KR100488508B1 - Automatic tester for parts of railway car brake system - Google Patents

Abstract

The present invention relates to a railway vehicle brake component automatic tester that can automatically test the knorr brake components, EP (Electro-Pneumatic) control valve, the first distribution valve, the second distribution valve, the first relay valve, the second Mounting bracket which can be attached to the pipe by attaching the relay valve 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. 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; 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. In the braking component tester for a railway vehicle, comprising a solenoid valve for opening and closing the input and output air of the bowel movement and the input air of the first relay valve and the second relay valve, the output terminal communication pipe of the EP control tube, the main air input terminal of the first distribution valve And each communication pipe of the braking air input terminal and output stage and the selective volume stage, the main air input terminal of the second distribution valve and each communication pipe of the brake air input stage and the output stage and the selective volume stage, and the main air input terminal and control hole of the first relay valve. Pressure that is provided in each communication pipe of the base end and the output end, and in each communication pipe of the main air input end, the control air end and the output end of the second relay side, and outputs a proportional voltage after sensing the air pressure of the terminal connected to each pipe or pipe. sensor; A control unit which receives the pressure sensor pressure voltage, converts it into a digital value, transmits the digital value to a computer, and controls opening and closing of the solenoid valve according to a signal received from the computer; A computer for storing the pressure value received by the controller in a memory, displaying the graph on a monitor, and transmitting an opening / closing control signal for the solenoid valve to the controller according to a user's operation or an automatic test program; A monitor connected to the computer for displaying the measured pressure, time-pressure change graph, current value and measurement time; And a printer capable of printing and outputting the measurement result displayed on the monitor on paper; and a switchboard for supplying power to the rectifier, the controller, the computer, the monitor, and the printer.

Description

Brake Parts Automatic Testing Machine for Railroad Vehicles {AUTOMATIC 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. It relates to a Knorr brake component automatic tester that can automatically test 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 it is a braking system that does not have an impact between vehicles due to shortening of princess time and improves braking performance by simultaneously braking and releasing 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, when the conventional knorr brake component test method has a problem that takes too much time for the component test. It was necessary to take a lot of time to test a set of knorr brake parts because each part had to be applied with pneumatic pressure, the pressure was measured by a pressure gauge, and the time was checked and recorded with a stopwatch (stopwatch).

In addition, there was a problem that the test results are inaccurate and the reliability is poor. It is difficult for the tester to roughly read the value of the pressure gauge or stopwatch, and it is difficult to test by strictly applying the input air pressure of each component under the test conditions, and the tester's arbitrary judgment is involved in describing the test result. Because it can be.

SUMMARY OF THE INVENTION An object of the present invention devised to improve the conventional knorr brake component test method described above is to provide a brake component tester for a railway vehicle that can test a brake component using a component arrangement and pressure conditions installed and operated in an actual railway vehicle. have.

Another object of the present invention is to provide a brake component tester 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.

Another object of the present invention is to provide a braking component tester for a railway vehicle which can automatically perform a knorr brake component test in a short time.

It is another object of the present invention to provide a brake component tester for railway vehicles capable of producing reliable test results by automatically measuring, displaying, storing, and outputting operating pressure and operating time of each brake component under accurate test conditions.

Railway vehicle brake component tester according to the present invention to achieve the above object is the EP (Electro-Pneumatic) control valve, the first distribution valve, the second distribution valve, the first relay valve, the second relay valve and the braking pressure reduction valve Mounting table that can be attached 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 pressure reducing 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. In the testing machine for a railway vehicle comprising a; solenoid valve for opening and closing the input and output air of the distribution valve and the input air of the first relay and the second relay valve,

The output communication pipe of the EP control tube, the main air input terminal and the braking air input terminal of the first distribution valve, the communication pipe of the output terminal and the selection volume stage, the main air input terminal and the braking air input terminal of the second distribution valve, the output terminal and the selection volume stage. Terminals provided in each communication pipe of the main air input terminal, control air end and output end of the first relay side, and each communication pipe of the main air input end, control air end and output end of the second relay side and connected to the respective pipes or pipes. A pressure sensor for outputting a proportional voltage after detecting the air pressure of the air;

A control unit which receives the pressure sensor pressure voltage, converts it into a digital value, transmits the digital value to a computer, and controls opening and closing of the solenoid valve according to a signal received from the computer;

A computer for storing the pressure value received by the controller in a memory, displaying the graph on a monitor, and transmitting an opening / closing control signal for the solenoid valve to the controller according to a user's operation or an automatic test program;

A monitor connected to the computer for displaying the measured pressure, time-pressure change graph, current value and measurement time;

A printer capable of printing and outputting the measurement result displayed on the monitor on paper; And

It characterized in that it further comprises a switchgear for supplying power to the rectifier, the control unit, a computer, a monitor and a printer.

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

1 is a block diagram of an automatic brake braking component tester according to the present invention.

Referring to Figure 1, the brake vehicle automatic tester for the railway vehicle according to the present invention, all the braking parts of the Kbr-XI air braking device used in Saemaul Lake currently operated by the Korea 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 for a railway vehicle according to the present invention includes a 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. Main air cylinder connecting portion (1) It is preferable that the pipe (P1) is provided with a blocking cock (C1) to open and close the compressed air flow from the main air cylinder to the brake component tester. The first auxiliary air cylinder (T1) has a relatively large volume (165L ~ 174L), the air intake air of the first auxiliary air cylinder (T1) via the main air pipes (P1, ..., P12), 11) 10 bar at the main air input terminal R of 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; To supply compressed air. The filling air of the first auxiliary air cylinder (T1) is supplied from the main air cylinder 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 solenoid valve (V1) is preferably provided before the check valve (3) in addition to the shutoff (C1) to enable the tester to open and close the main air inlet air in the computer.

In addition, the compressed air of the main air engine communicates with the main air engine (P6) and is decompressed to a constant pressure by the decompression valve (7) from the main air engine (P6) to be used as the braking air of the braking pipes (P23, .., P26). . 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 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 defecation valve. 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, or the braking tube is communicated with the compressed air to the braking tube. The first distribution valve 21 and the second distribution valve 23 are operated by charging.

The braking pressure reducing valve 11 receives 10 bar of main air at its input stage R, and decompresses compressed air of a predetermined pressure or more to the atmosphere to control EP through the output stage R1 and the EP control air engine P13. Control air is supplied to the control air input terminal Ps of the side 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 output to the output stage Cv with the air pressure set in stages. 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 automatic tester according to the present invention is an EP control valve controller 17 capable of intermitting the DC voltage supplied from the rectifier 15 to open and close the electromagnetic valves MV1, MV2, and MV3 of the EP control valve 13. (Also known as an EP solenoid controller). The EP control valve controller 17 has a handle that is stepped to enable 7-step braking, and the EP control valve tester tests the output stage Cv pressure value of the EP control valve while sequentially moving the handle.

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 EP. The main air input stage R and the output stage C are opened by either the output terminal Cv air of the side 13 or the KE3.3 splitter output terminal Cv air. 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. Connected by (P18, P19), the air having a greater pressure in 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; 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 of the first distribution valve 21 is controlled by the control air stage Cv of the first relay valve 27. ) Is configured to connect automatically. 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 equipped with solenoid valves (V2, V3, V7, V8, V9, V12) to open these parts for testing and allow air to flow, and to close them for testing of other parts to shut off the air. In operation 102, the controller 100 may open or close the valve switch S2, S3, S7, S8, S9, S12 by the tester's operation or the automatic test program.

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

The first selective volume pipes (P27, P28) are further provided to connect the fifth auxiliary air cylinder (T5) to store the selective volume air in the selective volume (A / V) of the KE3.3 distribution valve 21. The basic configuration for testing the braking components of the Kbr-XI air brake system is complete.

For the testing of the second distribution valve 25 and the second relay valve 29, which are the brake components of the KEN 3.4 air brake system used in Mugunghwa Lake, part of the main air engine (P8), part of the braking tube (P26), and pneumatic type The brake valve 9 is used. In addition, the brake component automatic 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 for testing the brake component for KEN 3.4 air brake device. A sixth auxiliary air cylinder (T6) connecting the sixth auxiliary air control tube (P6) to store the selected volume air in the second volume change control pipe (P20, P21, P23) and the selective volume terminal (A / V) of the second distribution valve (23); An eighth auxiliary air cylinder connected to the output pipes C of the two selective volume pipes P29 and P30 and the second relay side 27 by the braking through air pipes P33 and P34 to perform the braking pipe function of the braking device. (T8) 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 solenoid valves V14, V15, V16, and V19 for opening and closing the air input and output to the respective terminals. 100 to open or close the valve switch (S14, S15, S16, S19) to open and close. By opening the solenoid valve connected to the part to be tested and shutting off the remaining solenoid valves, it is possible to test various parts with one tester.

Automatic testing machine for brake parts for railway vehicles according to the present invention receives the air pressure of the critical part from the computer 102 to determine the abnormality of the parts.

Therefore, the output terminal Cv of the EP control tube 13 communicates with the pipe P14, the main air input terminal R, the brake air input terminal L, the output terminal Cv, and the selective volume stage A / V of the first distribution valve. Each communication pipe (P7, P25, P16, P27), main air input terminal (R), braking air input terminal (L), output terminal (Cv) and selective volume (A / V) P8, P26, P20, P29, main air input terminal R of the first relay side, control air stage Cv, and output pipe C of each communication pipe (P19, P31) and the main air input terminal of the second relay side Each of the communication pipes P22 and P33 of (R) and the control air end Cv and the output end C detects the air pressure of the terminal connected to each pipe or pipe, and outputs a proportional voltage. PS4, PS5, PS6, PS7, PS8, PS9, PS10, PS11, PS12, PS13, PS14, PS15, PS16, PS17, PS18.

The pressure sensors PS4, PS5, PS6, PS7, PS8, PS9, PS10, PS11, PS12, PS13, PS14, PS15, PS16, PS17, PS18 send the measured pressure to the controller 100, and the controller 100 Receives the pressure voltage, converts it into a digital value, and transmits it to the computer 102.

The computer 102 stores the pressure value received from the control unit 100 in a memory, displays the graph on a monitor, and the solenoid valves V2, V3, V7, V8, and V9 according to a user's operation or an automatic test program. Open / close control signals for V12, V14, V15, V16, and V19 are transmitted to the control unit. In addition, the pressure, time-pressure change graph, current value, and measurement time measured on the monitor 104 are displayed, and the measurement result is output to the printer 106.

In addition, the power supply to the rectifier 15, the control unit 100, the computer 102, the monitor 104 and the printer 106 of the brake component tester according to the present invention is provided with a separate switchboard 108 desirable.

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) Solenoid valves (V1, V4, V5, V6) are connected to the control air terminals (Cv) and the output terminals (Cv) of each of the fastening pipes (P19, P31) and the second relay side (29). , V10, V11, V13, V17, V18, V20, V21, V22, V23, V24, V25, and the control unit 100 according to the signal received from the computer 102, the solenoid valve (V1, It is preferable to open and close the control of V4, V5, V6, V10, V11, V13, V17, V18, V20, V21, V22, V23, V24, V25.

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).

Each of the pressure sensors PS1, ..., PS18 may further include digital pressure gauges DG1, ..., DG18 to display the pressure value obtained by the pressure sensor as a digital value.

The first pressure sensor PS1 to the fourth pressure sensor PS4 connecting pipes P6, P24, P13, and P14, the first distribution side supply air supply connecting pipe P17 of the double reverse region 19, and the Connection between main air pipe among main pipe (P21) and main air pipe (P1, ..., P12) between the 16th solenoid valve (V16) and the 18th solenoid valve (V18) among the second relay valve control pipes (P20, p21, p22) It is preferable to further include an analog pressure gauge in the pipe P2 between (1) and the first solenoid valve V1 to visually check the air pressure.

Hereinafter will be described in detail the test method of each brake component using the automatic testing machine for brake parts for railway vehicles according to the present invention having the above-described configuration.

2 is a block diagram showing a method of inspecting a Kbr-XI-TA type EP control valve 13 and a DMV16-T type braking pressure reducing valve 11 using the present invention.

Referring to FIG. 2, a solenoid valve V1 for communicating compressed air of a cycle common to a tester among the solenoid valves provided in the main air engine, and the main air input terminal R of the EP control valve 13 and the braking pressure reducing valve 11. Open only the solenoid valve V2 that opens and closes the main air supplied to the valve and close the remaining solenoid valves (V7, V15, V12, V19). At this time, the solenoid valves provided at the outlets of the auxiliary air cylinders T1, ..., T8 are also locked, and the solenoid valves (V14, V15) of the piping connecting the brake air input terminal (L) of each distribution valve (21, 23). Also lock. In addition, the solenoid valve V3 provided at the output pipe of the EP control valve is also closed. In this state, by reading the value of the pressure sensor PS1 and measuring the main air pressure, by reading the value of the pressure sensor PS3 and measuring the reduced pressure value and comparing it with the normal operating pressure, the brake of the DMV16-T type It is determined whether or not. In addition, the EP control valve controller 17 is operated to sequentially change the pressure controller PS4 from the first stage to the seventh stage, and the output stage Cv of the EP control valve is compared with the normal operating pressure at each stage. By doing so, it is possible to determine the amount and part of the EP control edge 13.

3 is a block diagram showing the inspection method of the KE3.3 distribution valve 21 using the present invention.

Referring to FIG. 3, a solenoid valve V1 for communicating compressed air of a cycle common to a tester among the solenoid valves provided in the main air engine, and a solenoid for opening and closing the main air supplied to the main air input terminal R of the KE3.3 distribution valve. Open only valve V7 and close the remaining solenoid valves (V2, V15, V12, V19). At this time, the solenoid valves provided at the outlets of the auxiliary air cylinders T1, ..., T8 are all locked, and the solenoid valve V14 of the braking air input terminal L of the second distribution valve 23 is also locked. . In addition, it is preferable to also lock the solenoid valve V3 provided in the output connection pipe of the EP control valve to prevent backflow.

In this state, first, check the value of the pressure sensor PS6 to check whether the main air input stage (R) air pressure maintains the normal operating pressure (10 bar). Next, the pneumatic brake valve 9 is placed in a full braking state, and the value of the pressure sensor PS7 is read to check whether the braking pipe BP maintains a normal operating pressure during full braking (commercial maximum). Next, the pneumatic brake valve 9 is placed in the restraint position and the value of the pressure sensor PS7 is read to check whether the brake tube BP pressure maintains the normal operating pressure in the restraint position. Next, the pressure value of the pressure sensor PS7 and the pressure value of PS8 are read simultaneously to check whether the BP pressure at which the pressure of the A / V (selective volume) starts to be reduced is within the normal operating pressure range. Next, the pneumatic brake valve 9 is placed in a loose position and the value of the pressure sensor PS5 is read, and it is checked whether the time required for reducing the pressure of the output terminal Cv from 3.8 bar to 0.4 bar is within the range of the reference time. In this case, the time is measured using a built-in timer of the computer. Next, the pneumatic brake valve 9 is placed in a relaxed position and the pressure value of the pressure sensor PS8 is read, and the air control chamber CR is charged from 0.0 bar to 4.8 bar to check whether the required time is within a range of the reference time. In this case, the time is measured using a built-in timer of the computer. Next, the pneumatic brake valve 9 is placed in the restrained position and the pressure value of the pressure sensor PS8 is read to confirm that the overcharger control pressure is a normal operating pressure. Next, set the pneumatic brake valve (9) to the braking position and read the pressure of the pressure sensor PS8 to check whether the A / V (optional volume) minimum pressure is within the normal operating pressure range. In addition, the pressure value of the pressure sensor PS5 is further read to confirm that the output terminal Cv pressure is a normal operating pressure when the brake air chamber CR control valve is shut off. Next, put the pneumatic brake valve (9) in the braking position and read the pressure values of the pressure sensor PS7 and the pressure sensor PS5, and the output stage (Cv) pressure when the quick brake is shut off, And verify that the insect repeller sensitivity is at normal operating pressure.

Figure 4 is a block diagram showing a test method for KE3.4 distribution bowel using the present invention.

The characteristic of the KE3.4 distribution valve is that the emergency braking valve 25 is further attached, and when the valve of the emergency braking valve 25 is opened, the braking tube pressure drops quickly to achieve rapid braking.

4, the solenoid valve of the solenoid valve provided in the main air engine, the solenoid valve V1 for communicating the compressed air of the common cycle to the tester, and the solenoid for opening and closing the main air supplied to the main air input terminal (R) of the KE3.4 distribution valve Open only valve V15 and close the remaining solenoid valves (V2, V15, V12, V19). At this time, the solenoid valves provided at the outlets of the auxiliary air cylinders T1, ..., T8 are all locked, and the solenoid valve V8 of the braking air input terminal L of the first distribution valve 23 is also locked. However, the solenoid valve V3 of the EP control valve output stage Cv or the solenoid valve V9 of the output stage Cv of the first distribution valve 21 need not be locked. This is because the input of main air and braking air are already blocked.

In this state, first, check the value of the pressure sensor PS9 to check whether the main air input stage (R) air pressure maintains the normal operating pressure (10 bar). Next, the pneumatic brake valve 9 is placed in a full braking state, and the value of the pressure sensor PS10 is read to check whether the braking pipe BP maintains a normal operating pressure during full braking (commercial maximum). Next, the pneumatic brake valve 9 is placed in the restraint position and the value of the pressure sensor PS10 is read to check whether the brake tube BP pressure maintains the normal operating pressure in the restraint position. Next, the pressure value of the pressure sensor PS10 and the pressure value of PS11 are read at the same time to check whether the BP pressure at which the pressure of the A / V (selective volume) starts to be reduced is within the normal operating pressure range. Next, the pneumatic brake valve 9 is placed in a loose position, and the value of the pressure sensor PS12 is read, and it is checked whether the time required for reducing the pressure of the output terminal Cv from 3.8 bar to 0.4 bar is within the range of the reference time. In this case, the time is measured using a built-in timer of the computer. Next, the pneumatic brake valve 9 is placed in a loose position and the pressure value of the pressure sensor PS11 is read to check whether the air control chamber CR is charged from 0.0 bar to 4.8 bar and the required time is within the range of the reference time. In this case, the time is measured using a built-in timer of the computer. Next, the pneumatic brake valve 9 is placed in the restrained position, and the pressure value of the pressure sensor PS11 is read to confirm that the supercharger control pressure is a normal operating pressure. Next, set the pneumatic brake valve (9) to the braking position and read the pressure of the pressure sensor PS11 to check whether the A / V (optional volume) minimum pressure is within the normal operating pressure range. In addition, the pressure value of the pressure sensor PS12 is further read to confirm that the output terminal Cv pressure is a normal operating pressure when the brake air chamber (CR) control valve is shut off. Next, the pneumatic brake valve 9 is placed in the braking position and the pressure values of the pressure sensor PS10 and the pressure sensor PS12 are read, and the output stage (Cv) pressure when the quick brake is shut off, and the output stage (Cv) pressure and debugging when the minimum pressure limiter is operated. Check if the sensitivity is normal operating pressure.

5 is a block diagram showing a method for inspecting the SBV1 emergency braking valve 25 attached to the KE3.4 distribution valve using the present invention.

Referring to FIG. 5, the solenoid valve V19 provided in the main air input terminal R connecting pipe of the second relay side 27 is further opened in the state of FIG. 4 to test the emergency braking side 25.

Open the valve of the emergency braking valve 25, read the pressure value of the pressure sensor PS10, the pressure value of the pressure sensor PS12, and the pressure value of the pressure sensor PS18 to depressurize the braking pipe (BP) within a reference time within a certain range. It is measured whether the pressure at the output end Cv of the KE3.4 distribution valve 23 is within the normal operating pressure range, and the operating time of the second relay valve 27 is within the reference time range.

Fig. 6 is a block diagram showing a method of checking the operation of the KR6 relay edge 27 by the Kbr-XI-TA type EP control edge 13;

6, the solenoid valve V3 and the first relay provided in the connection pipe (Cv) of the output terminal (Cv) of the EP control valve 13 in FIG. 2 for the operation test of the KR6 relay valve 27 by the EP control valve (13) The solenoid valve V12 provided in the main air input terminal R connecting pipe of the side 27 should be opened and the solenoid valve V9 of the output terminal Cv of the first distribution valve 21 should be closed to prevent backflow.

While operating EP control valve controller (also called "EP solenoid controller") from 1st to 7th stage, read the pressure value of pressure sensor PS15, the output of the first relay output stage, and judge the positive and negative by comparing with the normal operating pressure. do.

Fig. 7 is a block diagram showing a method of checking the operation of the KR6 relay edge 27 by the KE3.3 distribution valve 21. Figs.

For the operation test of the KR6 relay side 27 by the KE3.3 splitter 21, the solenoid valve V9 and the first provided at the output pipe C of the KE3.3 splitter 21 are connected in the state shown in FIG. Open the solenoid valve V12 provided in the main air input terminal (R) connecting pipe of the relay side (27).

While the pneumatic brake valve 9 is turned to the braking position, the pressures of the pressure sensor PS5 and the pressure sensor PS13 are read, so that the pressure at the output terminal Cv of the first distribution valve 21 is controlled by the control air stage of the first relay valve 27. Cv) is measured and the pressure is increased to a constant pressure, and the pressure of the pressure sensor PS5 and the pressure sensor PS13 is read while turning to the loosening position, and the pressure of the control air stage Cv of the first relay valve 27 is reduced. After measuring the time to be compared with the reference time to determine the amount and wealth. At this time, the pressure value of the pressure sensor PS15 is also read and the braking pressure is measured.

8 is a block diagram showing a method for checking the operation of a KR6 relay edge by the KE3.4 divider.

In order to check the operation of the KR6 relay valve 29 by the KE3.4 split valve 23, the solenoid valve V16 and the second valve provided in the output pipe C of the KE3.4 split valve 23 in the state shown in FIG. Open the solenoid valve V19 provided in the main air input terminal (R) connection pipe of the relay side 29.

While the pneumatic brake valve 9 is turned to the braking position, the pressure of the pressure sensor PS12 and the pressure sensor PS16 is read, so that the output terminal Cv of the second distribution valve 23 is controlled by the control air stage of the second relay valve 29. Cv) is measured and the pressure is increased to a constant pressure, and the pressure of the pressure sensor PS12 and the pressure sensor PS16 is read while turning back to the relaxed position, so that the control air pressure (Cv) pressure of the second relay 29 is reduced. After measuring the time to be compared with the reference time to determine the amount and wealth. At this time, the pressure value of the pressure sensor PS18 is also read and the braking cylinder pressure is measured.

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 automatically tested in a short time with a single tester. In addition, it is possible to accurately measure the operating pressure and operating time of each part by strictly applying the test conditions of each brake part, and to automatically display, store, and output the results of reliable knorr brake part test results. have.

1 is a block diagram of an automatic brake braking component tester according to the present invention.

2 is a block diagram showing a method for inspecting a Kbr-XI-TA type EP control valve and a DMV16-T type braking pressure reducing valve using the present invention.

Figure 3 is a block diagram showing a test method for KE3.3 distribution bowel using the present invention.

Figure 4 is a block diagram showing a test method for KE3.4 distribution bowel using the present invention.

Figure 5 is a block diagram showing a SBV1 emergency braking inspection method using the present invention.

Fig. 6 is a block diagram showing a method of checking the operation of a KR6 relay side by a Kbr-XI-TA type EP control side.

7 is a block diagram showing a method of checking the operation of the KR6 relay edge by the KE3.3 distribution valve.

8 is a block diagram showing a method for checking the operation of a KR6 relay edge by the KE3.4 divider.

             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 DG1 ~ DG18: Digital pressure gauge

PS1 ~ PS2: Pressure Sensor V1 ~ V25: Solenoid Valve

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

C1, C2: Blocking Coke

Claims (5)

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; And the main air input terminal R coupling pipes P11 and P12 of the braking pressure reducing valve 11 and the EP control valve 13 and the output terminal Cv of the EP control valve 13 to P14, the first minute. The main air input terminal R of the main air input terminal R, the brake air input terminal L and the output terminal Cv of the bowel movement 21 and the main air input terminal R of the second distribution valve 23 Fastening pipes P8, P26 and P20 of the braking air input terminal L and output terminal Cv, and main air input terminal R of the first relay side 27 and the second relay side 29. P10) is provided to the input air of the braking pressure reducing valve 11, the input and output air of the EP control valve 13, the input and output air of the first distribution valve 21 and the second distribution valve 23 and the first relay valve and In the railway vehicle component tester composed of solenoid valves (V2, V3, V7, V8, V9, V12, V14, V15, V16, V19) for opening and closing the input air of the double relay, Output terminal (Cv) communication pipe (P14) of the EP control tube (13), the main air input terminal (R) and braking air input terminal (L), output terminal (Cv) and the selective volume (A / V) of the first distribution valve Communication pipes (P7, P25, P16, P27), main air input terminal (R), braking air input terminal (L), output terminal (Cv) and selective volume terminal (A / V) (P8, P26, P20, P29), the main air input terminal R of the first relay side, the control air stage Cv, and the output pipe C of each communication pipe (P19, P31) and the main air input terminal of the second relay side ( R) and the pressure sensor which is provided in each communication pipe (P22, P33) of the control air terminal (Cv) and the output terminal (C) and outputs a proportional voltage after detecting the air pressure of the terminal communicated with each pipe or pipe (PS4, PS5, PS6, PS7, PS8, PS9, PS10, PS11, PS12, PS13, PS14, PS15, PS16, PS17, PS18); The pressure sensor (PS4, PS5, PS6, PS7, PS8, PS9, PS10, PS11, PS12, PS13, PS14, PS15, PS16, PS17, PS18) receives the pressure voltage, converts it into a digital value, and transmits it to a computer. A control unit (100) for controlling opening and closing of the solenoid valve (V2, V3, V7, V8, V9, V12, V14, V15, V16, V19) according to a signal received from a computer; The pressure value received from the control unit 100 is stored in a memory, displayed in a graph on a monitor, and the solenoid valves V2, V3, V7, V8, V9, V12, V14, according to a user's operation or an automatic test program. A computer 102 which transmits an opening / closing control signal for V15, V16, V19 to the control unit; A monitor 104 connected to the computer 102 for displaying the measured pressure, time-pressure change graph, current value and measurement time; A printer 106 capable of printing and outputting the measurement result displayed on the monitor 104 on paper; and And a switchboard (108) for supplying power to the rectifier (15), the control unit (100), the computer (102), the monitor (104) and the printer (106). 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) Solenoid valves (V1, V4, V5, V6) are connected to the control air terminals (Cv) and the output terminals (Cv) of each of the fastening pipes (P19, P31) and the second relay side (29). , V10, V11, V13, V17, V18, V20, V21, V22, V23, V24, V25, and the control unit 100 according to the signal received from the computer 102, the solenoid valve (V1, An automatic testing machine for brake parts for railway vehicles, characterized by opening and closing control of V4, V5, V6, V10, V11, V13, V17, V18, V20, V21, V22, V23, V24, and V25. The method of claim 1, 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 And pressure sensors PS1, PS2, and PS3 for outputting a proportional voltage, wherein the controller 100 receives the pressure voltage, converts the pressure voltage into a digital value, and transmits the converted voltage to the computer 102. Automatic testing machine for brake parts for railway vehicles. The method according to claim 1 or 3, Each of the pressure sensors PS1, ..., PS18 further includes a digital pressure gauge DG1, ..., DG18 to display the pressure value obtained by the pressure sensor as a digital value. Parts automatic testing machine. The method of claim 1, The first pressure sensor PS1 to the fourth pressure sensor PS4 connecting pipes P6, P24, P13, and P14, the first distribution side supply air supply connecting pipe P17 of the double reverse region 19, and the Connection between main air pipe among main pipe (P21) and main air pipe (P1, ..., P12) between the 16th solenoid valve (V16) and the 18th solenoid valve (V18) among the second relay valve control pipes (P20, p21, p22) (1) and the pipe (P2) between the first solenoid valve (V1) is further provided with an analog pressure gauge to visually check the air pressure, characterized in that the railway vehicle brake component automatic tester.