. The throttle valve is connected to the air injection port pipeline and the solenoid valve inlet pipeline. The first outlet of the solenoid valve is connected to the first connecting port pipeline, and the second outlet of the solenoid valve is connected to the second connecting port pipeline. The first connecting port, the first air outlet, the throttle valve and the air injection port form a first air path, and the second connecting port, the second air outlet, the throttle valve and the air injection port form a second air path. The solenoid valve includes a first solenoid valve coil and a second solenoid valve coil. The first solenoid valve coil is used to control the first air path to be open or closed, and the second solenoid valve coil is used to control the second air path to be open or closed.

[0006] Furthermore, in some embodiments, the housing is also provided with a remote control device for remotely controlling the solenoid valve. The remote control device includes a first relay, a second relay, and a remote control module. The normally open terminal of the first relay is electrically connected to the positive terminal of the first solenoid valve coil, the normally open terminal of the second relay is electrically connected to the positive terminal of the second solenoid valve coil, and the remote control module is electrically connected to the first relay and the second relay respectively. The remote control module, the first relay, and the first solenoid valve coil form a first remote control circuit, and the remote control module, the second relay, and the second solenoid valve coil form a second remote control circuit. The first remote control circuit is used to control the opening or closing of the first air passage by controlling the operation of the first solenoid valve coil, and the second remote control circuit is used to control the opening or closing of the second air passage by controlling the operation of the second solenoid valve coil.

[0007] Furthermore, in some embodiments, the housing also includes a switching power supply, which is used to connect to external AC power and convert AC power to DC power. The switching power supply is electrically connected to the remote control module. The switching power supply is an AC220V to DC24V switching power supply with a specification of S-25-24.

[0008] Furthermore, in some embodiments, the switching power supply includes a connector that extends to the outside of the housing and is used for electrical connection to an external power outlet.

[0009] Furthermore, in some embodiments, the housing also includes a power switch, which is connected in series between the remote control module and the switching power supply. The power switch is used to control the conduction between the remote control module and the switching power supply. The operating voltage of the power switch is DC24V, and the power switch is a self-locking push button switch with an opening diameter of 16mm.

[0010] Furthermore, in some embodiments, the housing also includes a first manual switch and a second manual switch. The input terminal of the first manual switch is electrically connected to the common terminal of the first relay, and the output terminal of the first manual switch is electrically connected to the positive terminal of the first solenoid valve coil. The input terminal of the second manual switch is electrically connected to the common terminal of the second relay, and the output terminal of the second manual switch is electrically connected to the positive terminal of the second solenoid valve coil. The first manual switch is used to individually control the operation of the first solenoid valve coil to control the opening or closing of the first air path, and the second manual switch is used to individually control the operation of the second solenoid valve coil to control the opening or closing of the second air path.

[0011] Furthermore, in some embodiments, both the first and second manual switches are self-locking push-button switches with an opening diameter of 16mm.

[0012] Furthermore, in some embodiments, the housing also includes a first indicator light and a second indicator light. The input terminal of the first indicator light is electrically connected to the normally closed terminal of the first relay, the input terminal of the second indicator light is electrically connected to the normally closed terminal of the second relay, and the output terminals of the first indicator light and the second indicator light are respectively electrically connected to the negative terminal of the switching power supply. The first indicator light is used to indicate the conduction status of the first remote control circuit to indicate the conduction or disconnection of the first air passage, and the second indicator light is used to indicate the conduction status of the second remote control circuit to indicate the conduction or disconnection of the second air passage.

[0013] Furthermore, in some embodiments, both the first indicator light and the second indicator light are flat-head AC / DC lamps with an opening diameter of 12mm.

[0014] Furthermore, in some embodiments, the solenoid valve is a 2V025-06-2F two-position two-way solenoid valve, the throttle valve is a miniature SA-06 throttle valve, and the air inlet, the first connecting port and the second connecting port both include quick-connect fittings, the quick-connect fittings being PM-06 quick-connect fittings.

[0015] According to an embodiment of this utility model, a pressure wave testing device for air conditioning systems on high-speed trains has at least the following beneficial effects: By incorporating an electromagnetic valve and a throttle valve within the housing, and using an external standard air source precisely adjusted via the throttle valve, the first and second electromagnetic valve coils independently and precisely control the opening and closing of the first and second air paths, respectively. This achieves alternating, stable, controllable, and repeatable simulation of "pressure wave" shocks to the air inlets on both sides of the train's front (corresponding to the pressure wave sensors on both sides), effectively simulating pressure fluctuation scenarios that may occur on both sides of the train body during high-speed operation, thereby ensuring the pressure wave testing device... The device can be reliably and consistently triggered and execute protection functions, greatly improving the accuracy and reliability of test results and avoiding test failures or result deviations caused by the difficulty in controlling the force, frequency, and position of manual tapping. Secondly, the key setting of the throttle valve is not only used to adjust the test pressure to adapt to different working conditions, but more importantly, it acts as a pressure buffer and flow limiting mechanism, effectively preventing excessive air pressure or excessive impact from directly acting on the precision pressure wave sensor. This significantly reduces the risk of sensor overload damage due to improper testing and solves the shortcomings of existing process test devices in protecting core sensors.

[0016] Other features and advantages of this invention will be set forth in the following description and will be apparent in part from the description. The objectives and other advantages of this invention can be realized and obtained through the structures particularly pointed out in the description and the accompanying drawings. Attached Figure Description

[0017] The accompanying drawings are provided to further understand the technical solution of this utility model and constitute a part of the specification. They are used together with the embodiments of this utility model to explain the technical solution of this utility model, and do not constitute a limitation on the technical solution of this utility model.

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments; Figure 1 This is an overall structural diagram of the pressure wave tester for air conditioning in high-speed trains provided in some embodiments of this utility model; Figure 2 This is a top view of the pressure wave tester for air conditioning in high-speed trains provided in some embodiments of this utility model; Figure 3 This is an exploded view of the pressure wave tester for air conditioning in high-speed trains provided in some embodiments of this utility model; Figure 4 This is a circuit diagram of a pressure wave testing device for air conditioning in high-speed trains provided in some embodiments of this utility model; Figure 5 This is an internal structural diagram of the solenoid valve for the air conditioning pressure wave of a high-speed train provided in some embodiments of this utility model.

[0019] Reference numerals: housing 100, air inlet 110, first connecting port 120, second connecting port 130, solenoid valve 140, air inlet 141, first air outlet 142, second air outlet 143, first solenoid valve coil 144, second solenoid valve coil 145, throttle valve 150, remote control device 160, first relay 161, second relay 162, remote control module 163, switching power supply 170, connector plug 180, first manual switch 190, second manual switch 200, first indicator light 210, second indicator light 220, power switch 230. Detailed Implementation

[0020] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0021] In the description of this utility model, the use of "first" and "second" is for the purpose of distinguishing technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0022] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0023] Current air conditioning pressure wave tests rely entirely on manual tapping or existing process testing equipment to activate the pressure wave sensor, detecting the pressure difference between the inside and outside of the vehicle and triggering the air conditioning system's protective functions. However, these testing methods cannot guarantee reliability. Repeatedly tapping the external pressure wave intake vents not only sometimes fails to trigger the pressure wave device, but also easily poses a risk of hand injury. As for existing process testing equipment, its purpose is somewhat vague and it fails to effectively protect the pressure sensor of the pressure wave device.

[0024] Based on this, the present invention provides a pressure testing device for air conditioning pressure waves of high-speed trains, which can indirectly reduce the air pressure to the level that the air conditioning pressure wave sensor can withstand, thereby simulating the air pressure difference when high-speed trains meet or pass through tunnels, and improving the reliability, safety and purpose of the air conditioning pressure wave test.

[0025] Firstly, referring to Figures 1 to 4 As shown, Figure 1 This is an overall structural diagram of the pressure wave testing device for air conditioning in high-speed trains provided in some embodiments of this utility model. Figure 2 This is a top view of the pressure wave testing device for air conditioning in high-speed trains provided in some embodiments of this utility model. Figure 3 This is an exploded view of the pressure wave testing device for air conditioning in high-speed trains provided in some embodiments of this utility model. Figure 4This is a circuit diagram of a pressure wave tester for air conditioning in high-speed trains provided in some embodiments of the present invention. The pressure wave tester for air conditioning in high-speed trains includes a housing 100. One side of the housing 100 is provided with an air inlet 110 for connecting to an external air source. The other side of the housing 100 is provided with a first connecting port 120 and a second connecting port 130. The first connecting port 120 is used to connect to an air inlet on one side of the head of the high-speed train, and the second connecting port 130 is used to connect to an air inlet on the other side of the head of the high-speed train. The housing 100 is equipped with a solenoid valve 140 and a throttle valve 150. The throttle valve 150 is connected to the air inlet 110 pipeline and the air inlet 141 pipeline of the solenoid valve 140. The first air outlet 142 of the solenoid valve 140 is connected to the first connecting port 120 pipeline and the second air outlet 143 of the solenoid valve 140 is connected to the second connecting port 130 pipeline. Among them, reference Figure 4 and Figure 5 As shown, Figure 5 This is an internal structural diagram of the solenoid valve for the air conditioning pressure wave of a high-speed train provided in some embodiments of this utility model. The first connecting port 120, the first air outlet 142, the throttle valve 150 and the air inlet 110 form a first air passage. The second connecting port 130, the second air outlet 143, the throttle valve 150 and the air inlet 110 form a second air passage. The solenoid valve 140 includes a first solenoid valve coil 144 and a second solenoid valve coil 145. The first solenoid valve coil 144 is used to control the opening or closing of the first air passage, and the second solenoid valve coil 145 is used to control the opening or closing of the second air passage.

[0026] In one possible embodiment, after the air inlet 110 is securely connected to the workshop air source outlet via the air pipe, the air source valve is opened, and the air valve handle is rotated to a position of about 35°±5°. Check whether there is any air leakage inside the utility model. If there is no air leakage, use a miniature flathead screwdriver to insert into the adjustment hole in the throttle valve 150 to adjust the air flow from large to small until it is within the overall air pressure range that the EMU air conditioning pressure wave device and the solenoid valve 140 inside the utility model can withstand, such as (13±5) kPa.

[0027] It should be noted that by providing a solenoid valve 140 and a throttle valve 150 inside the housing 100, and using an external standard air source for precise adjustment via the throttle valve 150, the first solenoid valve coil 144 and the second solenoid valve coil 145 independently and precisely control the opening and closing of the first and second air paths, respectively. This achieves alternating, stable, controllable, and repeatable "pressing" air pressure impact simulation of the air inlets on both sides of the train head (corresponding to the pressure wave sensors on both sides). This effectively simulates the pressure fluctuation scenario that may occur on both sides of the train body during high-speed operation, thereby ensuring that the pressure wave device can be reliably and consistently triggered and perform its protection function. This greatly improves the accuracy and reliability of the test results and avoids test failures or result deviations caused by the difficulty in controlling the force, frequency, and position of manual tapping. The throttle valve 150 is used to regulate the air flow and indirectly regulate the air pressure, thus playing a role in air pressure buffering. By setting the throttle valve 150, the operator can manually adjust the adjusting valve of the throttle valve 150 from large to small, thereby slowing down the air flow of the air source. At the same time, it indirectly regulates the air pressure from large to small, ultimately adjusting the air pressure to within the range that the solenoid valve 140 and the air pressure sensor of the EMU pressure wave device can withstand. This effectively prevents the solenoid valve 140 and the air pressure sensor of the EMU pressure wave device from structurally failing due to excessive input air pressure.

[0028] Furthermore, the housing 100 is also provided with a remote control device 160 for remotely controlling the solenoid valve 140. The remote control device 160 includes a first relay 161, a second relay 162 and a remote control module 163. The normally open terminal of the first relay 161 is electrically connected to the positive terminal of the first solenoid valve coil 144, the normally open terminal of the second relay 162 is electrically connected to the positive terminal of the second solenoid valve coil 145, and the remote control module 163 is electrically connected to the first relay 161 and the second relay 162 respectively. The remote control module 163, the first relay 161, and the first solenoid valve coil 144 form a first remote control circuit, and the remote control module 163, the second relay 162, and the second solenoid valve coil 145 form a second remote control circuit. The first remote control circuit is used to control the opening or closing of the first air passage by controlling the operation of the first solenoid valve coil 144, and the second remote control circuit is used to control the opening or closing of the second air passage by controlling the operation of the second solenoid valve coil 145.

[0029] It should be noted that the embodiments of this utility model achieve remote and precise control of the first and second air circuits by integrating an independent remote control circuit consisting of a remote control module 163, dual relays, and dual solenoid valve 140 coils. Operators can remotely trigger the solenoid valve 140 without approaching the vehicle body or the test instrument body, completely avoiding the personal safety risks that may be caused by high-pressure gas leakage or mechanical impact. At the same time, this design greatly improves testing efficiency—operators can quickly switch the on / off state of the two air circuits away from confined working spaces (such as under the vehicle), realizing efficient multi-point testing by a single person, which is especially suitable for the limited maintenance space of the CRH6 series EMU.

[0030] Furthermore, the housing 100 also includes a switching power supply 170, which is used to connect to an external AC power source and convert the AC power to DC power. The switching power supply 170 is electrically connected to the remote control module 163. In one possible embodiment, the switching power supply 170 is an AC220V to DC24V switching power supply 170, and the specification of the switching power supply 170 is S-25-24 switching power supply 170.

[0031] Furthermore, the switching power supply 170 is also connected to a connector 180, which extends to the outside of the housing 100 and is used for electrical connection with an external power socket.

[0032] It should be noted that this embodiment of the invention directly converts 220V AC power to low-voltage DC power, completely eliminating the risk of high-voltage electric shock in the remote control circuit and the solenoid valve 140 drive circuit, thus complying with the electrical safety regulations for EMU maintenance sites. Simultaneously, the external plug design allows the device to be quickly connected to a standard workshop power outlet without opening the cover, significantly improving deployment efficiency and avoiding damage to the seal caused by frequent disassembly and reassembly. Furthermore, the safe DC 24V power supply not only matches the low-power characteristics of the remote control module 163 and the relay but also reduces the electrical surge loss of the solenoid valve 140 coil, extending component lifespan.

[0033] Furthermore, in some embodiments, the housing 100 also includes a first manual switch 190 and a second manual switch 200. The input terminal of the first manual switch 190 is electrically connected to the common terminal of the first relay 161, and the output terminal of the first manual switch 190 is electrically connected to the positive terminal of the first solenoid valve coil 144. The input terminal of the second manual switch 200 is electrically connected to the common terminal of the second relay 162, and the output terminal of the second manual switch 200 is electrically connected to the positive terminal of the second solenoid valve coil 145. The first manual switch 190 is used to individually control the operation of the first solenoid valve coil 144 to control the opening or closing of the first air passage, and the second manual switch 200 is used to individually control the operation of the second solenoid valve coil 145 to control the opening or closing of the second air passage.

[0034] In one possible embodiment, both the first manual switch 190 and the second manual switch 200 are self-locking push-button switches with an opening diameter of 16mm.

[0035] It should be noted that, in this embodiment of the utility model, by adding a self-locking first manual control switch 190 and a second manual control switch 200 (standard industrial specification with an opening diameter of 16mm) directly connected to the common terminal of the relay, a local hard-wired control channel independent of the remote control circuit is constructed. This allows the operator to directly and forcibly control the on / off state of the corresponding solenoid valve 140 coil via a physical button even in the event of a fault in the remote control module 163, signal interference, or emergency conditions, ensuring that the test process is not interrupted. The physical isolation design of the dual switches eliminates the risk of false linkage of the two-sided air circuits, while the self-locking function can maintain the continuous on / off state of the air circuit, freeing up manpower and enabling long-term pressure maintenance testing on one side. More importantly, this design forms a dual protection mechanism of "remote control + local manual", which not only meets the needs of daily efficient testing, but also provides inherent safety redundancy for emergencies.

[0036] Furthermore, the housing 100 also includes a first indicator light 210 and a second indicator light 220. The input terminal of the first indicator light 210 is electrically connected to the normally closed terminal of the first relay 161, and the input terminal of the second indicator light 220 is electrically connected to the normally closed terminal of the second relay 162. The output terminals of the first indicator light 210 and the second indicator light 220 are respectively electrically connected to the negative terminal of the switching power supply 170. The first indicator light 210 is used to indicate the conduction status of the first remote control circuit to indicate the conduction or disconnection of the first air passage, and the second indicator light 220 is used to indicate the conduction status of the second remote control circuit to indicate the conduction or disconnection of the second air passage.

[0037] In one possible embodiment, both the first indicator light 210 and the second indicator light 220 are flat-head AC / DC lamps with an opening diameter of 12mm.

[0038] It is worth noting that when the two air paths of the remote control solenoid valve 140 are in the normally closed state and the first indicator light 210 and the second indicator light 220 are in the normally lit state, the first manual switch 190 and the second manual switch 200 are controlled separately. By listening to the airflow sound at the first air outlet 142 and the second air outlet 143 of the solenoid valve 140, it can be determined that the air path switching performance of the solenoid valve 140 is accurate and reliable, and that the two manual control buttons are functional.

[0039] It should be noted that, in the embodiments of this utility model, by connecting the first indicator light 210 and the second indicator light 220 to the normally closed terminals of the first relay 161 and the second relay 162 respectively, a negative logic indication system is constructed (the indicator light illuminates when the relay is de-energized). This allows operators to directly and in real-time determine the on / off status of the dual air circuits through physical lights without relying on feedback from the remote control module 163. A normally lit light indicates that the air circuit is closed (safe state), while an off light confirms that the air circuit is open. This forms a "light-stop, off-go" safety warning logic that conforms to human-machine intuition, thereby reducing the risk of overpressure testing due to misjudgment of the air circuit status.

[0040] Furthermore, in some embodiments, the housing 100 also includes a power switch 230, which is connected in series between the remote control module 163 and the switching power supply 170. The power switch 230 is used to control the conduction between the remote control module 163 and the switching power supply 170. The operating voltage of the power switch 230 is DC24V, and the power switch 230 is a self-locking push button switch with an opening diameter of 16mm.

[0041] In one possible embodiment, after the air pressure is regulated, the AC220V to DC24V switching power supply 170 and the push-button DC24V power switch 230 are turned on, thereby energizing the remote control device 160. Then, the remote control is used to control the first air path and the second air path respectively. At this time, by listening to the airflow sound of the first connection port 120 and the second connection port 130, and by observing the sequential changes in the first indicator light 210 and the second indicator light 220 from bright to dark, the accuracy and reliability of the air path switching performance of the solenoid valve 140 are judged.

[0042] Furthermore, the solenoid valve 140 is a 2V025-06-2F two-position two-way solenoid valve 140, the throttle valve 150 is a miniature SA-06 throttle valve 150, and the air inlet 110, the first connecting port 120 and the second connecting port 130 all include quick-connect fittings, the quick-connect fittings being PM-06 quick-connect fittings.

[0043] Furthermore, this invention can receive remote control signals within a distance of 100 to 500 meters, and can also receive remote control signals through walls. It is particularly important to note that this invention can still receive remote control signals even when the vehicle is under high-voltage power, demonstrating strong anti-interference capabilities.

[0044] Meanwhile, this utility model also provides an antenna through hole, mainly to avoid the metal shell being affected by unknown factors such as the external environment, which may cause slight static electricity or electromagnetic waves, thus causing the remote control device 160 to receive unstable remote control signals, thereby strengthening the air medium connectivity of the remote control signal.

[0045] The specific embodiments provided by this utility model also include verification of the pressure holding function of the pressure tester itself for the first and second air paths, verification of the reliability function of simulating human hand pressure, and troubleshooting of pressure wave device and air path faults.

[0046] First, before debugging the EMU pressure wave device, connect the first connecting port 120 and the second connecting port 130 to the positive pressure port of the digital display air pressure gauge by means of a straight-through connector for air pipe splicing conversion. Then, connect the air injection port 110 to the air source through the pipeline. Next, connect the AC220V to DC24V switching power supply 170 to the AC220V socket through the connector plug 180. Then, rotate the air valve handle of the air source to the open position of about 35°±5°. Next, use a miniature flathead screwdriver to adjust the air flow from large to small at the adjustment hole of the throttle valve 150 until the overall air pressure range that the EMU air conditioning pressure wave device and the solenoid valve 140 inside this utility model can withstand is within (13±5) kPa. Finally, press button A on the remote control to energize the coil of the first relay 161 of the remote control device 160, which indirectly energizes the coil of the first solenoid valve 144 of the solenoid valve 140. The first indicator light 210 changes from on to off. At this time, the gas from the gas source flows from the inlet 141 of the solenoid valve 140 to the first outlet 142, and then flows out of the first outlet 142 to the first connecting port 120, finally flowing into the positive pressure port of the digital display pressure gauge. Observe the pressure display value. If it remains within 13±5 kPa for 1 minute, and the displayed pressure value remains unchanged, it indicates that the pressure-holding function of the first gas path of this utility model is stable and good, and there is no functional leakage in the structure. Phenomenon: Pressing button B on the remote control again energizes the coil of the second relay 162 of the remote control device 160, which indirectly energizes the coil of the second solenoid valve 145. The second indicator light 220 changes from on to off. At this time, the gas from the gas source flows from the inlet end 141 of the solenoid valve 140 to the second outlet end 143, and then flows out of the second outlet end 143 to the second connecting port 130, and finally flows into the positive pressure port of the digital display air pressure tester. Observe the air pressure display value within 13±5kPa. If the displayed air pressure value remains unchanged for 1 minute, it indicates that the pressure holding function of the second air circuit of this utility model is also stable and good, and there is no functional air leakage in the structure.

[0047] Further, remove the digital air pressure gauge connected to the first connection port 120 or the second connection port 130, and connect the first connection port 120 to the left air inlet of the train head and the second connection port 130 to the right air inlet of the train head through a 6mm diameter air pipe or through a 6mm to 4mm straight connector and a 4mm diameter air pipe. The length of the 4mm diameter air pipe is about 15cm. Connect the first connection port 120 to the left air inlet of the train head and the second connection port 130 to the right air inlet of the train head, respectively. After connecting the air inlet 110 to the workshop air source output port through the air pipe, open the air source valve and rotate the air valve handle to a position of about 35°±5°. Check that there is no air leakage inside the utility model. Use a miniature flathead screwdriver to insert into the adjustment hole of the throttle valve 150 to adjust the air flow from large to small until the air pressure range that the train air conditioning pressure wave device and the solenoid valve 140 inside the utility model can withstand is within the range, such as (13±5) kPa. The commissioning personnel disconnected the circuit breakers of the braking control devices on both ends of the train. Then, they manually operated the A button on the remote control, and the first connection port 120 showed air pressure output. At this time, the train doors automatically closed and could not be opened by centralized control. The KA7 relay of the pressure wave device was energized and its indicator light lit up. The KA8 relay in the passenger compartment air conditioning cabinet was energized and its indicator light lit up. The air conditioning component section of the train's air conditioning control screen showed that the pressure wave protection valve (generator and exhaust) was closed, indicating that the air path from the left air intake of the front of the train to the left air intake of the train's air conditioning pressure wave device was unobstructed, and the left pressure sensor of the train's air conditioning pressure wave device was functioning normally.

[0048] Next, the operator manually presses button A on the remote control. At this point, there is no air pressure output at the first connection port 120. With the doors and windows closed and no external air pressure affecting the interior, approximately two minutes later, the air conditioning component section of the train's air conditioning control panel displays that the pressure wave protection valve (generator unit and exhaust) automatically opens. The KA7 relay in the pressure wave device body is energized and its indicator light goes out, as is the KA8 relay in the passenger compartment air conditioning cabinet. The operator then manually presses button B on the remote control again, and there is air pressure output at the second connection port 130. At this time, the KA7 relay in the pressure wave device body is energized and its indicator light illuminates again, as does the KA8 relay in the passenger compartment air conditioning cabinet. The air conditioning component section of the train's air conditioning control panel displays that the pressure wave protection valve (generator unit and exhaust) closes again. This indicates that the air path from the right air intake at the front of the train to the right air intake of the train's air conditioning pressure wave device is unobstructed, and the right pressure sensor of the pressure wave device is functioning normally.

[0049] Furthermore, if the pressure wave protection valve (unit and exhaust) fails to close after air pressure is input to the left air inlet of the EMU air conditioning pressure wave device, it indicates a blockage in the air path from the left air inlet of the EMU air conditioning pressure wave device to the left air inlet of the EMU head. Conversely, if the pressure wave protection valve (unit and exhaust) closes after air pressure is input to the right air inlet of the pressure wave device, it indicates a clear air path from the right air inlet of the EMU air conditioning pressure wave device to the right air inlet of the EMU head. In this case, disconnect the air hose from the left air inlet of the EMU air conditioning pressure wave device and connect it via a 6mm to 4mm quick-connect fitting or directly to the first connecting port 120 or the second connecting port 130 of this utility model. Use a miniature flathead screwdriver inserted into the adjustment hole of the throttle valve 150 to adjust the airflow to the maximum. Manually operate the A or B button on the remote control. At this point, the air pressure is blown out towards the left air intake at the front of the train until the sound of the air passage being cleared can be heard outside the front of the train, indicating that the air passage blockage fault from the left air intake of the EMU air conditioning pressure wave device to the left air intake at the front of the train has been resolved.

[0050] If the pressure wave protection valve (unit and exhaust) fails to close after air pressure is applied to the right air inlet of the EMU air conditioning pressure wave device, it indicates a blockage in the air path from the right air inlet of the EMU air conditioning pressure wave device to the right air inlet of the train head. Conversely, if the pressure wave protection valve (unit and exhaust) closes after air pressure is applied to the left air inlet of the pressure wave device, it indicates a clear air path from the left air inlet of the pressure wave device to the left air inlet of the train head. In this case, disconnect the air hose from the right air inlet of the EMU air conditioning pressure wave device, and then connect it to the first connecting port 120 or the second connecting port 130 of this utility model via a 6mm to 4mm quick-connect connector or directly. Use a miniature flathead screwdriver inserted into the adjustment hole of the throttle valve 150 to adjust the airflow to the maximum. Manually operate the A or B button on the remote control. At this point, the air pressure is blown out towards the right air inlet at the front of the train until the sound of the air passage being cleared can be heard outside the front of the train. The air passage blockage fault from the right air inlet of the EMU air conditioning pressure wave device to the right air inlet at the front of the train is resolved.

[0051] It should be understood that in this utility model, "at least one (item)" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0052] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A motor train set air conditioner pressure wave beat tester, characterized in that, include: The housing has an air inlet on one side for connecting to an external air source, and a first connection port and a second connection port on the other side. The first connection port is used to connect to an air inlet on one side of the head of the EMU, and the second connection port is used to connect to an air inlet on the other side of the head of the EMU. The housing is equipped with a solenoid valve and a throttle valve. The throttle valve is connected to the air injection port pipeline and the air inlet pipeline of the solenoid valve. The first air outlet of the solenoid valve is connected to the first connecting port pipeline and the second air outlet of the solenoid valve is connected to the second connecting port pipeline. The first connecting port, the first air outlet, the throttle valve, and the air injection port form a first air path, and the second connecting port, the second air outlet, the throttle valve, and the air injection port form a second air path. The solenoid valve includes a first solenoid valve coil and a second solenoid valve coil. The first solenoid valve coil is used to control the first air path to be open or closed, and the second solenoid valve coil is used to control the second air path to be open or closed.

2. The piston tester of claim 1, wherein, The housing is also equipped with a remote control device for remotely controlling the solenoid valve. The remote control device includes a first relay, a second relay, and a remote control module. The normally open terminal of the first relay is electrically connected to the positive terminal of the first solenoid valve coil, the normally open terminal of the second relay is electrically connected to the positive terminal of the second solenoid valve coil, and the remote control module is electrically connected to the first relay and the second relay respectively. The remote control module, the first relay, and the first solenoid valve coil form a first remote control circuit, and the remote control module, the second relay, and the second solenoid valve coil form a second remote control circuit. The first remote control circuit is used to control the opening or closing of the first air passage by controlling the operation of the first solenoid valve coil, and the second remote control circuit is used to control the opening or closing of the second air passage by controlling the operation of the second solenoid valve coil.

3. The piston tester of claim 2, wherein, The housing also includes a switching power supply, which is used to connect to external AC power and convert AC power to DC power. The switching power supply is electrically connected to the remote control module. The switching power supply is an AC220V to DC24V switching power supply with a specification of S-25-24.

4. The piston tester of claim 3, wherein, The switching power supply includes a connector that extends to the outside of the housing and is used for electrical connection to an external power outlet.

5. The piston impact tester of claim 3, wherein The housing also includes a power switch, which is connected in series between the remote control module and the switching power supply. The power switch is used to control the conduction between the remote control module and the switching power supply. The operating voltage of the power switch is DC24V, and the power switch is a self-locking push button switch with an opening diameter of 16mm.

6. The pressure testing apparatus according to claim 5, characterized in that, The housing also includes a first manual switch and a second manual switch. The input terminal of the first manual switch is electrically connected to the common terminal of the first relay, and the output terminal of the first manual switch is electrically connected to the positive terminal of the first solenoid valve coil. The input terminal of the second manual switch is electrically connected to the common terminal of the second relay, and the output terminal of the second manual switch is electrically connected to the positive terminal of the second solenoid valve coil. The first manual switch is used to individually control the operation of the first solenoid valve coil to control the opening or closing of the first air passage, and the second manual switch is used to individually control the operation of the second solenoid valve coil to control the opening or closing of the second air passage.

7. The piston tester of claim 6, wherein, Both the first and second hand switches are self-locking push-button switches with an opening diameter of 16mm.

8. The piston tester of claim 6, wherein, The housing also includes a first indicator light and a second indicator light. The input terminal of the first indicator light is electrically connected to the normally closed terminal of the first relay, and the input terminal of the second indicator light is electrically connected to the normally closed terminal of the second relay. The output terminals of the first indicator light and the second indicator light are respectively electrically connected to the negative terminal of the switching power supply. The first indicator light is used to indicate the conduction status of the first remote control circuit to indicate the conduction or disconnection of the first air circuit, and the second indicator light is used to indicate the conduction status of the second remote control circuit to indicate the conduction or disconnection of the second air circuit.

9. The piston tester of claim 8, wherein, Both the first indicator light and the second indicator light are flat-head AC / DC lamps with an opening diameter of 12mm.

10. The piston tester of claim 1, wherein, The solenoid valve is a 2V025-06-2F two-position two-way solenoid valve, the throttle valve is a miniature SA-06 throttle valve, and the air inlet, the first connecting port and the second connecting port all include quick-connect fittings, the quick-connect fittings being PM-06 quick-connect fittings.

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