KR100482891B1 - Structure of tester for parts of railway car brake system - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a braking component tester structure for a railway vehicle capable of testing braking components of Knorr, Germany, which is widely adopted in railway vehicles, and includes an EP (Electro-Pneumatic) control valve, a first distribution valve, and a second distribution valve. Mounting bracket that can be attached to the pipe by attaching the first relay, the second relay and the braking pressure reducing valve; A main air cylinder connecting portion and a first auxiliary air storing the compressed air from the main air cylinder, the main control of the EP control valve, the first distribution valve, the second distribution valve, the first relay valve, the second relay valve and the decompression valve A main air engine capable of transferring the air pressure of the main air cylinder to the air input end; Receiving air pressure reduced by a constant pressure from the main air engine by a decompression valve, and supplying air for operation of these distribution valves to the braking air input terminals of the first and second distribution valves. It is provided in the braking tube, the second auxiliary air cylinder is connected to the input terminal, the third auxiliary air cylinder is connected to the output terminal, and by operating the handle to discharge the compressed air of the braking tube to the atmosphere to reduce the pressure of the braking tube or And a pneumatic brake valve configured to communicate the braking tube so as to supply compressed air to the braking tube to operate the first and second distribution valves. An EP control engine for supplying air, which has been decompressed at a constant pressure from the output end of the braking decompression valve, to the control air input end of the EP control valve; An EP control valve controller capable of opening and closing an electronic valve of the EP control valve by a DC voltage supplied from a rectifier; A fourth auxiliary air cylinder provided at the output of the EP control valve to store output air of the EP output terminal; One of the two air supply pipes is connected by the output terminal of the EP control valve and the EP control valve output pipe, the other air supply is connected by the output terminal of the first distribution valve and the first distribution valve output pipe, the outlet is the first It is connected to the control air end of the first relay side by the first relay control tube, and connects the output air of the EP control side or the output air of the first distribution side to the control air end of the first relay side, the output air pressure of the EP control side and the first A double check valve connecting the output of the first distribution valve to the control air stage of the first relay valve when the output air pressure of the distribution valve is the same; A second relay side control pipe connecting an output end of the second distribution side and a control air end of the second relay side; A first selective volume pipe connecting a fifth auxiliary air cylinder to store the selected volume air in the selective volume stage of the first distribution valve; A second selective volume pipe connecting a sixth auxiliary air cylinder to store the selected volume air in the selective volume stage of the second distribution valve; A seventh auxiliary air cylinder connected to the output terminal of the first relay side by a braking through-air engine and performing a braking tube function of the braking device; An eighth auxiliary air cylinder connected to an output end of the second relay side by a braking through-air engine and performing a braking through function of the braking device; And the main air input coupling pipe of the braking decompression valve and the EP control valve, the output coupling pipe of the EP control valve (13), the main air input terminal and the braking air input terminal and the output terminal of the first distribution valve, and the second distribution valve. It is provided in the main air input terminal, the braking air input terminal and the output terminal, and the main air input terminal coupling pipes of the first relay and the second relay, and the input air of the brake pressure reducing valve, the input / output air of the EP control valve, the first distribution valve and the second distribution valve. And an open / close valve for opening and closing the input / output air of the distribution valve and the input air of the first relay valve and the second relay valve.

Description

Brake Component Tester Structure for Railroad Vehicles {STRUCTURE OF TESTER FOR PARTS OF RAILWAY CAR BRAKE SYSTEM}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking component tester for railway vehicles, and more particularly, to braking components of Germany's Knorr, which are widely used in railway vehicles, which are suitable for high-speed trains. To a Knorr brake component tester structure capable of testing business cards).

There are two Knorr braking systems currently used in railroad cars: the KEN 3.4 air braking system and the Kbr-XI air braking system.

The KEN 3.4 air braking system is a two-pipe braking system capable of staircase relaxation and stair braking, which is designed for high-speed passenger trains. KEN 3.4 The air braking system is connected to the Main Reservoir (MR) to supply the compressed air for braking around 10 bar, the braking pipe for the braking air around 6 bar, Distribution valve (KE3.4 distribution valve, etc.) for outputting air pressure (Cv pressure) for controlling and controlling the air flowing in the brake cylinder (BC) of the passenger car according to the pressure increase or decrease of the braking pipe (BP), Relay valve (KR6 relay valve, etc.) for controlling the air flow of the main engine that flows to the braking cylinder BC by receiving the emergency braking valve (SBV1 emergency braking valve) attached to the distribution valve and the output (Cv pressure) of the distribution valve. It is configured to include).

The Kbr-XI air braking system is an electro-pneumatic system by digital control, and is a braking system that does not have an impact between vehicles due to shortening of the princess time and reduces braking performance due to simultaneous braking engagement and relaxation of all trains. The Kbr-XI air braking system is connected to the main reservoir (MR) to supply a compressed air for braking of about 10 bar and a braking pipe (BP) to provide braking air of around 6 bar. The three solenoid valves (MV1, MV2, MV3) are connected to the air chambers (B, C, D) with different working areas to enable seven-stage control, and the combination of solenoid valves (MV1, MV2, MV3) EP (Electro-Pneumatic) control valve (Kbr XI-TA type EP control valve, etc.) that outputs the set air pressure (Cv pressure) according to each other, braking to supply the control air of the EP control valve by reducing the air of the main air engine When the decompression valve (DMV16-T braking decompression valve, etc.), the EP control valve malfunctions or emergency braking is required, the air flowing in the brake cylinder (BC: Brake Cylinder) of the passenger car is adjusted according to the increase or decrease of the pressure of the brake pipe (BP). And a distribution valve (KE3.3 distribution valve, etc.) outputting the air pressure (Cv pressure) to be controlled, and an output (Cv pressure) of the EP control valve or distribution valve. It is configured to include the relay side to enter the critical path receive control engine air flow flowing in the pain (BC) (KR6 relay service, etc.).

Knorr brake components such as KE3.4 distribution valve, KE3.3 distribution valve, Kbr XI-TA type EP control valve, KR6 relay valve, DMV16-T brake decompression valve or SBV1 emergency braking valve are Periodically test the operating pressure and time of operation (pressure rise or decompression) of each part to check whether there is any abnormality in performance.

Conventionally, these knorr braking parts have been tested by measuring an operating pressure and an operating time of a part to be checked by using an analog pressure gauge and a stopwatch while applying air pressure to a required part of the individual parts.

 However, the conventional knorr brake component test method described above has the following problems and needs to be improved.

First, since the conventional knorr brake component test separately separates the braking component test, there is a problem that performance judgment for each functional part in the state mounted on the actual railway vehicle cannot be accurately determined. That is, the knorr brake component test requires that the components be tested under the arrangement and conditions in which each component is actually installed and operated in a railroad vehicle, so that the operating pressure and operating time of each functional part can be accurately measured. Separately measured by separately, there was a problem that can not obtain accurate measurement results.

Next, according to the conventional Knorr brake component test method, it is troublesome to perform each component test of "KEN 3.4 air brake device" and "Kbr-XI air brake device" by using separate test equipment. Therefore, there is a disadvantage that it is difficult to perform the test systematically and efficiently.

An object of the present invention devised to improve the conventional knorr brake component test method described above is to provide a braking component tester structure for a railway vehicle that can test the braking component by using the arrangement and pressure conditions of the components installed and operated in the actual railway vehicle. It is.

Another object of the present invention is to provide a brake component tester structure for a general-purpose railway vehicle capable of testing all the brake components of the "KEN 3.4 air brake device" and "Kbr-XI air brake device" by one tester.

Railway vehicle braking component tester according to the present invention to achieve the above object

An electrophoretic (EP) control valve, a first distribution valve, a second distribution valve, a first relay valve, a second relay valve, and a brake decompression valve, and a mounting table capable of fastening to the pipe;

A main air cylinder connecting portion and a first auxiliary air storing the compressed air from the main air cylinder, the main control of the EP control valve, the first distribution valve, the second distribution valve, the first relay valve, the second relay valve and the decompression valve A main air engine capable of transferring the air pressure of the main air cylinder to the air input end;

Receiving air pressure reduced by a constant pressure from the main air engine by a decompression valve, and supplying air for operation of these distribution valves to the braking air input terminals of the first and second distribution valves. Copper tube;

It is provided in the braking tube, the second auxiliary air cylinder is connected to the input terminal, the third auxiliary air cylinder is connected to the output terminal, and by operating the handle to discharge the compressed air of the braking tube into the atmosphere to reduce the pressure of the braking tube, or A pneumatic brake valve for operating the first and second distribution valves by communicating a copper tube to fill compressed air into the brake tube;

An EP control engine for supplying air, which has been decompressed at a constant pressure from the output end of the braking decompression valve, to the control air input end of the EP control valve;

An EP control valve controller capable of opening and closing an electronic valve of the EP control valve by a DC voltage supplied from a rectifier;

A fourth auxiliary air cylinder provided at the output of the EP control valve to store output air of the EP output terminal;

One of the two air supply pipes is connected by the output terminal of the EP control valve and the EP control valve output pipe, the other air supply is connected by the output terminal of the first distribution valve and the first distribution valve output pipe, the outlet is the first It is connected to the control air end of the first relay side by the first relay control tube, and connects the output air of the EP control side or the output air of the first distribution side to the control air end of the first relay side, the output air pressure of the EP control side and the first A double check valve connecting the output of the first distribution valve to the control air stage of the first relay valve when the output air pressure of the distribution valve is the same;

A second relay side control pipe connecting an output end of the second distribution side and a control air end of the second relay side;

A first selective volume pipe connecting a fifth auxiliary air cylinder to store the selected volume air in the selective volume stage of the first distribution valve;

A second selective volume pipe connecting a sixth auxiliary air cylinder to store the selected volume air in the selective volume stage of the second distribution valve;

A seventh auxiliary air cylinder connected to the output terminal of the first relay side by a braking through-air engine and performing a braking tube function of the braking device;

An eighth auxiliary air cylinder connected to an output end of the second relay side by a braking through-air engine and performing a braking through function of the braking device; And

The main air input terminal coupling pipe of the braking pressure reducing valve and the EP control valve, the output terminal coupling pipe of the EP control valve 13, the main air input terminal and the braking air input terminal and the output terminal of the first distribution valve, and the main distribution of the second distribution valve. It is provided in each of the fastening pipes of the air input end and the braking air input end and the output end, and the main air input end fastening pipe of the first and second relay sides, and the input air of the brake decompression valve, the input / output air of the EP control valve, the first division valve and the second component. And a pipe opening / closing valve for opening and closing the input / output air of the bowel movement and the input air of the first relay valve and the second relay valve.

Preferably, the pipe open / close valve is a solenoid valve, and further includes a switchboard for supplying power to the solenoid valve, and a valve switch for controlling power of the solenoid valve between the pipe open / close valve and the switchboard.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram of a structure of a brake component tester for a railway vehicle according to an embodiment of the present invention.

Referring to Figure 1, the braking component tester structure for a railway vehicle according to the present invention is all of the braking components of the Kbr-XI air braking device used in Saemaul Lake currently operated by the Korean Railroad, and KEN 3.4 air braking device used in Mugunghwa Lake All braking components of the system are characterized by being configured to be tested by a single tester under the same conditions as the pipes and pressures mounted on the railway vehicle. In FIG. 1, the braking pressure reducing valve 11, the electro-pneumatic control valve 13, the first distribution valve 21 and the first relay valve 27 are brake components of the Kbr-XI air brake device (Saemaul Lake). The 2nd distribution side 23 and the 2nd relay side 29 represent the braking components of Saemaul Lake. Currently, Knorr's Kbr-XI-TA EP control valve, KE3.3 distribution valve and KR6 relay valve are mainly used in Saemaul of Korea's railway vehicles, and Knorr's KE3.4 distribution valve is also used in Mugunghwa Lake. KR6 relay is mainly used. Therefore, in Fig. 1, the EP control valve 13 is a Kbr-XI-TA type EP control valve, the first distribution valve 21 is a KE3.3 distribution valve, and the second distribution valve 23 is a KE3.4 valve. The bowel movement, the 1st relay edge, and the 2nd relay edge represent KR6 relay sides, respectively, are demonstrated in the following description exemplifying the parts test of these Knorr companies. Although not shown in FIG. 1, the brake component tester structure for a railway vehicle according to the present invention essentially includes a conventional mounting base for detaching these brake components.

The brake component tester according to the present invention includes a main air cylinder connecting portion (1) and a first auxiliary air cylinder (T1) for storing compressed air from the main air cylinder. Compressed air of 10 bar or more is required for the braking component test, but an air compressor may be provided inside the tester. However, an air compressor (not shown) and a main air cylinder (not shown) used in a railway vehicle are connected to the tester. Since it is preferable, it is provided with the main air cylinder connection part 1 and the 1st auxiliary air cylinder T1. The main air cylinder connecting portion (1) pipe (P1) is preferably provided with a blocking cock (C1) to block the compressed air flow from the main air cylinder to the brake component tester as necessary. The first auxiliary air cylinder (T1) has a relatively large volume (165L ~ 174L), the filling air of the first auxiliary air cylinder (T1) having a pressure of 10 bar or more via the main air pipes (P1, ..., P12), Main air input terminals of the braking pressure reducing valve 11, the EP control valve 13, the first distribution valve 21, the second distribution valve 23, the first relay valve 27 and the second relay valve 29 It is supplied to (R). In addition, the compressed air of the first auxiliary air cylinder (T1) is filled from the main air through the blocking cock (C1), the check valve (3) and the filter (5). The air pressure supplied from the main air cylinder is preferably configured to be visually confirmed by the analog pressure gauge AG7 provided inside the blocking cock C1.

In addition, the compressed air of the main air engine is decompressed to a predetermined pressure by a decompression valve (7) connected to the main air engine is supplied to the braking pipe (P23, .., P26) to be used as the braking air. The compressed air of the braking tube is supplied to the braking air input terminal L of the first distribution valve 21 and the second distribution valve 23 by the opening and closing of the pneumatic brake valve 9, or discharged to the atmosphere, The distribution valve 21 and the second distribution valve 23 are operated. The second auxiliary air cylinder T2 is connected to the input terminal of the pneumatic brake valve 9 provided in the braking pipes P23, .., P26, and the third auxiliary air cylinder T3 is connected to the output terminal of the pneumatic brake valve 9. 21) and the air to be supplied to the second distribution valve 23. The pneumatic brake valve 9 is operated by the tester by turning the handle, by which the compressed air of the braking tube is discharged into the atmosphere to lower the pressure of the braking tube (brake fastening), or communicate with the braking tube. The first distribution valve 21 and the second distribution valve 23 are operated by supplying compressed air to the copper tube (relaxing).

The braking pressure reducing valve 11 receives the main air of 10 bar from the input terminal R, and decompresses the input air in a manner of discharging the compressed air of a predetermined pressure or more to the atmosphere to open the output stage R1 and the EP control air engine P13. By the way, control air is supplied to the control air input terminal Ps of the EP control valve 13.

Knorr's Kbr XI-TA type EP control valve (13) is a valve designed to enable seven-stage control. Three solenoid valves (MV1, MV2, MV3) are connected to the air chambers with different working areas. According to the excitation combination of MV3), the input air of the main air input stage R is decompressed to the air pressure set in stages and outputted to the output stage Cv. The output compressed air is input to the control air stage Cv of the first relay side 27, and the main air input terminal R of the first relay side 27 is formed by the air input to the control air stage Cv. The output terminal Cv is opened so that the main air flows into the seventh auxiliary air cylinder T7 which takes the role of the braking cylinder.

The brake component tester according to the present invention can control the DC voltage supplied from the rectifier 15 to open and close the electromagnetic sides MV1, MV2 and MV3 of the EP control side 13 EP control side controller 17 ( Also known as EP electron valve controller). The EP control valve controller 17 has a handle that is stepped to enable 7-stage braking, and the EP control valve tester tests the output stage Cv pressure value of the EP control valve by moving the handle step by step.

The output terminal Cv of the EP control side 13 further includes a fourth auxiliary air cylinder T4, which is a dummy reservoir for temporarily storing the output air of the EP output terminal Cv.

The Kbr-XI air braking system used in Saemaul can control the relay side 27 by selectively using the EP control valve 13 and the KE3.3 distribution valve 21, and the relay valve 27 controls the relay valve. When the output air of the EP control valve 13 or the KE3.3 split valve output air is input to the air stage Cv, the main air input terminal R and the output terminal C of the relay side 27 communicate with each other. The main air flows into the seventh auxiliary air cylinder T7 serving as a braking cylinder. At this time, the double check valve 19 is a valve which automatically determines which air of the output terminal Cv is connected to the control air terminal Cv of the relay side. The double check valve 19 has one of the two air supply pipes connected to the output terminal Cv of the EP control valve 13 and the EP control valve output pipes P14 and P15. The output terminal Cv of the distribution valve 21 and the first distribution valve output pipes P16 and P17 are connected, and the outlet is connected to the control air terminal Cv of the first relay valve 27. (P18, P19) is connected. The double check valve 19 connected as described above receives air having a greater pressure among the output air of the EP control valve 13 and the output air of the first distribution valve 21 and the control air stage Cv of the first relay valve 27. When the output air pressure of the EP control valve 13 and the output air pressure of the first distribution valve 21 are the same, the output air of the first distribution valve 21 is controlled by the control air of the first relay valve 27. It is configured to automatically connect to the stage Cv. The Kbr-XI air braking system is mainly operated by the EP control valve 13, and the KE3.3 distribution valve 21 is used only in case of emergency braking, automatic braking when the locomotive is towed, and temporary operation when the EP braking system fails.

The main air input terminal R coupling pipes P11 and P12 of the braking pressure reducing valve 11 and the EP control valve 13, the output terminal Cv of the EP control valve 13, and the first distribution valve. Fastening pipes P7, P25 and P16 of the main air input terminal R, the braking air input terminal L and the output terminal Cv of (21) and the main air input terminal R of the first relay side 27. (P9) is provided with valves V2, V3, V7, V8, V9 and V12 to open these parts for testing and to allow air to pass, and to close them for testing other parts.

The brake component tester according to the present invention is connected to the output terminal C of the first relay side 27 by braking through air pipes P31 and P32, and has a seventh auxiliary air cylinder T7 having the same volume as that of the braking device. ), And serves as a brake cylinder (BC) of the railway vehicle in the tester.

The first selective volume pipes P27 and P28 which connect the fifth auxiliary air cylinder T5 to store the selective volume air in the selective volume stage A / V of the KE3.3 distribution valve 21 are further provided. Complete the basic configuration to test the braking components of the Kbr-XI air brake system.

Referring back to FIG. 1, one of the characteristics of the present invention is the KE3.4 distribution valve (second distribution valve) 23 and KR6 relay valve (second relay), which are brake parts of the KEN 3.4 air braking device used in Mugunghwa. For the test of the side) 29, the main air engine and the braking tube are connected so that they are arranged in parallel with the first distribution side 21 and the first relay side 27 of the braking components of the Kbr-XI air brake system. The main air and the braking air of the divided toilet 23 are supplied via a part P8 of the main air engine and a part P26 of the braking tube. By doing so, the main air connection (1), the check valve (3), the air filter (5), the first auxiliary air (T1) and the pneumatic brake valve (9) are tested for braking components of the Kbr-XI air braking system and KEN 3.4 It can be used in common for testing brake components of air braking system. The brake component tester according to the present invention connects the output terminal Cv of the second distribution valve 25 and the control air terminal Cv of the second relay valve to test the brake component for KEN 3.4 air brake device. A second selective volume connecting the sixth auxiliary air (T6) to store the selective volume air in the side control pipes (P20, P21, P23) and the selective volume terminal (A / V) of the second distribution valve (23); An eighth auxiliary air cylinder (T8) connected to the output terminals (C) of the pipes (P29, P30) and the second relay side (27) by a braking through-pipe (P33, P34), and performs a braking barrel function of the braking device. It is further provided.

The main air input terminal (P8, P26, P20) of the main air input terminal (R), the braking air input terminal (L) and the output terminal (Cv) of the second distribution valve (23) and the second relay valve (29) The fastening pipe P10 of R) further includes pipe opening / closing valves V14, V15, V16, and V19 for opening and closing the air input and output to the respective terminals.

The main air connection part (1) and the first auxiliary air (T1) connecting pipes (P2, P3), each outlet of the first auxiliary air to the eighth auxiliary air (T1, ..., T8), the first minute Selective volume (A / V) end coupling pipes (P27, 29) of the bowel movement (21) and the second distribution valve (23), the control air end (Cv) and the output end (C) of the first relay edge (27) Each of the fastening pipes P19 and P31 and the control air end Cv and the output end C of the second relay side 29 are connected to the open and close valves V1, V4, V5, V6, V10, V11, V13, V17, V18, V20, V21, V22, V23, V24, V25 are more convenient for testing.

The first auxiliary air cylinder T1 of the main air engine (P1) output pipe (P6), the third auxiliary air cylinder (T3) of the braking pipe input pipe (P24) and the EP control air pipe (P13) after detecting the air pressure of each pipe It is further provided with a pressure sensor (PS1, PS2, PS3) for outputting a proportional voltage, the control unit 100 preferably receives the pressure voltage is converted into a digital value and then transmitted to the computer (102).

Output pipes P6 of the first auxiliary air cylinder T1 of the main air engine, input pipes P24 of the third auxiliary air cylinder T3 of the braking pipe, and output terminals of the EP control air engine P13 and the EP control pipe 13. The 16th solenoid valve of the output pipe P14 of Cv, the 1st distribution side supply-inlet piping P17 of the said double reverse side 19, and the said 2nd relay valve control pipes P20, p21, and p22. The pipe (P21) between the (V16) and the 18th solenoid valve (V18) and the pipe (P2) between the main air cylinder connecting portion (1) and the first solenoid valve (V1) among the main air pipes (P1, ..., P12) are analog. It is preferable to further include a pressure gauge to visually check the air pressure.

2, the pipe opening and closing valves (V1, ..., V25) are all solenoid valves, the switchboard 108 for supplying power to the solenoid valve and the pipe opening and closing valves (V1, ..., V25) V25) and valve switches (S1, ..., S25) for controlling the power supply of the solenoid valve between the switchboard 108 and the tester console are provided to easily open and close the required valve. It is preferable. The tester can open the solenoid valve connected to the part to be tested and shut off the other solenoid valve, so that the tester can quickly test the various parts.

According to the present invention, not only the braking parts can be tested using the component arrangement and pressure conditions installed and operated in a real railway vehicle, but also all the braking parts used in the KEN 3.4 air braking device and the Kbr-XI air braking device. There is an advantage that can be tested efficiently in a short time with a single tester.

1 is a block diagram of a structure of a brake component tester for a railway vehicle according to an embodiment of the present invention.

2 is a block diagram of a brake component tester structure for a railway vehicle according to another embodiment of the present invention.

             Explanation of symbols on the main parts of the drawings

1: Main air cylinder connection 2: Check valve

5: air filter 7: pressure reducing valve

9: pneumatic brake valve 11: braking pressure reducing valve

13: EP control valve 15: rectifier

17: EP control valve controller 19: Double reverse zone

21: first dividing 23: second dividing

25 emergency valve 27 first relay valve

29: second relay side P1 ~ P10: main engine

P11, P12: EP control engine P13: EP main engine

P14, P15: EP control valve output pipe P16, P17: 1st division output pipe

P18, P19: first relay control pipe P20, P21, P22: second relay control pipe

P23 ~ P26: Brake pipe P27, P28: 1st selective volume pipe

P29, P30: 2nd selective volume pipe P31 ~ P34: Brake through air pipe

AG1 ~ AG7: Analogue pressure gauge V1 ~ V25: Pipe open / close valve

S1 ~ S25: Valve switch T1 ~ T8: Auxiliary air

C1, C2: Blocking Coke

Claims (3)

Electro-Pneumatic (EP) control valve 13, first distribution valve 21, second distribution valve 23, first relay valve 27, second relay valve 29 and braking pressure reducing valve 11 Mounting bracket which can be attached to the pipe by attaching; The main air cylinder connecting portion (1) and the first auxiliary air cylinder (T1) for storing the compressed air from the main air cylinder, the EP control valve 13, the first distribution valve 21, the second distribution valve (23) ), Main air pipes (P1, ..., P12) capable of transferring the air pressure of the main air cylinder to the main air input terminal (R) of the first relay side (27), the second relay side (29) and the braking pressure reducing valve (11). ); Receives the air pressure reduced in a constant pressure by the decompression valve (7) from the main air pipe (P6) in communication with the main air pipe (P6), braking of the first distribution valve 21 and the second distribution valve (23) Braking tubes (P23, .., P26) for supplying air for the operation of these distribution valves (21, 23) to the air input end (L); It is provided in the braking tube, the second auxiliary air cylinder (T2) is connected to the input terminal, the third auxiliary air cylinder (T3) is connected to the output terminal, the pressure of the braking tube by discharging the compressed air of the braking tube to the atmosphere by the operation of the handle A pneumatic brake valve (9) for operating the first and second distribution valves (21) and the second distribution valve by dropping or communicating the brake tube to supply compressed air to the brake tube; An EP control air engine (P13) for supplying air, which has been decompressed at a constant pressure from the output end (R1) of the braking pressure reducing valve (11), to the control air input terminal (Ps) of the EP control valve (13); An EP control valve controller 17 capable of opening and closing the electromagnetic sides MV1, MV2, and MV3 of the EP control valve 13 by a DC voltage supplied from the rectifier 15; A fourth auxiliary air cylinder (T4) provided in the EP control valve (13) output terminal (Cv) to store output air of the EP output terminal; The first air supply among the two air supply pipes is connected by the output terminal Cv of the EP control valve 13 and the EP control valve output pipes P14 and P15, and the other air supply pipe is the output terminal of the first distribution valve 21. (Cv) and the first distribution valve output pipe (P16, P17), the outlet is connected to the control air stage (Cv) of the first relay valve 27 by the first relay valve control pipe (P18, P19) Connected to the output air of the EP control valve 13 or the output air of the first distribution valve 21 to the control air stage Cv of the first relay valve 27, and output air pressure of the EP control valve 13 A double check valve 19 for connecting the output of the first distribution valve 21 to the control air stage Cv of the first relay valve 27 when the output air pressure of the first distribution valve 21 and the first distribution valve 21 are the same; Second relay valve control pipes (P20, P21, P23) connecting the output terminal (Cv) of the second distribution valve (25) and the control air terminal (Cv) of the second relay valve; First selective volume pipes (P27 and P28) connecting a fifth auxiliary air cylinder (T5) to store the selective volume air in the selective volume stage (A / V) of the first distribution valve; Second selective volume pipes (P29 and P30) for connecting a sixth auxiliary air cylinder (T6) to store the selective volume air in the selective volume stage (A / V) of the second distribution valve (23); A seventh auxiliary air cylinder (T7) connected to the output terminal (C) of the first relay side (27) by braking through air pipes (P31 and P32) and performing a braking through function of the braking device; An eighth auxiliary air cylinder (T8) connected to the output terminal (C) of the second relay side (27) by braking through air pipes (P33 and P34) and performing a braking through function of the braking device; The main air input terminal R coupling pipes P11 and P12 of the braking pressure reducing valve 11 and the EP control valve 13, the output terminal Cv of the EP control valve 13, and the first distribution valve. The main air input terminal R of the main air input terminal R, the braking air input terminal L, and the output terminal Cv of (21) and the main air input terminal R of the second distribution valve 23 and the braking pipe (P7, P25, P16) Tightening pipes P8, P26, and P20 between the air input terminal L and the output terminal Cv, and main air input terminals R between the first and second relay sides 27 and 29. ), The input air of the braking pressure reducing valve 11, the input / output air of the EP control valve 13, the input / output air of the first distribution valve 21 and the second distribution valve 23, and the first relay valve and the second A railway vehicle brake component tester structure comprising a pipe open / close valve (V2, V3, V7, V8, V9, V12, V14, V15, V16, V19) for opening and closing the input air of a relay side. The method of claim 1, The main air connection part (1) and the first auxiliary air (T1) connecting pipes (P2, P3), each outlet of the first auxiliary air to the eighth auxiliary air (T1, ..., T8), the first minute Selective volume (A / V) end coupling pipes (P27, 29) of the bowel movement (21) and the second distribution valve (23), the control air end (Cv) and the output end (C) of the first relay edge (27) Each of the fastening pipes P19 and P31 and the control air end Cv and the output end C of the second relay side 29 are connected to the open and close valves V1, V4, V5, V6, V10, V11, V13, V17, V18, V20, V21, V22, V23, V24, V25 further comprises a brake component tester structure for a railway vehicle. The method according to claim 1 or 2, The pipe opening and closing valve (V1, ..., V25) is a brake component tester structure for a railway vehicle, characterized in that the solenoid valve.