CN112161821B - Acceleration test method for railway empty and heavy vehicle mixed marshalling freight train - Google Patents
Acceleration test method for railway empty and heavy vehicle mixed marshalling freight train Download PDFInfo
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Abstract
The invention relates to the technical field of railway freight train transportation, in particular to a railway empty and heavy vehicle mixed marshalling freight train speed-up test method, which is characterized in that theoretical simulation calculation is carried out on the freight trains with the number of empty and heavy vehicle marshalling set under specific line conditions in various train marshalling modes to calculate the dynamic performance of a train, and the most unfavorable train marshalling mode is obtained through analysis; then, performing an online train operation test according to the most unfavorable train marshalling mode, and performing a test according to the standard; and moreover, the safety and reliability of the speed-up running of the empty and heavy vehicle mixed marshalled freight train under the actual line technical condition are comprehensively evaluated by analyzing the test data. The invention has the advantages that: providing a technical basis for the speed-up research of the empty and heavy vehicle mixed marshalling goods train and the safety of the empty vehicle marshalling and hanging at the tail part of the train; the test method has high precision and strong safety and reliability, and can effectively improve train marshalling efficiency, transportation efficiency and benefit; the method has strong feasibility of implementation and wide application scenes, and is suitable for popularization.
Description
Technical Field
The invention relates to the technical field of railway freight train transportation, in particular to a railway empty and heavy vehicle mixed marshalling freight train speed-up test method.
Background
Two channels (namely the existing railway line between the north of xuzhou-north of fuyang-qiaoshi, which is called two channels for short) administered by Shanghai office group Limited company mainly undertake tasks of loading vehicles from south to south and loading empty vehicles from north in the east China railway network, mainly freight transportation and passenger transportation.
At present, a two-channel electrification transformation project is completed and put into use, the technical levels of engineering line equipment facilities and maintenance and repair are generally improved, the construction speed of a truck vehicle reaches 120km/h, the running speed of the train is correspondingly adjusted according to relevant regulations, namely the highest running speed of a full-train heavy-load and full-train no-load marshalling cargo train is improved to 90km/h from 80km/h, and the transportation efficiency is greatly improved; however, since the maximum operation speed of the empty-heavy mixed composition freight train is still limited to 80km/h or less, and the last train of the train cannot be empty according to the regulations, the composition efficiency and the transportation efficiency of the freight train are still severely restricted.
Disclosure of Invention
The invention aims to provide a method for testing the acceleration of a freight train in a mixed marshalling of an empty railway and a heavy railway according to the defects of the prior art, obtains a technical value related to the running performance of the train through an on-line test of the train, compares the technical value with a dynamic performance evaluation index of the train for evaluation, guides transportation production on the premise of ensuring the safe and reliable running of the train, and improves the normal running speed of the train so as to improve the marshalling efficiency, the transportation efficiency and the benefit of the train.
The purpose of the invention is realized by the following technical scheme:
a railway empty and heavy vehicle mixed marshalling goods train acceleration test method is characterized in that: the test method comprises at least the following steps:
theoretically simulating and calculating the mechanical property of the freight train with the set empty and heavy train marshalling number in various train marshalling modes under a certain line condition, and analyzing to obtain the most unfavorable train marshalling mode;
carrying out a running test of the freight train according to the most unfavorable train formation mode, wherein the train running test is realized by jointly carrying out ground detection by a rail measurement method and vehicle-mounted detection by a wheel measurement method, and the ground detection and the vehicle-mounted detection are used for detecting vehicle mechanical properties and safety indexes of the freight trains with the number of empty and heavy train formations under certain line conditions, and comprise wheel transverse force, wheel vertical force, wheel load shedding rate and derailment coefficient of the freight trains;
and providing a speed-up scheme of the freight train through test data of the ground detection and the vehicle-mounted detection, wherein the speed-up scheme refers to whether the freight train is accelerated or not and the speed-up amount capable of accelerating.
The freight train carries out a round-trip test, and the train marshalling mode adopts a symmetrical marshalling with empty first and heavy train numbers.
The train formation modes include the following five types:
grouping mode one: the system comprises locomotives, test cars, N empty cars and test cars which are sequentially grouped along the advancing direction of a freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is an empty flat car;
grouping mode two: a locomotive, N1 heavy cars, a test car, N2 heavy cars, a test car and N3 heavy cars which are sequentially marshalled along the advancing direction of the freight train, wherein the test car which is a detection object of the vehicle-mounted detection is an empty flat car, the number of the heavy cars between the two test cars, namely N2 heavy cars, is more than or equal to 30, and the number of the heavy cars, namely N1 heavy cars and N3 heavy cars, positioned at two sides of the test car are respectively more than 15;
grouping mode three: the system comprises locomotives, test cars, N heavy cars and test cars which are sequentially grouped along the advancing direction of a freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is an empty flat car;
grouping mode four: the system comprises locomotives, N heavy cars, two empty flat cars, a test car, an empty flat car and a test car which are sequentially grouped along the advancing direction of a freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is the empty flat car;
grouping mode five: the train comprises locomotives, N1 heavy cars, two empty flat cars, a test car, an empty flat car, a test car and N2 heavy cars which are sequentially grouped along the advancing direction of the freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is the empty flat car, the number of the N1 heavy cars is more than 10, and the number of the N2 heavy cars is more than 10.
The vehicle-mounted detection comprises wheel transverse force detection, wheel vertical force detection, vehicle body vibration acceleration detection, bogie side frame vibration acceleration detection and a motion track of the wheel on the steel rail; the ground detection comprises the detection of the transverse force and the vertical force of the steel rail.
The vehicle-mounted detection is carried out by mounting force-measuring wheel sets on the vehicle, the force-measuring wheel sets are arranged at the front end and the rear end of the test vehicle along the advancing direction of the freight train, and a test sensor and a wheel-rail action image collector are arranged on the force-measuring wheel sets.
The line condition is satisfied in that it includes a straight section, a curved section and a switch section.
And at least one ground detection point is respectively arranged on the linear section and the curve section, and the ground detection points are respectively arranged on the turnout front curve, the turnout middle guide curve and the turnout rear curve of the turnout section.
The invention has the advantages that: technical bases are provided for speed-up research of empty and heavy vehicle mixed marshalling goods trains and safety of empty vehicle marshalling at the tail of the train; the test method has high precision and strong safety and reliability, and can effectively improve train marshalling efficiency, transportation efficiency and benefit; the method has the advantages of strong implementability, multiple application scenes, wide range and suitability for popularization.
Drawings
FIG. 1 is a flow chart of the experimental testing work of the present invention;
FIG. 2 is a diagram of a method for testing the dynamic performance of a freight train in accordance with the present invention;
FIG. 3 is a schematic view of the installation position of the vehicle-mounted detecting device according to the present invention;
FIG. 4 is a schematic view of the arrangement of the measuring points of the ground detection device of the present invention;
FIG. 5 is a grouping diagram of a first grouping mode according to the present invention;
FIG. 6 is a grouping diagram of a second grouping mode according to the present invention;
FIG. 7 is a grouping diagram of a third grouping mode according to the present invention;
FIG. 8 is a grouping diagram of a fourth grouping mode according to the present invention;
FIG. 9 is a grouping diagram of a fifth grouping mode according to the present invention;
FIG. 10 is a short-form illustration of the experimental procedure of the present invention;
fig. 11 is a table of brake test sites in the present invention.
Detailed Description
The features of the present invention and other related features are described in further detail below by way of example in conjunction with the following drawings to facilitate understanding by those skilled in the art:
as shown in fig. 1-11, the reference numerals 1-8 in the drawings are respectively expressed as: the device comprises a test vehicle 1, a test wheel pair 2, a common wheel pair 3, a locomotive 4, a non-test vehicle 5, a wearing wheel pair 6, a new rotary wheel pair 7 and a heavy-load container 8.
Example (b): as shown in fig. 1, the speed-up test method for a freight train composed of empty and heavy trains in the embodiment adopts two wheel-rail force measuring methods, namely a rail measuring method and a wheel measuring method, designs and builds a test vehicle which integrates a vehicle dynamics measuring system, a vehicle vibration detecting and evaluating system and a wheel-rail motion image collecting device and combines a ground track dynamics testing system, develops an empty and heavy mixed freight train operation stability test under different marshalling, different speeds, different line conditions and different locomotive operation conditions, carries out comprehensive evaluation on key indexes such as derailment coefficients, wheel load reduction rates, stability and stability by using theoretical simulation, field data acquisition calculation, correlation comparison analysis and orthogonal analysis methods, analyzes the influence of factors such as train marshalling modes, test speeds, line conditions and locomotive operation conditions on the freight train operation performance, technical rules and measures for accelerating the empty and heavy mixed goods train to 90km/h are provided, a set of complete railway goods train acceleration test instrument and method is formed, and decision support is provided for safe operation of the empty and heavy mixed goods train under the condition of accelerating to 90 km/h.
The method comprises the following specific steps:
1. as shown in fig. 1, the current situation of the operation organization of the current freight train is mastered by investigating the main technical state of the two-channel line, the technical state of the freight train, the technical state of the locomotive, the transportation organization mode, the train marshalling mode and the like, various factors influencing the speed increase of the freight train are analyzed, and a corresponding test method is provided.
2. Making a general technical scheme for experimental testing
As shown in FIG. 2, the test detection work consists of two parts, namely vehicle-mounted detection and ground detection. The main contents of vehicle-mounted detection comprise wheel transverse force, vertical force, vehicle body vibration acceleration, bogie side frame vibration acceleration and the motion track of wheels on a steel rail; the main contents of ground detection are the transverse force and the vertical force of the steel rail.
The wheel-rail force is the interaction force between the wheel and the steel rail, the wheel runs on the steel rail, the action force and the reaction force are generated between the wheel and the rail, the wheel and the rail form a pair of coupling bodies, and whether the railway wagon can normally run on the rail line depends on whether the wheel-rail force can be kept in a normal range. The main parameter for the evaluation of the operational safety of railway wagons derives from the measurement of the wheel-rail forces. The measurement method of the wheel rail force can be divided into a rail measurement method and a wheel measurement method according to different measurement forms.
The rail measuring method is that a force transducer is arranged on a rail line (on a steel rail), wheel rail force is detected by utilizing the deformation relation of the stressed rail, and wheel rail force detection data is obtained when a truck runs through a test point of the rail line. The rail measurement method can detect the wheel-rail forces of all the wheels passing through the detection point.
The wheel measurement method is to arrange force sensors on wheels to measure wheel rail force, and can track different passing lines in the whole process of truck operation to obtain wheel rail force detection data. In the embodiment, the rail measurement method and the wheel measurement method are combined, correlation analysis can be performed on two groups of data acquired by the two detection methods, and the accuracy of detection data analysis is improved.
(1) And (3) a round measuring method: and detecting the transverse force and the vertical force of the wheel, and calculating the load shedding rate and the derailment coefficient of the wheel.
Selecting 4 wheel sets which are poor in technical state and accord with technical management regulations for truck operation from two types of trucks, namely flat cars which are most unfavorable for speed increase in a freight train, manufacturing the wheel sets into force-measuring wheel sets, and carrying out technical calibration on the force-measuring wheel sets. And replacing the processed and calibrated force measuring wheel pair on the original truck, and meanwhile, additionally arranging detection parts such as a transverse acceleration sensor, a vertical acceleration sensor and the like on the truck according to relevant technical specifications to form 2 test detection vehicles with a vehicle dynamics test function.
The detection system of the detection vehicle mainly comprises a force measuring wheel pair system, a vehicle body vibration acceleration detection system, a high-definition camera, a high-speed dynamic data acquisition system, a lithium battery power supply, data analysis software and the like.
Tests a flatcar may be selected as the test vehicle, for example flatcars N17AK5062275 and NX17K5275327, tested by mounting a force measuring wheel peer system on the flatcar. Considering that the test freight train has larger reversing difficulty at a station and is convenient for up and down tests, 1 pair of force measuring wheel sets are respectively arranged at 1 position and 4 positions of the test vehicle.
The detection apparatus on a detection vehicle mainly includes: the device comprises a force measuring wheel pair, force measuring wheel collector ring constraint tools (A1, A2, A3 and A4), force measuring wheel pair rear end instrument and equipment boxes (B1 and B2), wheel-rail action image collectors (C1 and C2), a vehicle stability index detection sensor (D) and a data acquisition case (E). A test car with the test equipment installed is shown in fig. 3. The testing wheel set 2 and the common wheel set 3 are respectively arranged on the testing vehicle 1, the testing wheel set 2 is positioned at the front side and the rear side of the testing vehicle 1, namely 1 position and 4 positions, and the common wheel set 3 is positioned at the 2 position and the 3 position between the testing wheel sets 2.
(2) An orbit measurement method comprises the following steps: and detecting the lateral force and the vertical force of the wheel, and calculating the load shedding rate and the derailment coefficient of the wheel.
Selecting a railway I-grade track line, wherein the length of the line is more than 100km, the radius of a curve is more than 350m, and more than 1 linear section is respectively selected as a ground detection point on an uplink and a downlink; more than 1 point with curve radius of 350m, 500m or 600m is selected as ground detection point on the up and down lines.
A DH5902 data acquisition and analysis system and a DH5920 dynamic signal testing and analysis system dynamics testing device are adopted in the orbital dynamics test.
The test mainly comprises wheel rail force detection of a straight line section, a curve section and a turnout section, vertical force and transverse force of a steel rail when a vehicle passes through are tested, and safety indexes such as derailment coefficients and load shedding rates are calculated according to the vertical force and the transverse force so as to judge the safety performance of vehicle operation.
Wheel rail force measuring points of a turnout section are mainly arranged on a turnout front and turnout middle guide curve and a turnout rear curve, and are specifically distributed as shown in fig. 4, wherein P1 to P4 shown in fig. 4 are vertical force measuring points of a steel rail, Q1 to Q4 are transverse force measuring points of the steel rail, and H1 to H4 are transverse displacement measuring points of the steel rail; the arrangement of the measuring points of each station is adjusted according to actual conditions. And the wheel rail force measuring points of the curve section are mainly arranged at the joint of the gentle curve and the circular curve.
3. Simulating calculation and proposing test grouping mode
In order to match with the speed-up test of the air-heavy mixed marshalling train, the dynamic performance of the train during traction and braking of the train under different marshalling types, different speeds and different line conditions is simulated and analyzed, so that the test work is targeted, and the test work efficiency can be improved.
Through simulation calculation and analysis, the following five most unfavorable test train marshalling modes are obtained, wherein the five test train marshalling modes are shown in fig. 5 to 9, the diagrams comprise a test train 1, a locomotive 4, a non-test train 5, a wearing wheel pair 6, a new rotating wheel pair 7 and a heavy-load container 8, the locomotive 4 refers to a vehicle which is positioned at the forefront of the test train and can provide forward power, the test train 1 is a vehicle provided with vehicle-mounted detection equipment, the non-test train 5 adopts an empty train, and the heavy-load container 8 is used as a heavy train in the test. The wear wheel pair 6 and the new wheel pair 7 mounted on the test vehicle 1 then represent: the worn wheel pair refers to an old wheel pair which runs along with the original vehicle of the test vehicle 1 and is worn and is provided with vehicle-mounted detection equipment, and the new rotating wheel pair 7 refers to a new wheel pair which is arranged on the test vehicle 1 and is provided with the vehicle-mounted detection equipment. Through wearing and tearing wheel pair 6 and new wheel pair 7 of revolving the test simultaneously can effectively improve the measuring accuracy, there is clear and definite guiding meaning to the acceleration test, for example wearing and tearing wheel pair 6 can satisfy the acceleration condition through the test, then need not to change, but wearing and tearing wheel pair 6 does not satisfy the acceleration condition, but new wheel pair 7 of revolving satisfies the acceleration condition, then under the prerequisite that satisfies economic nature and consider, carry out the acceleration again to changing the old wheel of goods train for new wheel pair, when guaranteeing safety, effectively improve goods train's conveying efficiency and benefit.
Specifically, five freight train consist modes are as follows:
1) grouping mode 1: locomotive 4+ test car 1+ empty N + test car as shown in fig. 5.
In the marshalling mode, the test vehicle 1 adopts an empty flat vehicle provided with vehicle-mounted detection equipment, N other non-test vehicles do not make requirements, and the whole train is in an empty state. The test vehicle 1 is respectively arranged at the first position and the last position of the train.
2) Grouping mode 2: the locomotive 4+ the heavy vehicle N1 (the heavy load container 8) + the test vehicle 1+ the heavy vehicle N2 (the heavy load container 8) + the test vehicle 1+ the heavy vehicle N3 (the heavy load container 8) are grouped as shown in fig. 6.
In the grouping mode, except that the test vehicle 1 is an empty vehicle, other vehicles adopt the heavy-load container 8 as a heavy vehicle. The grouping mode satisfies the following conditions: the number of heavy vehicles (N1 is more than 15), the test vehicle, the heavy vehicle (N2 is more than or equal to 30), the test vehicle 1 and the heavy vehicle (N3 is more than 15), at least 30 heavy vehicles need to be isolated between the two test flat vehicles, and the number of heavy vehicles behind the vehicle and at the tail part is more than 15. In addition, a passenger car can be additionally hung in the middle of the train so as to consider the carrying safety.
3) Grouping mode 3: the locomotive 4+ the test car 1+ the heavy car N (the heavy loading box 8) + the test car 1 are grouped as shown in fig. 7.
In the marshalling mode, the test vehicle 1 is hung on the first and last train by the empty flat cars, respectively. In addition, a passenger car can be additionally hung in the middle of the train so as to consider the carrying safety.
4) Grouping mode 4: the locomotive 4+ the heavy vehicle N (the heavy load box 8) + two empty flat vehicles (the non-test vehicle 5) + the test vehicle 1+ one empty flat vehicle (the non-test vehicle 5) + the test vehicle 1 are grouped as shown in fig. 8.
In the marshalling mode, the empty test flatcars are respectively marshalled and hung on the 3 rd from last and the 1 st from last of the train. Grouping mode: the method comprises the following steps of weighing (N vehicles), emptying 2 vehicles, testing 1 vehicle, emptying 1 vehicle and testing 1 vehicle.
5) Grouping mode 5: the locomotive 4+ the heavy vehicle N1+ two empty flat vehicles (the non-test vehicle 5) + the test vehicle 1+ one empty flat vehicle (the non-test vehicle 5) + the test vehicle 1+ the heavy vehicle N2 (the heavy load box 8) are grouped as shown in fig. 9.
In the marshalling mode, except that the test vehicle is an empty vehicle and is continuously connected with 3 empty flatcars in front and at the back, the other vehicles are heavy vehicles. The grouping mode satisfies the following conditions: the number of heavy vehicles (N1 is more than 10), the empty flat vehicle 2, the test vehicle, the empty flat vehicle 1, the test vehicle and the heavy vehicle (N2 is more than 10), and the number of heavy vehicles behind the vehicle and at the tail part is more than 10.
4. On-site testing, namely organizing train operation test testing according to a test testing scheme, taking two channels (namely the existing railway line between Xuzhou north-Fuyang north-Jones, which is called two channels for short) as an example:
and when the speed is higher than 80km/h, increasing the speed and carrying out a step-by-step speed increasing test according to 5km/h, respectively carrying out normal operation, service braking and emergency braking tests on an upper straight line section, a lower straight line section and a curve section of the two-channel test section, and finally carrying out a 90km/h pull-through test on the empty and heavy mixed goods train in the Chongshi-Xuzhou section. The test was carried out in the curve section, passing at the highest speed allowed by the curve. The side line turnout passes through the station at the highest speed allowed by the turnout.
Test speed: (1) 80 km/h; (2) 85 km/h; (3) 90 km/h;
and (3) testing section: (1) a straight line section; (2) curve segment (3 cases): a half train entry curve; a full train entry curve; a half train is out of curve;
train operation and operation modes: (1) normal operation is carried out; (2) service braking; (3) emergency braking;
test operation flow and test train operation plan:
in order to meet the requirements of testing samples and the requirements of contrastive analysis of different working conditions, the test train operation plan is arranged as follows:
1) and (4) normal operation test: and 3 marshalling modes (locomotive + empty, locomotive + heavy + test vehicle + heavy, locomotive + test vehicle + heavy + test vehicle), and 2 speed grades (85 km/h and 90 km/h) are used for normal running tests. (for collecting reference data)
2) Service braking test: 2 marshalling modes (locomotive + weight + test car + weight, locomotive + test car + weight + test car), 2 speed grades (85 km/h and 90 km/h), 2 test sections (relative minimum radius curve capable of running at 90km/h on a straight line segment) and 3 effective sampling times of a single braking test.
3) Emergency braking test: 2 marshalling modes (locomotive + weight + test car + weight, locomotive + test car + weight + test car), 3 speed grades (80 km/h, 85km/h and 90 km/h), 2 test sections (relative minimum radius curve capable of running at 90km/h on a straight line segment), and 3 effective sampling times of a single braking test.
4) Normal operation and whole-course pull-through test: 4 empty and heavy mixed editing modes (locomotive + heavy + test vehicle + heavy, locomotive + test vehicle + heavy + test vehicle, locomotive + heavy + empty vehicle + empty flat vehicle + test vehicle + heavy + test vehicle + empty flat vehicle + heavy, locomotive + test vehicle + empty flat vehicle + heavy + empty flat vehicle + test vehicle), 1 speed grade (90 km/h) two-channel 2 sections (turnip lake east-north of xuzhou, turnip lake east-jones department) each go and go 1 time.
The requirements of a braking test are as follows:
1) the braking test sections are arranged according to the sequence of the running direction of the train, and if the conditions do not meet the braking requirement condition in the test, the next test can be carried out by directly skipping the test item point. But the number of effective test times of the test needs to meet the requirements of the test outline (according to the regulation of GB5599 standard on the number of sampling segments and the requirement of test comparative analysis, a single brake test effectively samples for 3 times). In consideration of the fact that test working conditions need to meet requirements of multiple working conditions such as speed, marshalling and curve sections, the number of test train operation planning days is suggested to be as surplus as possible so as to meet the test requirements. The experimental protocol is detailed in figure 10.
2) The number of sampling sections of each speed stage in the straight-line section running test is more than 10, and the sampling length of each section is more than 18 s. The curve section running test and the braking test do not specify the sampling time, but the data of the whole process from the curve or the braking to the train stopping stably should be tested.
3) The tests were performed in straight, curved, and turnout sections, respectively. The curve segment is selected to have a relative minimum curve radius that satisfies the requirement for operating the segment at 90km/h, see in particular fig. 11.
And (4) after the braking test, the vehicle is stopped at the front station according to the requirement, and data are analyzed, and the next speed-up test item can be continuously carried out under the condition.
4) After the emergency braking test, the line state and the vehicle state need to be checked according to the regulations, the states of the force measuring wheel sets are checked by professionals, treads of other vehicle wheel sets are checked by dispatchers in the North Hangzhou vehicle section, and train operation is adjusted in time by a train dispatcher.
5) During the test period, the stations from the east of the turnip lake to the oath festival can not park the reserved train.
5. Data comprehensive analysis and project acceptance
The method comprises the steps of carrying out comprehensive analysis on a large amount of collected test data, and providing a speed-up scheme of the freight train, wherein the speed-up scheme refers to whether the freight train is accelerated or not and the speed-up amount capable of accelerating. For example, if the freight train does not satisfy the speed-up condition, whether to perform maintenance and repair or corresponding modification to a certain extent on the freight train is considered according to feasibility, necessity and economy so as to satisfy the speed-up requirement, and further speed-up can be realized. For another example, when the freight train meets the speed-up condition, the variation of the test data generated by speed-up needs to be considered to ensure that the freight train is still within the data limit range after speed-up, thereby ensuring safety.
The acceleration test method in the embodiment has the following characteristics:
1. in the speed-up test section, selecting a place with the worst line conditions, installing ground detection equipment, and detecting the running safety of all vehicles of a test train passing the place, so that which type of vehicle, which marshalling mode and which running condition is the most unfavorable to run safety can be found through detection, calculation and analysis;
2. and selecting the vehicle with the past problems as the tested vehicle, and installing a detection device on the tested vehicle to perform real-time tracking detection on the safety of the whole-line operation. Therefore, the method can find out which section, which grouping mode and which operation condition of the tested vehicle are the most unfavorable for safe operation in the speed-up test section;
3. according to the train longitudinal dynamics theory and the past freight train transportation accident experience, a plurality of targeted train marshalling modes with safety risks are provided, so that the test detection working efficiency can be greatly improved;
4. according to the longitudinal dynamics theory of the train, safety detection analysis under the normal operation working condition, the common brake working condition and the emergency brake working condition is provided when the train operates in a straight line section, a curve section and a turnout section;
5. the speed-up test is carried out 'safe first, prevention is the main', a full-weight and full-empty marshalling test is carried out firstly, then a mixed marshalling test is carried out, and the speed is stably promoted from low speed to high speed, namely, the speed is increased from 80km/h to 85km/h to 90km/h in the running speed of a train; in a train operation and control mode, the train is propelled by normal operation, common braking and emergency braking; on the train marshalling, the train is composed of all heavy trains, all empty trains, empty trains and heavy trains. Therefore, the smooth and safe operation of the speed-up test detection work of the whole empty and heavy vehicle mixed marshalling goods train is ensured, and the expected target is achieved.
Although the conception and the embodiments of the present invention have been described in detail with reference to the drawings, those skilled in the art will recognize that various changes and modifications can be made therein without departing from the scope of the appended claims, and therefore, the description is not necessary here.
Claims (5)
1. A railway empty and heavy vehicle mixed marshalling goods train acceleration test method is characterized in that: the test method at least comprises the following steps:
theoretically simulating and calculating the mechanical property of the freight train with the set empty and heavy train marshalling number in various train marshalling modes under a certain line condition, and analyzing to obtain the most unfavorable train marshalling mode;
carrying out a freight train operation test according to the most unfavorable train formation mode, wherein the train operation test is realized by jointly carrying out ground detection by a rail measurement method and vehicle-mounted detection by a wheel measurement method, and the ground detection and the vehicle-mounted detection are used for detecting vehicle mechanical properties and safety indexes of the freight trains with the number of empty and heavy train formations under certain line conditions, and comprise the transverse force of the wheels, the vertical force of the wheels, the load shedding rate of the wheels and the derailment coefficient of the freight trains;
the acceleration scheme of the freight train is provided through test data of the ground detection and the vehicle-mounted detection, wherein the acceleration scheme refers to whether the freight train is accelerated or not and the acceleration amount capable of accelerating the speed;
the freight train carries out a round-trip test, and the train marshalling mode adopts a symmetrical marshalling of the number of empty and heavy trains at the head;
the train consist mode includes the following five types:
grouping mode one: the system comprises locomotives, test cars, N empty cars and test cars which are sequentially grouped along the advancing direction of a freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is an empty flat car;
grouping mode two: a locomotive, N1 heavy cars, a test car, N2 heavy cars, a test car and N3 heavy cars which are sequentially marshalled along the advancing direction of the freight train, wherein the test car which is a detection object of the vehicle-mounted detection is an empty flat car, the number of the heavy cars between the two test cars, namely N2 heavy cars, is more than or equal to 30, and the number of the heavy cars, namely N1 heavy cars and N3 heavy cars, positioned at two sides of the test car are respectively more than 15;
grouping mode three: the system comprises locomotives, test cars, N heavy cars and test cars which are sequentially grouped along the advancing direction of a freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is an empty flat car;
grouping mode four: the system comprises locomotives, N heavy cars, two empty flat cars, a test car, an empty flat car and a test car which are sequentially grouped along the advancing direction of a freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is the empty flat car;
grouping mode five: the train comprises locomotives, N1 heavy cars, two empty flat cars, a test car, an empty flat car, a test car and N2 heavy cars which are sequentially grouped along the advancing direction of the freight train, wherein the test car serving as a detection object of the vehicle-mounted detection is the empty flat car, the number of the N1 heavy cars is more than 10, and the number of the N2 heavy cars is more than 10.
2. The method for testing the acceleration of a railway empty and heavy vehicle combined marshalling goods train as claimed in claim 1, wherein: the vehicle-mounted detection comprises wheel transverse force detection, wheel vertical force detection, vehicle body vibration acceleration detection, bogie side frame vibration acceleration detection and a motion track of wheels on a steel rail; the ground detection comprises the detection of the transverse force and the vertical force of the steel rail.
3. The method for testing the acceleration of the freight train in the empty and heavy railway combined set according to claim 1 or 2, wherein: the vehicle-mounted detection is carried out by mounting force-measuring wheel pairs on a vehicle, the force-measuring wheel pairs are arranged at the front end and the rear end of the test vehicle along the advancing direction of the freight train, and a test sensor and a wheel-rail effect image collector are arranged on the force-measuring wheel pairs.
4. The method for testing the acceleration of a railway empty and heavy vehicle combined marshalling goods train as claimed in claim 1, wherein: the line conditions are satisfied in that the line conditions include a straight line section, a curved line section and a turnout section.
5. The method for testing the acceleration of a railway empty and heavy vehicle combined marshalling goods train as claimed in claim 4, wherein: and at least one ground detection point is respectively arranged on the linear section and the curve section, and the ground detection points are respectively arranged on the turnout front curve, the turnout middle guide curve and the turnout rear curve of the turnout section.
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