KR100488509B1 - Tester for anti-skid valve for railway car - Google Patents

Abstract

The present invention relates to an anti-skid valve tester for a railway vehicle, comprising: a mounting base on which an anti-skid valve can be installed; Relay valve side piping for connecting the relay valve stage (D) of the anti-skid valve bracket to the compressed air cylinder; Compressed air cylinder connecting portion provided at the front end of the relay valve side pipe; A relay valve side pipe pressure reducing valve provided in the relay valve side pipe to reduce the air pressure of the compressed air to a constant pressure; A first auxiliary air connected in series with the relay valve side pipe pressure reducing valve to store compressed air under reduced pressure; A second solenoid valve connected in series with the first auxiliary air cylinder to open / close the air flowing into the relay valve stage D of the anti-skid valve bracket; A first pressure sensor which senses the pressure of air flowing into the relay valve stage D of the anti-skid valve bracket and outputs a proportional voltage; Branched from the relay valve side pipe, and has a diameter of about 1/3 of the diameter of the relay valve side pipe, one end thereof is connected to the relay valve side pipe just before the relay valve end (D) of the bracket, The other end of the auxiliary pipe is connected to the check valve open to the atmosphere; An auxiliary pipe pressure reducing valve provided in the auxiliary pipe to reduce the air pressure of the compressed air to a predetermined pressure; A first solenoid valve connected to the auxiliary pipe pressure reducing valve in series to open and close the flow of the decompressed air; A third solenoid valve for opening and closing the air discharge to the check valve; A second pressure sensor which senses the air pressure between the first solenoid valve and the third solenoid valve and outputs a proportional voltage; A second auxiliary air cylinder connected to a brake cylinder end (C) of the anti-skid valve bracket by a brake cylinder pipe; A third pressure sensor which senses the air pressure in the second auxiliary air cylinder and outputs a voltage proportional to the second air pressure; A power supply device for supplying an excitation current to the solenoid valve of the anti skid valve; An output stage for intermitting a flow of output current of the power supply device to the solenoid valve according to an input pulse signal; A pulse generator for outputting a pulse signal for exciting or controlling the solenoid valve to the output terminal; The pressure voltage is input from the first to third pressure sensors and the output current is input from the power supply device, converted into a digital value, and then transmitted to a computer, and the first solenoid is output according to a signal received from the computer. A control unit for opening and closing control of the valve to the third solenoid valve, voltage control control of the power supply device, and controlling the pulse generator to output a pulse of a constant waveform; The pressure value and the current value received from the control unit are stored in the memory, and displayed on the monitor graph, the opening and closing control signal for the first solenoid valve to the third solenoid valve, the power according to the user's operation or automatic test program A computer for transmitting a voltage regulation control signal for a supply device and an output pulse control signal for the pulse generator to a controller; 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 power supply device, the controller, the computer, the monitor, and the printer.

Description

Anti skid valve tester for railway vehicles {TESTER FOR ANTI-SKID VALVE FOR RAILWAY CAR}

The present invention relates to an anti-skid valve tester of a railway vehicle, and more particularly, to be operated by an anti-skid electronic control apparatus of a railway vehicle, which is used to gradually reduce the braking pressure or to increase the pressure level of the distribution valve. It relates to an anti skid valve tester.

Anti skid valve (also called 'wheel slide control valve') is a part of the vehicle's electronic slide control system, which has the final function on the slide control system and maintains the braking pressure at a constant pressure by the command of the electronic control device, It is a device that maintains the proper braking force according to the change of rail condition by increasing the pressure stepwise.

Anti-skid valves currently used in railway vehicles include GV12, GV17 and GV18. GV12 type anti-skid valves are provided with a valve housing having a supply diaphragm and an exhaust seat and having a switching diaphragm which opens and closes these seats, two solenoid valves for controlling the opening and closing of these diaphragms, and relay valve side piping and braking communication piping. Consisting of a bracket. GV17 and GV18 anti-skid valves differ from GV12 anti-skid valves in that the supply / exhaust valve is a piston operated by a spring instead of a diaphragm, but operates according to the same principle, and the reference values are different but the same in performance test. Since the tester can be used, the present specification will be described for the anti-skid valve tester for railroad cars according to the present invention using a GV12 anti-skid valve. Therefore, the description of the diaphragm in the description of the present invention should be understood as the description of the piston in the GV17 type and GV18 type anti skid valve tester.

Referring to Fig. 1, when the anti-skid valve is arranged in the trolley of a railway vehicle, the hole "D" (relay valve end) of the bracket 32 is in the relay valve side pipe, and the hole "C" (braking through end) is the bogie. It is connected to the braking tube of. In addition, the two solenoid valves are composed of electromagnets (VM1, VM2) and amateurs (VM1 ', VM2') surrounding them, and the power to the amateur (VM1 ', VM2') is connected by a 3-wire plug. The terminal I in the middle is connected to the common terminal, the terminal II on the left is connected to the exhaust valve amateur VM1 ', and the terminal III on the right is connected to the air supply valve amateur VM2'.

When mounting the anti-skid valve on the truck, be sure to check the pressure of the air supply diaphragm, the proper spring compression force of the air supply diaphragm, the sensitivity of the air supply diaphragm, the adhesion of the exhaust diaphragm and the solenoid valve seat, and allowable air leakage before installing or performing periodic performance tests. , Opening speed of air supply diaphragm and air supply valve electromagnet (VM2), relaxation current (Ja) of armature of air supply valve electromagnet (VM2), allowable air leakage in the state of brake cylinder filling, speed of exhaust diaphragm, sensitivity of exhaust diaphragm, The slope of the exhaust pressure through the brake cylinder choke, the residual pressure of the brake cylinder, and the slope of the pressure boost through the supply choke shall be tested to see if it satisfies certain criteria.

Conventionally, to test the anti-skid valve, the relay valve side pipe connected to the main air cylinder and connected to the "D" hole (relay valve end) of the bracket, and the auxiliary valve connected in parallel with the relay valve side pipe and allowing the fine air to pass through A device capable of flowing a constant pulse current to the solenoid valve inside the anti-skid valve and the auxiliary air connected to the pipe, the "C" hole of the bracket (the auxiliary valve connected to the relay valve side pipe and the auxiliary pipe) (pulse generator, power supply) Device and switching device) and perform the above-described performance test while visually observing the analog pressure gauge connected to the "D" hole and "C" hole of the bracket by hand operation of the blocking cock and pulse generator. It was.

However, the conventional anti-skid valve test method described above has the following problems and requires an improvement thereof.

First of all, there is a problem that it takes too much time to test one anti-skid valve. The time required for testing such as opening and closing the blocking cock manually, manipulating the pulse generator and power supply, checking and recording the time with a stopwatch, and checking and recording the displayed pressure of the analog pressure gauge one by one with the naked eye. This too much has the disadvantage of not being able to test many valves in a short time.

Next, there is a problem that the test results are inaccurate and the reliability is low. It is difficult for the tester to roughly read the value of the pressure gauge or stopwatch, and it is difficult for the tester to strictly test whether the shut-off cock is opened or closed, the application of the test conditions, etc. Because it can be.

An object of the present invention devised to improve the tester of the conventional anti-skid valve described above is to provide an anti-skid valve tester for railway vehicles that can shorten the test time.

Another object of the present invention is to provide an anti-skid valve tester that can proceed automatically under accurate test conditions and produce reliable test results.

Railway vehicle anti-skid valve tester according to the present invention to achieve the above object

Mounting table for installing the anti-skid valve;

Relay valve side piping for connecting the relay valve stage (D) of the anti-skid valve bracket to the compressed air cylinder;

Compressed air cylinder connecting portion provided at the front end of the relay valve side pipe;

A relay valve side pipe pressure reducing valve provided in the relay valve side pipe to reduce the air pressure of the compressed air to a constant pressure;

A first auxiliary air connected in series with the relay valve side pipe pressure reducing valve to store compressed air under reduced pressure;

A second solenoid valve connected in series with the first auxiliary air cylinder to open / close the air flowing into the relay valve stage D of the anti-skid valve bracket;

A first pressure sensor which senses the pressure of air flowing into the relay valve stage D of the anti-skid valve bracket and outputs a proportional voltage;

Branched from the relay valve side pipe, and has a diameter of about 1/3 of the diameter of the relay valve side pipe, one end thereof is connected to the relay valve side pipe just before the relay valve end (D) of the bracket, The other end of the auxiliary pipe is connected to the check valve open to the atmosphere;

An auxiliary pipe pressure reducing valve provided in the auxiliary pipe to reduce the air pressure of the compressed air to a predetermined pressure;

A first solenoid valve connected to the auxiliary pipe pressure reducing valve in series to open and close the flow of the decompressed air;

A third solenoid valve for opening and closing the air discharge to the check valve;

A second pressure sensor which senses the air pressure between the first solenoid valve and the third solenoid valve and outputs a proportional voltage;

A second auxiliary air cylinder connected to a brake cylinder end (C) of the anti-skid valve bracket by a brake cylinder pipe;

A third pressure sensor which senses the air pressure in the second auxiliary air cylinder and outputs a voltage proportional to the second air pressure;

A power supply device for supplying an excitation current to the solenoid valve of the anti skid valve;

An output stage for intermitting a flow of output current of the power supply device to the solenoid valve according to an input pulse signal;

A pulse generator for outputting a pulse signal for exciting or controlling the solenoid valve to the output terminal;

The pressure voltage is input from the first to third pressure sensors and the output current is input from the power supply device, converted into a digital value, and then transmitted to a computer, and the first solenoid is output according to a signal received from the computer. A control unit for opening and closing control of the valve to the third solenoid valve, voltage control control of the power supply device, and controlling the pulse generator to output a pulse of a constant waveform;

The pressure value and the current value received from the control unit are stored in the memory, and displayed on the monitor graph, the opening and closing control signal for the first solenoid valve to the third solenoid valve, the power according to the user's operation or automatic test program A computer for transmitting a voltage regulation control signal for a supply device and an output pulse control signal for the pulse generator to a controller;

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

And a switchboard for supplying power to the power supply, the controller, the computer, the monitor, and the printer.

The relay valve stage (D) of the anti-skid valve bracket, the auxiliary pipe between the first solenoid valve and the second solenoid valve, and the second auxiliary air cylinder further includes an analog pressure gauge to check the pressure change even with the naked eye. desirable.

The first pressure sensor to the third pressure sensor further includes a digital pressure gauge that can convert the pressure voltage output from each pressure sensor to a digital value and display the pressure value input to the control unit. desirable.

It is preferable to further include a valve switch for wiring the power supply to the first solenoid valve to the third solenoid valve directly from the switchgear and the user can manually open and close each solenoid valve.

Hereinafter, with reference to the accompanying drawings will be described in detail the configuration of the anti-skid valve tester and the test method using the same.

In the figure, all closed solenoid valves (eg, V1 and V2 in FIG. 1) are filled in black, and open solenoid valves (eg, V3 in FIG. 1) are shown only in outline.

1 is a block diagram showing the configuration of an anti-skid valve tester for a railway vehicle according to the present invention.

Referring to Figure 1, the anti-skid valve tester for a railway vehicle according to the present invention is connected to a compressed air cylinder of 10bar by the compressed air cylinder connection (1). The compressed air of 10 bar is decompressed to 5 bar at the relay valve side pipe pressure reducing valve 3 via the pipes P1, P2, and P3 sequentially, and the compressed air is reduced in the first auxiliary air T1. The compressed air of the first auxiliary air cylinder T1 is supplied to the relay valve stage D of the anti-skid valve when the second solenoid valve V2 is opened. The pressure of the air supplied to the relay valve stage D is converted into a voltage signal by the first pressure sensor PS1 provided in the pipe P5 immediately before the relay valve stage D, and transmitted to the controller 100. The pipe P5 immediately before the relay valve stage D is provided with an analog pressure gauge AG1 and a digital pressure gauge DG1, so that the pressure of the relay valve stage D of the anti-skid valve may be visually determined.

The anti-skid valve tester according to the present invention, the adhesion of the air supply diaphragm 38, the appropriate spring compression force of the diaphragms 38, 50, the sensitivity of the air supply diaphragm 38, the adhesion of the exhaust diaphragm 50, the solenoid valve seat 34, In addition to the relay valve side pipes (P1, ..., P5) to test the adhesion of the 35, 48, 49), allowable air leakage, etc., the compressed air cylinder connecting portion (1) and the auxiliary air connected to the relay valve stage (D) The pipes P6, ..., P10 are further provided. The auxiliary pipe is branched from the relay valve side pipe in the pipe P7, the compressed air of 10bar flowing through the compressed air cylinder connecting portion (1) is decompressed to low pressure air of 0.3bar in the auxiliary pipe side pressure reducing valve (5), and When the solenoid valve (V1) is opened, it is supplied to the relay valve stage (D) of the anti-skid valve through the pipe P6 connecting the relay valve side pipe and the auxiliary pipe, or the third solenoid valve (V3) and the check valve (7) Through the atmosphere. The auxiliary pipe may be further provided with a choke (φ1) to adjust the inlet air. The auxiliary pipe P9 connected to the relay valve side pipe P5 of the auxiliary pipe has a second pressure sensor PS1 and is discharged from the air pressure or relay valve side pipe P5 input from the first solenoid valve V1. The air pressure is converted into a voltage signal and transmitted to the control unit 100. In addition, the pipe P9 connected to the relay valve side pipe of the auxiliary pipe further includes an analog pressure gauge AG1 and a digital pressure gauge DG1 to visually input the air pressure or the relay valve from the first solenoid valve V1. It is preferable to configure so that the air pressure discharged from the side pipe P5 can be confirmed.

Air opening and closing between the first auxiliary air cylinder (T1) and the relay valve stage (D) of the anti-skid valve is performed by the second solenoid valve (V2) and the auxiliary valve side pressure reducing valve (5) and the relay valve stage (D) of the anti-skid valve. Air opening / closing is performed by the first solenoid valve (V1), and atmospheric release of compressed air via the check valve (7) is performed by the third solenoid valve (V3). The solenoid valve (V1, V2, V3) of the opening and closing of the control in the computer (100) provided in the console (not shown) can be easily and accurately by the user's operation or automatic test program . All of the drive circuits for these solenoid valves V1, V2, V3 are provided in the controller 100, and the computer 100 opens and closes each solenoid valve V1, V2, V3 via the controller 100. do.

The switchboards 108 and the solenoid valves V1, V2, and V3 are directly wired, and valve switches S1, S2 and S3 for opening and closing the valves are arranged in a console (not shown) to switch valves S1, S2 and S3. It is preferable to make it possible to open and close each solenoid valve V1, V2, V3 by operating. By this configuration, it is possible to perform the test of the anti-skid valve 30 while easily opening and closing the air flow of the pipe without having to approach the blocking cock provided in the pipe.

Referring to FIG. 1 again, the brake cylinder side pipe P11 is fastened to the brake cylinder end C of the anti-skid valve, and the second auxiliary air cylinder T2 having the same volume as the brake cylinder of the railway vehicle is provided at the tip thereof. do. The second auxiliary air cylinder (T2) serves as a brake cylinder in the tester according to the present invention, the pressure measured in the second auxiliary air cylinder (T2) is to be regarded as the braking cylinder pressure of the railway vehicle. A pressure sensor PS3 is also provided in the second auxiliary air cylinder T2 to convert the pressure of the second auxiliary air cylinder into a voltage signal, and then transmit the converted pressure signal to the controller 100. The second auxiliary air cylinder (T2) is preferably provided with an analog pressure gauge (AG3) and a digital pressure gauge (DG2) to visually check the pressure of the second auxiliary air cylinder.

In the anti-skid valve, two solenoid valves (air supply solenoid valve and exhaust solenoid valve) are provided, and each solenoid valve includes electromagnets VM1 and VM2 and amateurs VM1 'and VM2'. In addition, the outer side of the anti-skid valve is provided with a connection pin for supplying electricity to the armature (VM1 ', VM2') of the solenoid valve. The anti-skid valve tester should also be provided with a power supply (9) capable of supplying electricity to the solenoid valve, which is connected to the solenoid valve via a connecting pin of 24 volts (V) to 100 volts (V). It will output DC voltage. The supply of a DC voltage to the amateur via the power supply device 9 outputs a voltage output switching pulse signal (TTL signal) to the output terminal 11 for opening and closing the voltage output of the power supply device 9 and the output terminal 11. It is controlled by the input pulse generator 13. As the output terminal 11, a silicon controlled rectifier (SCR) such as a triac, which is a three-terminal switching element for power, may be used. When a voltage of 5 V is input to the supply air solenoid valve control electrode or the exhaust solenoid valve control electrode of the output terminal 11, the power supply of the power supply device 9 and the valve amateurs VM1 'and VM2' are short-circuited. The output voltage of the supply device is applied to each valve arm VM1 ', VM2' as it is. Accordingly, the voltage output of the power supply device 9 can be easily controlled by turning on and off the pulse of the pulse generator 13 input to the control electrode of the output terminal 11. The power supply device 9 is provided with an ammeter so as to transmit a current value to the control unit 100. Alternatively, the power supply device 9 is configured to adjust the output voltage via the control unit 100 by a computer. The pulse width of the pulse generator 13 is also configured to be controlled by a computer. The output terminal 11 and the pulse generator 13 together with the control unit 100 preferably constitutes a circuit on a single printed circuit board (PCB).

Another feature of the present invention is that the opening and closing operation of the solenoid valve, which is a test condition, can be easily and accurately performed by a user's operation or an automatic test program in a computer.

Referring back to FIG. 1, the pressure voltage output from the first pressure sensor PS1, the second pressure sensor PS2, and the third pressure sensor PS3 and the ammeter of the power supply device 9 are read. The input output current value is transmitted to the control unit 100, and the control unit 100 converts it into a digital value and transmits it to the computer 102. The computer 102 stores these values in a memory and displays on the monitor 104 a time-pressure graph, a real-time pressure value, a real-time current amount, a measurement time, whether the test passed, and the like. The printer 106 will output the measured value, graph or pass displayed on the monitor 104. As described above, according to the present invention, test results can be obtained very objectively, stored, and output.

The test method using the anti-skid valve tester for railway vehicles according to the present invention having the above-described configuration will be described by dividing each step.

2 is a pulse signal (TTL signal) input to the control electrode of the output terminal 11 of the power supply device 9 in each test step of the anti-skid valve according to the present invention and the solenoid valve (V1, V2, V3) provided in the pipe ) Is a graph showing the change of brake cylinder end (C) pressure (AG3, DG3) of the anti-skid valve according to the opening and closing of).

3 is a block diagram showing the adhesion force of the air supply diaphragm and the appropriate spring compression force test step (step I in FIG. 2) of the diaphragm.

As shown in FIG. 1, when the first solenoid valve V1 and the second solenoid valve V2 are closed and the third solenoid valve is opened, the air supply electromagnet VM1 and the exhaust electromagnet VM2 are deactivated. The relay valve stage D of the skid valve is opened to the atmosphere by the check valve 7, and the pressure of the brake cylinder stage C is maintained at 0 bar. In this state, if the second solenoid valve (V2) is opened and the third solenoid valve is closed, the braking cylinder (C) pressure instantly rises to 5 bar equal to the pressure of the first auxiliary cylinder (T1), and the anti-skid function It will be in the same state as without brake body.

FIG. 3 opens the first solenoid valve V1 in the state of FIG. 1. When the first solenoid valve V1 is opened, some of the air decompressed to 0.3 bar by the auxiliary piping side pressure reducing valve 5 is released to the atmosphere through the third solenoid valve and the check valve 7, but the other part is antiskid. It flows into the relay valve stage D of the valve. At this time, the pressure of 0.1-0.02bar is sensed by the second pressure sensor PS2. The air introduced into the anti-skid valve relay valve stage D slightly pushes the air supply diaphragm 38 and enters the braking cylinder stage D. In Fig. 3, the pressure of the braking barrel D at this time (" P1 " value in Fig. 2) is measured to test the adhesion of the air supply diaphragm 38 and the proper spring compression force of the diaphragms 38 and 50. For GV12 anti-skid valves, the P1 value should be less than 0.03 bar.

4 is a block diagram showing the sensitivity of the air supply diaphragm 38, the adhesion between the exhaust diaphragm 50 and the valve electromagnet seats 34 and 48, and the allowable air leakage test step (step II in FIG. 2).

FIG. 4 is a view illustrating the third solenoid valve V3 being shut off in the state of FIG. 3 to block air discharge. All 0.3 bar of air decompressed in the auxiliary piping side pressure reducing valve (5) flows into the relay valve stage (D) of the anti-skid valve, and the introduced air pushes the air supply diaphragm (38) slightly to the braking tube (C). Enter The sensitivity of the air supply diaphragm 38 and the adhesion between the exhaust diaphragm 50 and the outer seats 34 and 48 of the solenoid valve can be confirmed by the measured pressure ("P2" value in FIG. 2) of the braking cylinder C. FIG. At this time, the pressure of the braking cylinder C ("P2" value in FIG. 2) must be maintained for a certain time within the allowable air leakage range. For GV12 anti skid valves, the permissible P2 value is 0.3 ± 0.1 bar.

5A and 5B are block diagrams showing the opening speed test step (step III in FIG. 2) of the air supply diaphragm 38 and the air supply valve electromagnet VM2.

5a and 5b close the first solenoid valve V1 on the auxiliary pipe in the state of FIG. 4, open the second solenoid valve V2 on the relay valve side pipe, and the air pressure of 5 bar of the antiskid valve 30 A pulse is inputted to the relay valve stage D, and a pulse is input to the air supply valve amateur VM2 'control electrode of the output terminal 11. FIG. 5A shows the pulse a section (O volt section) in the state where both the exhaust valve electromagnet VM1 and the air supply valve electromagnet VM2 are demagnetized, that is, in step III of FIG. 2, FIG. 5B shows the exhaust valve electromagnet VM1. And the air supply valve electromagnet VM2 is in an excited state, that is, pulse b section (5 volt section) in step III of FIG.

Referring to FIG. 5B, in the pulse b section, the air supply valve electromagnet VM2 is excited to open the outer seat 34 and close the inner seat 35 so that the pressure in the air supply control chamber 42 and the pressure in the relay valve stage D are limited. As a result, the air supply diaphragm 38 is brought into close contact with the air supply sheet 36, and the inflow of air to the braking cylinder stage C is blocked. Therefore, the air pressure in the braking cylinder stage is kept at the pressure just before the change.

Referring to FIG. 5A, in the pulse a section, the air supply valve electromagnet VM2 is elementd to be in close contact with the outer seat 34 so that the air supply control chamber 42 is opened to the atmosphere, and the air pressure at the relay valve stage D is supplied to the air supply diaphragm ( 38) The air passage is formed from the relay valve stage (D) to the brake cylinder (C) by pushing, and the air pressure of the brake cylinder (C) rises.

In order to measure the opening speed of the air supply diaphragm 38 and the air supply valve electromagnet VM2 of the anti-skid valve, a pulse which repeats the section b and section a while the air of 5 bar is input to the relay valve stage D Is input to the air supply solenoid valve control electrode of the output terminal 11, and the pressure of the braking cylinder stage C is stepped up. For the measurement of the opening speed of GV12 type anti skid valve, input section a and section b four times, starting with section b, but b section duration time is 300 ± 10ms and a section duration time is 30 ± 1ms. At this time, the pressure increase (ΔP3) test standard value of the boosted brake cylinder (C) is 1.4 ± 0.2 bar.

6A and 6B are block diagrams illustrating a relaxation current Ja measurement step (step IVa in FIG. 2) of the air supply valve amateur.

The solenoid valves V1, V2, and V3 maintain the same conditions as shown in FIG. 5A and maintain the supply valve amateur (VM2 ') control electrode signal of the output stage 11 at a high level to supply power. With the output terminal (9) and the air supply valve amateur VM2 'short-circuited, the output voltage of the power supply device 9 is gradually reduced. Then, as shown in FIG. 6A, the air supply valve electromagnet VM2 opens the outer seat 34 and closes the inner seat 35 until the air supply diaphragm 38 is closed until a certain stage. In the state in which the air supply diaphragm 38 is closed, there can be no increase in the pressure of the brake cylinder C, and thus the pressure of the brake cylinder C is kept constant. However, as shown in FIG. 6B, when the output voltage of the power supply drops below a certain voltage level, the air supply valve electromagnet VM2 is blocked, which blocks the outer seat 34 and opens the inner seat 35. The diaphragm 38 is opened so that the braking barrel C is rapidly filled to 5 bar. The current flowing through the air supply valve arm VM2 'at the moment when the air supply valve electromagnet VM2 is demagnetized is called the current Ja, and the computer receiving the current value from the power supply 9 in real time is the braking terminal. The current value at the moment when the pressure in (C) rapidly increases is stored and displayed. In case of GV12 type anti-skid valve, the loosening current Ja value is over 50mA.

7A and 7B are block diagrams showing the allowable leak test step (step IVb of FIG. 2).

The solenoid valves V1, V2, and V3 maintain the same conditions as shown in FIG. 6A, and maintain the voltage of the supply valve amateur VM2 'control electrode of the output terminal 11 at a high level (5 volts), and then at a low level. Drop to (0 volts). At this time, the output voltage of the power supply unit is maintained in a steady state (more than 24 volts). Referring to FIG. 7A, the air supply valve electromagnet VM2 is excited to open the outer sheet 34 while blocking the inner sheet 35 while the high level signal is input to the supply valve amateur VM2 ′ control electrode. At this time, the air supply diaphragm 38 is closed so that the pressure of the braking end is maintained without change. As shown in FIG. 7B, when the air supply valve amateur (VM2 ') control electrode input signal of the output terminal 11 is changed to a low level, the air supply valve electromagnet (VM2) is decomposed to open the outer seat 34 to open the inner seat ( 35). Then, the air supply diaphragm 38 is opened, but the pressure of the relay valve stage (D) and the braking tube (C) are all 5 bar, so that air filling is not caused and the pressure of the braking tube (C) is also maintained. Maintain 5 bar. However, if there is leakage in the air supply seat 36, the exhaust seat 52, the internal and external seats 34 and 35 of the air supply valve electromagnet or the internal and external seats 48 and 49 of the exhaust valve electromagnet, the pressure of the brake cylinder stage is 5 You can't keep the bar. For GV12 anti-skid valves, the permissible leakage pressure (P4) is 5 ± 0.1 bar.

8A and 8B are block diagrams showing the opening speed test step (step V in FIG. 2) of the exhaust diaphragm.

The solenoid valves V1, V2, and V3 also maintain the same state as in FIG. 7A. FIG. 8A shows the supply valve electromagnet VM2 is excited, the exhaust valve electromagnet VM1 is demagnetized, ie, pulse b section in step V of FIG. 2, and FIG. 8B shows the supply valve electromagnet VM2 and the exhaust valve electromagnet. (VM1) all are excited, i.e., section a in step V of FIG.

Referring to FIG. 8A, in the pulse b section, the air supply valve electromagnet VM2 is excited to open the outer seat 34 and close the inner seat 35 so that the pressure in the air supply control chamber 42 and the pressure in the relay valve stage D are reduced. All equal to 5 bar, the air supply diaphragm 38 is in close contact with the air supply sheet 36, the air inflow to the braking cylinder (C) is blocked. In addition, the exhaust valve electromagnet VM1 is demagnetized to close the outer seat 48 and open the inner seat 49 so that the air pressure at the relay valve stage D is transmitted to the exhaust control chamber 54, and thus the exhaust diaphragm 50 ) Is in close contact with the exhaust sheet 52 to prevent air discharge. Therefore, the pressure of the braking cylinder C is maintained at a constant state.

Referring to FIG. 8B, in the pulse a section, the exhaust valve electromagnet VM1 is excited to open the outer seat 48 and the inner seat 49 to close, so that the exhaust control chamber 42 is opened to the atmosphere, and the braking passage C ), The air pressure is pushed the exhaust diaphragm (50) to form an air passage from the braking cylinder (C) to the discharge port (O), the air pressure of the braking cylinder (C) is lowered.

In order to measure the opening speed of the exhaust diaphragm 50 of the anti-skid valve, while the braking cylinder stage C is filled with 5 bar, a pulse which repeats the sections a and b is controlled by the exhaust solenoid valve of the output stage 11. It inputs to an electrode and pressure-reduces the pressure of the braking cylinder stage C stepwise. In order to measure the opening speed of the GV12 type anti-skid valve, start with section b (VM1 ': O volts, VM2': 5 volts) and start with section a (VM1 ': 5 volts, VM2': 5 volts) and section b. Repeated inputs are repeated once, but b section duration time is 300 ± 10ms and a section duration time is 30 ± 1ms. At this time, the pressure drop (ΔP5) test reference value of the reduced pressure brake cylinder (C) is 1.3 ± 0.2 bar.

9A and 9B are block diagrams showing the exhaust pressure gradient through the braking barrel choke 56 and the sensitivity measurement of the exhaust diaphragm (step VI of FIG. 2).

Solenoid valves V1, V2, and V3 are subject to the same conditions as in FIG. 8A. In order to measure the exhaust pressure gradient of the braking side choke 56 and the sensitivity of the exhaust diaphragm 50, first, as shown in FIG. 9A, the air supply valve electromagnet VM2 and the exhaust valve electromagnet VM1 are simultaneously demagnetized. After completely filling the braking tube C to 5 bar, as shown in FIG. 9B, both the air supply valve electromagnet VM2 and the exhaust valve electromagnet VM1 are excited to completely discharge the air pressure of the braking tube C. Exhaust is started in the state where the braking cylinder C is completely filled, and the time when the air pressure of the braking cylinder C reaches 0.25 times the air pressure P4 at the time of full charging is called exhaust pressure gradient. The computer calculates, stores and displays the exhaust pressure gradient by an internal timer using the input value received from the third pressure sensor PS3, the excitation signal input time to the output terminal 11, and the like. For the GV12 anti-skid valve, the reference value for the exhaust pressure gradient is 0.9 ± 0.2 seconds.

The sensitivity of the exhaust diaphragm 50 can be confirmed from the pressure P6 of the braking cylinder in a state where the braking cylinder stage C is completely exhausted. For the GV12 type anti skid valve, the reference value of the exhaust diaphragm 50 sensitivity is 0.03 bar or less.

10A and 10B are block diagrams illustrating the step of increasing the pressure gradient through the inlet choke 44 and the braking cylinder stage D (step VII of FIG. 2).

Referring to FIG. 10A, when the solenoid valves V1, V2, and V3 are set in the same condition as in FIG. 9A, and the air supply valve electromagnet VM2 and the exhaust valve electromagnet VM1 are demagnetized, 5 bar of the relay valve stage D is shown. The air pushes the air supply diaphragm 38 and rapidly flows into the braking cylinder stage C. The computer 104 uses the internal timer to time the supply air valve electromagnet VM2 and the exhaust valve electromagnet VM1 from the time of element to the time when the pressure of the braking cylinder C becomes 0.75 times the air pressure P4 at full charge ( This is known as the 'intensity slope', stored and displayed. In case of GV12 type anti-rake valve, the standard value of booster slope is 1.3 ± 0.2 seconds.

As shown in FIG. 10B, when the second solenoid valve V2 provided in the relay valve side pipe is closed and the third solenoid valve V3 connected to the check valve 7 is opened, the relay valve stage D pressure is The air supply diaphragm 38 is rapidly dropped and the air supply diaphragm 38 is opened by the pressure of the filled braking cylinder C, and the air of the braking cylinder C is discharged to the atmosphere via the check valve 7. The residual pressure of the brake cylinder stage D is the pressure P7 of the residual air remaining in the brake cylinder stage C after the air in the brake cylinder stage C is completely discharged through the check valve 7. The standard value of brake residual pressure (P7) of GV12 anti-skid valve is less than 0.03 bar.

11 is a block diagram showing a method for manually operating the anti-skid valve tester for railway vehicles according to the present invention.

The anti-skid valve tester for railway vehicles according to the present invention having the above-described configuration and operation can not only test the anti-skid valve by the user's computer operation or the execution of an automatic test program, but also as shown in FIG. 11. Close the emergency switch provided in the console to directly connect the valve switches (S1, S2, S3) to the switchboard 108, and connect each solenoid valve (V1, V2, V3) to the valve switches (S1, S2, S3). While opening and closing according to the above-described test method, it is possible to perform the test of each step. At this time, the power supply device 9 and the pulse generator 13 are operated by hand, and the pressure value is visually checked by reading an analog pressure gauge (AG1, AG2, AG3) or a digital pressure gauge (DG1, DG2, DG3). The time measurement is done using a stopwatch.

According to the present invention, it is possible not only to provide an anti-skid valve tester for a railway vehicle that can significantly shorten the test time, but also to perform a test automatically under accurate test conditions, thereby producing reliable test results. have.

1 is a block diagram showing the configuration of an anti-skid valve tester for a railway vehicle according to the present invention.

Figure 2 shows the opening and closing of the pulse signal (TTL signal) input to the control electrode of the output terminal of the power supply device and the solenoid valve (V1, V2, V3) provided in the pipe in each test step of the anti-skid valve according to the present invention This is a graph showing the change in the braking cylinder (C) pressure (AG3) of the anti-skid valve according to.

3 is a block diagram showing the adhesion force of the air supply diaphragm and the appropriate spring compression force test step of the diaphragm.

4 is a block diagram showing the sensitivity of the air supply diaphragm, the adhesion between the exhaust diaphragm and the valve electromagnet seat, and the allowable air leakage test step.

5A and 5B are block diagrams showing the opening speed test step of the air supply diaphragm and the air supply valve electromagnet.

6A and 6B are block diagrams illustrating the relaxation current Ja measurement step of the air supply valve amateur.

7A and 7B are block diagrams illustrating the allowable leak test step.

8A and 8B are block diagrams showing the opening speed test step of the exhaust diaphragm.

9A and 9B are block diagrams illustrating the step of measuring the exhaust pressure gradient through the brake barrel choke and the sensitivity measurement of the exhaust diaphragm.

10A and 10B are block diagrams illustrating the step of measuring the boost slope and the brake cylinder residual pressure through the inlet choke.

11 is a block diagram showing a method for manually operating the anti-skid valve tester for railway vehicles according to the present invention.

            Explanation of symbols on the main parts of the drawings

1: Main air cylinder connection 3: Relay valve side pressure reducing valve

5: auxiliary piping pressure reducing valve 7: check valve

9: Power Supply 11: Output

13 pulse generator 30 anti skid valve

32: bracket 34, 48: outer sheet

35, 49: inner sheet 36: air supply sheet

38: supply diaphragm 40: spring

42: air supply control room 44: air supply side choke

50: exhaust diaphragm 52: exhaust seat

54 exhaust control room 56 braking communication choke

VM1, VM2: Solenoid valve electromagnet VM1 ', VM2': Solenoid valve amateur

P1, P2, P3, P4, P5: Relay valve side piping P6, P7, P8, P9, P10: Auxiliary piping

P11: Braking side piping φ1: Auxiliary piping choke

T1, T2: auxiliary air V1, V2, V3: solenoid valve

AG1, AG2, AG3: Analogue pressure gauge DG1, DG2, DG3: Digital pressure gauge

PS1, PS2, PS3: Pressure sensor S1, S2, S3: Valve switch

ES: Emergency Switch

Claims (4)

Mounting table for installing the anti-skid valve 30; Relay valve side pipes (P1, P2, P3, P4, P5) for connecting the relay valve stage (D) of the anti-skid valve bracket (32) to the compressed air cylinder; Compressed air connection portion (1) provided at the front end of the relay valve side pipe (P1); A relay valve side pipe pressure reducing valve (3) provided in the relay valve side pipe to reduce the air pressure of the compressed air to a constant pressure; A first auxiliary air (T1) connected in series with the relay valve side pipe pressure reducing valve (3) to store compressed air under reduced pressure; A second solenoid valve (V2) connected in series with the first auxiliary air cylinder (T1) to open and close air flowing into the relay valve stage (D) of the anti-skid valve bracket (32); A first pressure sensor (PS1) for detecting a pressure of air flowing into the relay valve stage (D) of the anti-skid valve bracket (32) and outputting a proportional voltage; Branched from the relay valve side pipe (P2), and has a diameter of about 1/3 of the diameter of the relay valve side pipes (P1, P2, P3, P4, P5), one end of the relay of the bracket (32) Auxiliary pipes (P6, P7, P8, P9, P10) connected to the relay valve side pipe (P5) immediately before the valve stage (D), and connected to the check valve (7) open to the atmosphere; An auxiliary pipe pressure reducing valve (5) provided in the auxiliary pipe to reduce the air pressure of the compressed air to a predetermined pressure; A first solenoid valve (V1) connected in series with the auxiliary pipe pressure reducing valve (5) to open and close a flow of reduced pressure air; A third solenoid valve (V3) for opening and closing the air discharge to the check valve (7); A second pressure sensor PS2 that detects air pressure between the first solenoid valve V1 and the third solenoid valve V3 and outputs a proportional voltage; A second auxiliary air cylinder (T2) connected to the brake cylinder end (C) of the anti-skid valve bracket (32) by a braking cylinder pipe (P11); A third pressure sensor PS3 that detects the air pressure of the second auxiliary air cylinder T2 and outputs a voltage proportional to the second auxiliary air cylinder T2; A power supply device for supplying an excitation current to the solenoid valves VM1 and VM2 of the anti-skid valve; An output stage for intermitting a flow of output current of the power supply device to the solenoid valve according to an input pulse signal; A pulse generator for outputting a pulse signal for exciting or controlling the solenoid valve to the output terminal; The pressure voltage is input from the first to third pressure sensors and the output current is input from the power supply device, converted into a digital value, and then transmitted to a computer, and the first solenoid is output according to a signal received from the computer. A control unit for opening and closing control of the valve to the third solenoid valve, voltage control control of the power supply device, and controlling the pulse generator to output a pulse of a constant waveform; The pressure value and the current value received from the control unit are stored in the memory, and displayed on the monitor graph, the opening and closing control signal for the first solenoid valve to the third solenoid valve, the power according to the user's operation or automatic test program A computer for transmitting a voltage regulation control signal for a supply device and an output pulse control signal for the pulse generator to a controller; 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 The switchboard for supplying power to the power supply, the control unit, the computer, the monitor and the printer; Anti skid valve tester for a rail vehicle. The method of claim 1, The relay valve stage (D) of the anti skid valve bracket, the auxiliary pipe between the first solenoid valve and the second solenoid valve, and the second auxiliary air cylinder connected to the brake cylinder end of the anti skid valve bracket are further provided with an analog pressure gauge. Anti-skid valve tester for railway vehicles, characterized in that the pressure change can be confirmed. The method of claim 1, The first pressure sensor to the third pressure sensor is further provided with a digital pressure gauge which can convert the pressure voltage output from each pressure sensor to a digital value and display it so that the pressure value input to the controller can be visually checked. An anti-skid valve tester for railway vehicles. The method of claim 1, For the railroad vehicle, further comprising a valve switch for directly supplying power to the first solenoid valve to the third solenoid valve from the switchboard, and in the middle thereof, the user manually opening and closing each solenoid valve. Anti skid valve tester.