CN108731900B - Experimental method for railway train intermediate coupler experiment - Google Patents
Experimental method for railway train intermediate coupler experiment Download PDFInfo
- Publication number
- CN108731900B CN108731900B CN201810565154.3A CN201810565154A CN108731900B CN 108731900 B CN108731900 B CN 108731900B CN 201810565154 A CN201810565154 A CN 201810565154A CN 108731900 B CN108731900 B CN 108731900B
- Authority
- CN
- China
- Prior art keywords
- coupler
- trolley
- experimental
- energy absorption
- experiment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/08—Shock-testing
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Investigating Strength Of Materials By Application Of Mechanical Stress (AREA)
- Force Measurement Appropriate To Specific Purposes (AREA)
Abstract
The invention discloses an experimental method for a middle coupler experiment of a railway train, which is characterized in that a coupling impact principle is adopted for testing the performance of a coupler for the first time, the stress and deformation of the coupler in the collision process are subjected to data collection, arrangement and analysis through simulated collision, the data are compared with coupler design data, and whether the coupler can act according to the design and can meet the design requirements or not is accurately verified. The experimental method for the railway train middle coupler experiment has the advantages of convenience in operation, accurate and reliable result and the like.
Description
Technical Field
The invention relates to an experimental method of a rail vehicle connector, in particular to an experimental method of an intermediate coupler experiment of a rail train, and belongs to the field of locomotive vehicle safety.
Background
The train coupler is a vehicle part used for realizing coupling between a locomotive and a vehicle or between the vehicle and the vehicle, transmitting traction force and impact force and keeping a certain distance between the vehicles. With the continuous increase of the running speed of the rail train, the car coupler which plays a role of connecting each car section should be continuously tested and improved.
Most of the existing experiments aiming at the car coupler are static pressure experiments, while a deformation sequence generated by accidents is one of factors to be considered when the middle car coupler of a train is designed, but the existing conventional experiments cannot verify whether the car coupler meets the design requirements, so that the deformation sequence of the car coupler in the process of collision of the motor train unit vehicles needs to be simulated to determine whether the car coupler can act according to the design.
When a motor train unit vehicle collision experiment is carried out, the experimental device reaches the stage of the test speed required by the EN15227 standard, two trolleys of the prior experimental device need to go through the starting stage that the next trolley pushes the previous trolley to enable the two trolleys to run synchronously at the same speed, the stage has larger acceleration, the pressure applied to the coupler greatly exceeds the normal range, the crushing pipe in the coupler can be pressed to act and compress at the moment, and therefore the subsequent complete coupler collision experiment cannot be carried out, the performance measurement of the coupler is very obstructed, and the experimental result deviates from the fact.
Disclosure of Invention
The invention aims to solve the technical problem of overcoming the defects and shortcomings in the background technology and providing an experimental method for an intermediate coupler experiment of a railway train, which is convenient to operate and accurate and reliable in result.
In order to solve the technical problems, the technical scheme provided by the invention is as follows:
an experimental method for an intermediate coupler experiment of a railway train comprises the following steps:
s1: arranging and testing an experimental device comprising a car coupler and an energy absorption device;
s2: impact experiment and data acquisition stage: accelerating the experimental device to reach a preset speed, carrying out an impact experiment at the preset speed, and collecting experimental data generated at the stage;
s3: and (3) validity verification of experimental data: obtaining the sum of the energy absorption of the coupler and the energy absorption of the energy absorption device according to the data obtained in the step S2, comparing the sum with the total kinetic energy for driving the experimental device to impact, and verifying the validity of the experimental data; and if the experimental data are valid, comparing the data collected in the step S2 to obtain the dynamic impact performance of the coupler and the design data of the coupler, and verifying the design performance of the coupler.
As a further improvement of the above technical solution:
the experimental device of the step S1 further includes a first trolley, a second trolley, a rail, and a rigid wall, wherein the first trolley and the second trolley are both erected on the rail, the coupler is fixedly connected between the first trolley and the second trolley, the energy absorbing device is installed at the end of the first trolley, and the rigid wall is disposed at the end of the energy absorbing device.
And a force measuring panel formed by uniformly arranging a plurality of force sensors is arranged on the connecting surface of the rigid wall and the energy absorption device.
And at least one longitudinal acceleration sensor, at least one vertical acceleration sensor and at least one transverse acceleration sensor are arranged on the first trolley, the second trolley and the car coupler.
Also comprises a velocimeter for measuring the speed of the first trolley.
The device is characterized by further comprising two groups of high-speed cameras, wherein one group of high-speed cameras are distributed at the tail end of the first trolley, and the other group of high-speed cameras are distributed between the first trolley and the second trolley.
The step of verifying the design performance of the coupler in the step S3 includes:
s31: deriving a displacement-time curve X1(t) for the first trolley and a displacement-time curve X2(t) for the second trolley during the collision from the images acquired by the high-speed camera;
s32: obtaining an acceleration-time curve a (t) from data collected by a longitudinal acceleration sensor on the second trolley, and converting the acceleration-time curve into a compression force-time curve Fq (t) of the coupler through Fq (t) ═ M2 × a (t), wherein M2 is the mass of the second trolley;
s33: obtaining a force-displacement curve Fq (X) in the coupler energy absorption process from the Fq (t) and the displacement-time curve difference X1(t) -X2(t) of the first trolley and the second trolley;
s34: integrating the force-displacement curve Fq (x) to obtain the absorption energy Wq of the coupler;
s35: obtaining an acting force-time curve F1(t) of the honeycomb aluminum energy absorption device according to data collected by the force measuring panel;
s36: obtaining a force-displacement curve F1(X) of the honeycomb aluminum energy-absorbing device in the energy-absorbing process from X1(t) and F1(t), and obtaining the energy-absorbing W1 of the honeycomb aluminum energy-absorbing device after integrating the force-displacement curve F1 (X);
s37: the sum of Wq and W1 is measured to be W, and the total kinetic energy of impact between W and a driving experimental device is compared to obtain whether experimental data are accurate and effective;
s38: and comparing the dynamic impact performance of the coupler in the experimental process obtained in the steps with design data of the coupler to obtain whether the coupler meets the design requirements.
In step S37, the conditions for the experimental data to be accurate and valid are: and comparing the total kinetic energy of the impact of the W and the driving experiment device, wherein the difference range of the numerical values is within 5 percent of the total kinetic energy of the impact of the driving experiment device.
The dynamic impact performance of the coupler in the experimental process comprises a compression force-time curve Fq (t), a force-displacement curve Fq (x) and an energy absorption Wq.
The car coupler meets the design requirements under the following conditions: the deviation of the compression force borne by the coupler and the design value of the compression force is within 10% of the design value of the compression force, the deviation of the design value of the experimental displacement and the displacement is within 10% of the experimental displacement, and the energy absorption of the coupler accounts for 70% -80% of the sum of the energy absorption of the coupler and the energy absorption of the energy absorption device.
Compared with the prior art, the invention has the beneficial effects that:
according to the test method, through simulating collision, data collection, arrangement and analysis are carried out on stress and deformation of the car coupler in the collision process, and the data are compared with car coupler design data, so that whether the car coupler can act according to the design or not and whether the design requirements can be met or not is accurately verified; the experimental method accurately measures the dynamic impact performance of the coupler, and provides accurate reference data for the improvement direction of the coupler in the future; according to the invention, the coupling impact principle is adopted for testing the performance of the coupler for the first time, the experimental effect is closer to the actual situation, the blank of the coupler collision experiment is filled, and the experimental method of the coupler is enriched.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic diagram of an experimental device arrangement structure of a railway train middle coupler experiment.
Illustration of the drawings: 1. a first trolley; 11. an energy absorbing device; 2. a second carriage; 3. a track; 4. a car coupler; 5. a rigid wall; 51. a force measuring panel; 6. a velocimeter.
Detailed Description
In order to facilitate understanding of the invention, the invention will be described more fully and in detail with reference to the accompanying drawings and preferred embodiments, but the scope of the invention is not limited to the specific embodiments below.
Example (b):
as shown in fig. 1, the experimental apparatus for an intermediate coupler experiment of a railway train in the embodiment includes a first trolley 1, a second trolley 2, a track 3, a coupler 4 and a rigid wall 5, where the first trolley 1 and the second trolley 2 are both erected on the track 3, a terminal of the first trolley 1 is connected to the rigid wall 5, and the coupler 4 is fixedly connected between the first trolley 1 and the second trolley 2, and the experimental apparatus further includes a start-up protection device, which is disposed between the first trolley 1 and the second trolley 2, and in a start-up stage of the experimental apparatus, the start-up protection device is tightly pressed between the first trolley 1 and the second trolley 2 and replaces the coupler 4 to be pressurized, so that a high pressure generated in the start-up stage can prevent a crushing pipe of the coupler 4 from being compressed, which can not act in a subsequent collision stage of the crushing pipe experiment of the coupler 4, and the experiment can not be completed completely; after the starting phase is completed, the starting protection device is separated from the first trolley 1 and the second trolley 2, and the collision experiment of the coupler 4 can be normally carried out.
The experimental method for the railway train intermediate coupler experiment comprises the following steps:
s1: the experimental set-up as shown in figure 1 was arranged and tested;
s11: arranging a force measuring panel 51 on a rigid wall 5, arranging a track 3, erecting a first trolley 1 and a second trolley 2 on the track 3, arranging a honeycomb aluminum energy absorption device 11 at the tail end of the first trolley 1, arranging a coupler 4 between the first trolley 1 and the second trolley 2, arranging acceleration sensors on the first trolley 1, the second trolley 2 and the coupler 4, and arranging a high-speed camera and a velocimeter 6;
s12: starting the force measurement panel 51, the acceleration sensors, the velocimeter 6 and the high-speed camera, and testing the devices;
s13: the experimental device is accelerated to a test set speed by adopting an air cannon, the car coupler 4 only has the buffer function at the test set speed, other structures of the car coupler 4 are not influenced, and the test is mainly carried out to ensure that each test device and the car coupler 4 can normally function;
s2: impact experiment and data acquisition stage: accelerating the experimental device by using an air cannon to enable the experimental device to reach the experimental speed required by EN15227 standard, performing impact experiment at the speed, and collecting experimental data generated at the stage;
s3: and (3) validity verification of experimental data: obtaining the sum of the energy absorption of the coupler 4 and the energy absorption of the energy absorption device 11 from the data obtained in the step S2, comparing the sum with the total kinetic energy for driving the experimental device to impact, and verifying the validity of the experimental data; if the experimental data is valid, comparing the data collected in the step S2 to obtain the dynamic impact performance of the coupler 4 and the design data of the coupler 4, and verifying the design performance of the coupler 4;
s31: deriving a displacement-time curve X1(t) of the first trolley 1 and a displacement-time curve X2(t) of the second trolley 2 during the collision from the images acquired by the high-speed camera;
s32: an acceleration-time curve a (t) is obtained from data collected by a longitudinal acceleration sensor on the second bogie 2, and the acceleration-time curve is converted into a compression force-time curve fq (t) of the coupler 4 by fq (t) ═ M2 × a (t), wherein M2 is the mass of the second bogie 2;
s33: obtaining a force-displacement curve Fq (X) in the energy absorption process of the coupler 4 from the displacement-time curve difference X1(t) -X2(t) of the Fq (t) and the first trolley 1 and the second trolley 2;
s34: integrating the force-displacement curve Fq (x) to obtain the absorption energy Wq of the coupler 4;
s35: obtaining an acting force-time curve F1(t) of the honeycomb aluminum energy absorption device 11 from data collected by the force measurement panel 51;
s36: obtaining a force-displacement curve F1(X) in the energy absorption process of the honeycomb aluminum energy absorption device 11 from X1(t) and F1(t), and obtaining the energy absorption W1 of the honeycomb aluminum energy absorption device 11 after integrating the force-displacement curve F1 (X);
s37: the sum of Wq and W1 is measured to be W, and the total kinetic energy of impact between W and a driving experimental device is compared to obtain whether experimental data are accurate and effective; the conditions for accurate and effective experimental data are as follows: comparing the total kinetic energy of the impact between the W and the driving experiment device, wherein the difference range of the numerical values is within 5 percent of the total kinetic energy of the impact of the driving experiment device;
s38: and comparing the dynamic impact performance of the coupler 4 obtained in the steps with the design data of the coupler 4 in the experimental process to obtain whether the coupler 4 meets the design requirements.
In this embodiment, the dynamic impact performance of the coupler 4 in the experimental process includes a compression force-time curve fq (t), a force-displacement curve fq (x), and an energy absorption Wq, and the coupler 4 meets the design requirements under the following conditions: the deviation of the compression force borne by the coupler 4 and the design value of the compression force is within 10% of the design value of the compression force, the deviation of the experimental displacement and the design value of the displacement is within 10% of the experimental displacement, and the energy absorption of the coupler 4 accounts for 70% -80% of the sum of the energy absorption of the coupler 4 and the energy absorption of the energy absorption device 11.
In this embodiment, the force-measuring panel 51 is formed by 8 force sensors of 60t level with a sampling frequency of 20kHz, and is used for detecting the impact force F1(t) applied to the end of the first trolley 1 during the impact process.
In the embodiment, the energy absorption device 11 is made of honeycomb aluminum and is used for absorbing energy which is not absorbed by the car coupler 4 in the collision process, and the single energy absorption device 11 is 50 t-grade and has a stroke of 270 mm; in order to ensure that the kinetic energy of the trolley is completely absorbed by the energy absorption devices 11 and the car coupler 4, namely the impact kinetic energy of the trolley can be completely absorbed within 26mm of compression of the honeycomb aluminum, a plurality of energy absorption devices 11 are arranged, the number of the honeycomb aluminum energy absorption devices 11 is obtained by numerical simulation through a multi-body kinetic method, and in the embodiment, the number of the energy absorption devices 11 is 8.
In this embodiment, the first trolley 1 is provided with 2 longitudinal acceleration sensors, 2 vertical acceleration sensors and 1 transverse acceleration sensor; the second trolley 2 is provided with 3 longitudinal acceleration sensors, 2 vertical acceleration sensors and 1 transverse acceleration sensor; the coupler 4 is provided with 2 longitudinal acceleration sensors, 2 vertical acceleration sensors and 2 transverse acceleration sensors, and the sampling frequency of each acceleration sensor is 20 kHz.
In this embodiment, a velocimeter 6 for measuring the velocity v1 of the first trolley 1 is disposed on the ground 2m away from the rigid wall 5 in the center of the track 3, a blocking piece is disposed below the first trolley 1, and when the first trolley 1 is impacted, the blocking piece passes over the velocimeter 6, and the velocimeter 6 can record the velocity of the first trolley 1.
The experimental apparatus of this embodiment further includes two sets of high-speed cameras, one set of high-speed cameras is disposed at the end of the first cart 1, another set of high-speed cameras is disposed between the first cart 1 and the second cart 2, and the high-speed cameras of each set have a shooting frame rate of 5000 frames/s, and are used to record the end displacement x1(t) of the first cart 1 and the displacement x2(t) of the second cart 2 during a collision.
According to the test method, through simulating collision, data collection, arrangement and analysis are carried out on stress and deformation of the car coupler 4 in the collision process, and the data are compared with design data of the car coupler 4, so that whether the car coupler 4 can act according to the design or not and whether the design requirements can be met or not is accurately verified; the experimental method accurately measures the dynamic impact performance of the coupler 4, and provides accurate reference data for the improvement direction of the coupler 4 in the future; the invention adopts the coupling impact principle to test the performance of the car coupler 4 for the first time, the experimental effect is closer to the actual situation, the blank of the car coupler 4 collision experiment is filled, and the experimental method of the car coupler 4 is enriched.
The above description is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above-described embodiments. It should be apparent to those skilled in the art that modifications and variations can be made without departing from the technical spirit of the present invention.
Claims (9)
1. An experimental method for an intermediate coupler experiment of a railway train comprises the following steps:
s1: arranging and testing an experimental device comprising a car coupler (4) and an energy absorption device (11); the experimental device further comprises a first trolley (1), a second trolley (2), a track (3) and a rigid wall (5), wherein the first trolley (1) and the second trolley (2) are erected on the track (3), a coupler (4) is fixedly connected between the first trolley (1) and the second trolley (2), an energy absorption device (11) is arranged at the tail end of the first trolley (1), and the rigid wall (5) is arranged at the tail end of the energy absorption device (11); the experimental device also comprises a starting protection device, the starting protection device is arranged between the first trolley (1) and the second trolley (2), the starting protection device is tightly propped against the space between the first trolley (1) and the second trolley (2) in the starting stage of the experimental device and replaces a coupler (4) to be pressed, and the starting protection device is separated from the space between the first trolley (1) and the second trolley (2) after the starting stage is completed;
s2: impact experiment and data acquisition stage: accelerating the experimental device to reach a preset speed, carrying out an impact experiment at the preset speed, and collecting experimental data generated at the stage;
s3: the validity verification of the experimental data and the performance verification of the coupler (4) are as follows: the sum of the energy absorption of the coupler (4) and the energy absorption of the energy absorption device (11) is obtained from the data obtained in the step S2, and is compared with the total kinetic energy for driving the experimental device to impact, so that the validity of the experimental data is verified; and if the experimental data are valid, comparing the data collected in the step S2 to obtain the dynamic impact performance of the coupler (4) and the design data of the coupler (4), and verifying the design performance of the coupler (4).
2. The experimental method for the railway train intermediate coupler experiment according to claim 1, characterized in that: and a force measuring panel (51) formed by uniformly arranging a plurality of force sensors is arranged on the connecting surface of the rigid wall (5) and the energy absorption device (11).
3. The experimental method for the railway train intermediate coupler experiment as claimed in claim 2, wherein: and at least one longitudinal acceleration sensor, at least one vertical acceleration sensor and at least one transverse acceleration sensor are arranged on the first trolley (1), the second trolley (2) and the coupler (4).
4. The experimental method for the railway train intermediate coupler experiment as claimed in claim 3, wherein: also comprises a velocimeter (6) for measuring the speed of the first trolley (1).
5. The experimental method for railway train intermediate coupler experiment according to claim 4, characterized in that: the automatic tracking device is characterized by further comprising two groups of high-speed cameras, wherein one group of high-speed cameras are distributed at the tail end of the first trolley (1), and the other group of high-speed cameras are distributed between the first trolley (1) and the second trolley (2).
6. The experimental method for railway train intermediate coupler experiment according to claim 5, characterized in that: the step of verifying the design performance of the coupler (4) in the step S3 includes:
s31: obtaining a displacement-time curve X1(t) of the first trolley (1) and a displacement-time curve X2(t) of the second trolley (2) in the collision process from images acquired by the high-speed camera;
s32: obtaining an acceleration-time curve a (t) from data collected by a longitudinal acceleration sensor on the second trolley (2), and converting the acceleration-time curve into a compression force-time curve Fq (t) of the coupler (4) from Fq (t) to M2 × a (t), wherein M2 is the mass of the second trolley (2);
s33: obtaining a force-displacement curve Fq (X) of the coupler (4) in the energy absorption process from the Fq (t) and the displacement-time curve difference X1(t) -X2(t) of the first trolley (1) and the second trolley (2);
s34: integrating the force-displacement curve Fq (x) to obtain the absorption energy Wq of the coupler (4);
s35: obtaining an acting force-time curve F1(t) of the honeycomb aluminum energy absorption device (11) according to data collected by the force measurement panel (51);
s36: obtaining a force-displacement curve F1(X) in the energy absorption process of the honeycomb aluminum energy absorption device (11) from X1(t) and F1(t), and obtaining the energy absorption W1 of the honeycomb aluminum energy absorption device (11) after integrating the force-displacement curve F1 (X);
s37: the sum of Wq and W1 is measured to be W, and the total kinetic energy of impact between W and a driving experimental device is compared to obtain whether experimental data are accurate and effective;
s38: and comparing the dynamic impact performance of the coupler (4) obtained in the steps with the design data of the coupler (4) in the experimental process to obtain whether the coupler (4) meets the design requirements.
7. The experimental method for the railway train intermediate coupler experiment as claimed in claim 6, wherein: the conditions for the experimental data to be accurate and effective are as follows: and comparing the total kinetic energy of the impact of the W and the driving experiment device, wherein the difference range of the numerical values is within 5 percent of the total kinetic energy of the impact of the driving experiment device.
8. The experimental method for the railway train intermediate coupler experiment according to claim 1, characterized in that: the dynamic impact performance of the coupler (4) in the experimental process comprises a compression force-time curve Fq (t), a force-displacement curve Fq (x) and an energy absorption Wq.
9. The experimental method for railway train intermediate coupler experiment according to claim 8, characterized in that: the car coupler (4) meets the design requirements under the following conditions: the deviation of the compression force borne by the coupler (4) and the design value of the compression force is within 10% of the design value of the compression force, the deviation of the design value of the experimental displacement and the displacement is within 10% of the experimental displacement, and the energy absorption of the coupler (4) accounts for 70% -80% of the sum of the energy absorption of the coupler (4) and the energy absorption of the energy absorption device (11).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810565154.3A CN108731900B (en) | 2018-06-04 | 2018-06-04 | Experimental method for railway train intermediate coupler experiment |
| PCT/CN2019/089297 WO2019233335A1 (en) | 2018-06-04 | 2019-05-30 | Method for carrying out experiment on railway train coupler |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810565154.3A CN108731900B (en) | 2018-06-04 | 2018-06-04 | Experimental method for railway train intermediate coupler experiment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108731900A CN108731900A (en) | 2018-11-02 |
| CN108731900B true CN108731900B (en) | 2020-02-04 |
Family
ID=63932067
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810565154.3A Active CN108731900B (en) | 2018-06-04 | 2018-06-04 | Experimental method for railway train intermediate coupler experiment |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN108731900B (en) |
| WO (1) | WO2019233335A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108731900B (en) * | 2018-06-04 | 2020-02-04 | 中南大学 | Experimental method for railway train intermediate coupler experiment |
| CN111428389B (en) * | 2019-01-10 | 2023-10-17 | 宝山钢铁股份有限公司 | Performance analysis method of front longitudinal beam |
| CN112146901A (en) * | 2020-09-25 | 2020-12-29 | 中车长春轨道客车股份有限公司 | Rail vehicle collision test system |
| CN113740016B (en) * | 2021-08-25 | 2024-05-28 | 中车青岛四方机车车辆股份有限公司 | Auxiliary device, system for railway vehicle collision test and control method |
| CN113740017B (en) * | 2021-08-25 | 2024-05-28 | 中车青岛四方机车车辆股份有限公司 | System and method for rail vehicle crash test |
| CN115828086B (en) * | 2023-02-10 | 2023-05-19 | 西南交通大学 | Heavy-duty locomotive coupler instability early warning method based on vehicle body lateral acceleration |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6845874B2 (en) * | 1999-03-12 | 2005-01-25 | Thomas S. Payne | Collision attenuating system |
| JP3231746B2 (en) * | 1999-10-27 | 2001-11-26 | 川崎重工業株式会社 | Connecting device that does not hinder collision deformation of vehicle end and vehicle equipped with the connecting device |
| CN102175414B (en) * | 2011-02-18 | 2013-11-06 | 肖锋 | Method for assembling reference train unit collision model |
| CN103018034A (en) * | 2012-12-25 | 2013-04-03 | 青岛四方车辆研究所有限公司 | Car coupler coupling test bed |
| CN104008696B (en) * | 2014-05-13 | 2017-01-04 | 柳州铁道职业技术学院 | EMUs coupler and draft gear practical traning platform |
| CN106501013A (en) * | 2016-12-28 | 2017-03-15 | 中南大学 | A kind of equivalent scale model collision test device of train and method |
| CN108731900B (en) * | 2018-06-04 | 2020-02-04 | 中南大学 | Experimental method for railway train intermediate coupler experiment |
-
2018
- 2018-06-04 CN CN201810565154.3A patent/CN108731900B/en active Active
-
2019
- 2019-05-30 WO PCT/CN2019/089297 patent/WO2019233335A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| CN108731900A (en) | 2018-11-02 |
| WO2019233335A1 (en) | 2019-12-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108731900B (en) | Experimental method for railway train intermediate coupler experiment | |
| CN101430251A (en) | Vehicle component real object collision test method and tester | |
| CN109532940B (en) | Method for detecting loosening degree of fastener of high-speed ballastless track | |
| CN102874278B (en) | Vehicle-mounted detection method fusing vehicle speed information and axle box vertical acceleration information for wheel flats | |
| CN103940572B (en) | Real vehicle collision test system of rail vehicles | |
| CN111591318A (en) | Heavy haul train locomotive dynamics monitoring devices | |
| CN103954420B (en) | Pneumatic emission-type rail vehicle real vehicle Impact Experimental System | |
| CN86108430A (en) | The method and apparatus that is used for testing vehicles | |
| CN103940570A (en) | Real vehicle collision test system of rail vehicles | |
| WO2020082408A1 (en) | Collision test system and method for railway vehicle | |
| CN205209792U (en) | Proportion automobile body fatigue strength and loading spectrum research test platform under multiple spot excitation load | |
| CN103674584A (en) | Rail vehicle curve passage capacity testing method | |
| WO2021164391A1 (en) | Pulley block amplification-acceleration-type assembly-type drop hammer test system | |
| CN104764577A (en) | Tire radial impact test device and method | |
| US11959829B2 (en) | Startup stage protection device for experiment of EMU train coupler | |
| CN114964686A (en) | Horizontal impact test device and method for detecting performance of bridge anti-collision device | |
| CN111076957B (en) | Collision safety test method and system for railway vehicle | |
| Fermér et al. | Wheel/rail contact forces for flexible versus solid wheels due to tread irregularities | |
| CN103940571B (en) | Pneumatic emission-type low noise rail vehicle real vehicle Impact Experimental System | |
| CN115092216A (en) | Freight train autopilot distributed control system | |
| CN202229930U (en) | Real line derailment experiment table for bogie | |
| CN103940622A (en) | Pressure friction plate braking type real rail vehicle bump testing system | |
| CN102538622A (en) | Quick detection method for coupler buffer devices | |
| CN112304551B (en) | Stability testing device and method for motor train unit bogie | |
| CN220084676U (en) | Online testing device for wheel-rail adhesion coefficient of railway vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |