CN110543107A - High-speed train simulation platform - Google Patents
High-speed train simulation platform Download PDFInfo
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- CN110543107A CN110543107A CN201910883257.9A CN201910883257A CN110543107A CN 110543107 A CN110543107 A CN 110543107A CN 201910883257 A CN201910883257 A CN 201910883257A CN 110543107 A CN110543107 A CN 110543107A
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- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
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Abstract
The invention discloses a high-speed train simulation platform which comprises a vibration platform, a plurality of supports, a plurality of supporting plates, a track, derailment prevention baffles, trains and bogie wheels. Aiming at the functional requirements and technical parameters of the conventional high-speed train simulation test device, the invention provides a complete and effective technical scheme. Particularly, the test device realizes the operation under the simulation environment, provides clear solution measures, detailed design calculation, preliminary model selection of key equipment and basic three-dimensional model modeling work, is beneficial to the research of train safety, and has popularization and application values.
Description
Technical Field
The invention relates to the technical field of trains, in particular to a high-speed train simulation platform.
Background
An earthquake is a sudden natural disaster which has small probability and produces great harm to railway traffic safety. The earthquake can often cause huge property loss and serious casualties in a very short time, and particularly when the running speed of the train reaches or exceeds 200km/h, the impact of the earthquake on structures such as roadbeds, bridges, tracks and the like and the interaction between a high-speed train and a substructure can damage the running safety of the train and cause serious accidents. At present, relevant regulations of the taiwan high-speed rail early warning system are still used for reference in the alarm threshold value of China, namely, the level I, level II and level III threshold values regulated in the technical requirement for temporary operation of the earthquake monitoring and early warning system of the high-speed railway are respectively 40gal, 80gal and 120gal, but clear regulations are not made in the document. Up to now, the iron department has performed a lot of numerical simulation work in terms of determination of earthquake alarm thresholds for high-speed rails. The earthquake safety of the train under various earthquake working conditions is simulated through numerical calculation software, and data such as wheel load shedding rate, derailment coefficient, transverse acceleration of the train body, vertical acting force of a wheel set, transverse acting force of the wheel set and the like of the train under different working conditions are obtained. However, the current research still has certain imperfection due to the lack of field measurement or verification of numerical analysis results by vibration table test. Since the earthquake is accidental, the field test verification is very difficult or even impossible, but the verification of the numerical analysis result by using the vibration table test is a feasible way, and the method is also a common method adopted by the existing evaluation of the earthquake-resistant performance of the building structure, so that the rationality of researching the three-level alarm threshold value by using the vibration table test is a feasible method. Meanwhile, in the process of compiling the technical conditions of the earthquake monitoring and early warning system for the high-speed railway, the quotation of the proposal is already reviewed, and the rationality explanation of the three-level alarm threshold value needs to be determined urgently. Therefore, the development of the vibration table test research of the three-level alarm threshold value rationality setting range of the high-speed railway earthquake early warning system is very necessary.
Disclosure of Invention
The present invention is directed to solving the above problems and providing a high-speed train simulation platform.
The invention realizes the purpose through the following technical scheme:
the anti-derailment device comprises a vibration platform, a plurality of supports, a plurality of supporting plates, a rail, anti-derailment baffles, a train and bogie wheels, wherein the plurality of supports are detachably fixed on the vibration platform, the plurality of supporting plates are detachably fixed on the supports, the rail is detachably fixed on the supporting plates, the anti-derailment baffles are positioned on two sides of the rail and detachably fixed on the supporting plates, the bogie wheels are fixed at the lower end of the train, and the bogie wheels are positioned on the rail.
Furthermore, the bogie wheels comprise side plates, four wheels, a driving shaft, a steering support fixing beam, a damping spring, a plane bearing and a guide wheel, the number of the wheels is four, the four wheels are positioned between the two side plates, and is connected with the wheel shaft in a rotating way, the driving shaft is arranged on the wheel shaft of the wheel and is connected with a driving motor, the wheels are fixedly connected with the steering support fixing beam through the steering support, the steering support fixing beam is positioned in the middle of the two side plates and is movably connected with the two side plates, the upper end surface of the bogie fixed beam is connected with the lower end surface of the damping beam through the damping spring, the middle of the upper end face of the shock absorption beam is provided with the plane bearing, the plane bearing is rotatably connected with the lower end of the train, and the two ends of the steering support fixing beam are respectively provided with the guide wheel.
the invention has the beneficial effects that:
The invention relates to a high-speed train simulation platform, which provides a complete and effective technical scheme aiming at the functional requirements and technical parameters of the conventional high-speed train simulation test device. Particularly, the test device realizes the operation under the simulation environment, provides clear solution measures, detailed design calculation, preliminary model selection of key equipment and basic three-dimensional model modeling work, is beneficial to the research of train safety, and has popularization and application values.
Drawings
FIG. 1 is a schematic view of the overall structure of the present invention;
FIG. 2 is a schematic side view of the present invention;
FIG. 3 is a perspective view of the wheels of the truck of the present invention;
FIG. 4 is a side elevational view of the bogie wheel of the present invention;
FIG. 5 is a schematic top view of the wheels of the truck of the present invention;
FIG. 6 is a schematic bottom view of the truck wheels of the present invention;
FIG. 7 is a front view of the sensor mounting of the present invention;
FIG. 8 is a side view of the sensor mounting of the present invention;
FIG. 9 is a top view of the sensor mounting of the present invention;
FIG. 10 is a graph of seismic waveforms;
In fig. 10: a: ann-rated waves Z (upper graph) and Y (lower graph); b: ALS wave X (upper), Y (middle), Z (lower); c: CHY004 seismic waves Y (upper graph), Z (lower graph).
In the figure: 1-vibration platform, 2-bracket, 3-support plate, 4-rail, 5-derailment prevention baffle, 6-train, 7-bogie wheel, 71-side plate, 72-wheel, 73-driving shaft, 74-steering bracket, 75-steering bracket fixing beam, 76-damping beam, 77-damping spring, 78-plane bearing and 79-guide wheel.
fig. 11 is a schematic diagram of the control architecture of the present invention.
Detailed Description
The invention will be further described with reference to the accompanying drawings in which:
As shown in fig. 1 to 6: the anti-derailment device comprises a vibration platform 1, a plurality of supports 2, a support plate 3, a rail 4, a plurality of anti-derailment baffles 5, a train 6 and bogie wheels 7, wherein the plurality of supports are detachably fixed on the vibration platform, the plurality of support plates are detachably fixed on the supports, the rail is detachably fixed on the support plates, the anti-derailment baffles are positioned on two sides of the rail and detachably fixed on the support plates, the bogie wheels are fixed at the lower end of the train, and the bogie wheels are positioned on the rail.
further, the bogie wheels are composed of side plates 71, four wheels 72, a driving shaft 73, a steering bracket 74, a steering bracket fixing beam 75, a damping beam 76, a damping spring 77, a plane bearing 78 and a guide wheel 79, the four wheels are positioned between the two side plates, and is connected with the wheel shaft in a rotating way, the driving shaft is arranged on the wheel shaft of the wheel and is connected with a driving motor, the wheels are fixedly connected with the steering support fixing beam through the steering support, the steering support fixing beam is positioned in the middle of the two side plates and is movably connected with the two side plates, the upper end surface of the bogie fixed beam is connected with the lower end surface of the damping beam through the damping spring, the middle of the upper end face of the shock absorption beam is provided with the plane bearing, the plane bearing is rotatably connected with the lower end of the train, and the two ends of the steering support fixing beam are respectively provided with the guide wheel.
a bogie: the bogie is connected through the steering support, and the power of the rotation of the driving wheel is transmitted to the driven wheel through the steering support in the running process, so that when the train turns, the steering hand is movable, and the front wheel and the rear wheel can be ensured to form a certain angle, and the train can turn smoothly.
The vibration table test is planned to be carried out in a national key laboratory of bridge engineering structure dynamics of Chongqing traffic scientific research design institute, and a vibration table array of the laboratory is the earliest built vibration table array capable of working cooperatively in China. The array consists of two vibration tables. Two single units are three-dimensional six-degree-of-freedom and have three working modes: two independent working modes, two synchronous working modes and two array working modes which do associated motion. Wherein, the A station is a fixed station, the B station is a mobile station, and can move in a linear range of 2-22 m. The two technical parameters are the same, and the detailed indexes are shown in the following table:
TABLE 2-1 Main technical indexes of large-scale high-performance triaxial earthquake simulation test array
design and manufacture of large-scale vibration table test
Similar system for vibration table model test
In physical simulation experiments, there are three main types of similarity relationships, namely geometric similarity, kinetic similarity and kinematic similarity. Two physical phenomena are considered similar if they satisfy similar conditions in terms of geometric similarity, kinetic similarity, and kinematic similarity. In the three categories of similarity, the geometric similarity is easy to realize, and the kinematic similarity is controlled by the geometric similarity and the kinetic similarity, and the kinematic similarity is expressed along with the geometric similarity and the kinetic similarity. Therefore, the key in these three categories of similarity is kinetic similarity.
Theorem of similarity of three major
The physical phenomena can be similar only when certain conditions are met, the results of the similar simulation test can be popularized to a prototype only when certain conditions are met, and the three similar theories are summaries of the conditions.
(1) Similar to the first principle
Similar to the first theorem: the similarity criteria of similar phenomena are equal, the similarity index is equal to 1, and the single-valued conditions are similar. The single value condition is a characteristic that an individual phenomenon is distinguished from a homogeneous phenomenon, and includes: geometric conditions, physical conditions, boundary conditions and initial conditions. The geometric conditions refer to the shape and size of the object participating in the process; physical conditions refer to the physical properties of the object involved in the process; the boundary condition represents an external constraint on the surface of the object; the initial conditions are then certain characteristics of the subject under investigation at the starting moment. For example, when studying the heat conduction process of an object, the shape and geometric dimensions of the object are geometric conditions; the specific heat, thermal conductivity, etc. of an object are its physical conditions; the thermal conductivity coefficient of the medium on the surface of the object to be researched and the like are boundary conditions; the temperature of the object at the initial moment is then the initial condition.
(2) Second theorem of similarity
A similar second law, also known as "pi theorem", can be expressed as follows: if the phenomena are similar, the relationships between the various parameters describing the phenomena can be converted into functional relationships between similar criteria, and the similar criteria functional relationships of the similar phenomena are the same. Since the similarity criterion is dimensionless, the physical equations describing similar phenomena can be converted to dimensionless similarity criterion equations:
f(a,a,……,a,a,a,……a)＝0 (2-1)； F(π,π,……,π)＝0 (2-2)
In the formula (2-1), a1, a2, … … ak are basic amounts, and ak +1, ak +2, … … an are derived amounts.
the similar second law provides a theoretical basis for popularization of model test results. Because, if the two phenomena are similar, the model test result can be popularized to the prototype according to the similar second theorem, so that the prototype can be satisfactorily explained. The similar first theorem and the similar second theorem illustrate the properties of the similar phenomenon and provide basis for popularization of the test results of the similar model.
(3) Third theorem of similarity
a similar third theorem can be expressed as: if two phenomena can be described by the same relation, and the singular value conditions are similar, and the similarity criteria composed of the singular value conditions are equal, the two phenomena are similar. In engineering practice, it is difficult, even impossible, to make the model and prototype completely satisfy the requirements of the third theorem, and then according to the characteristics of the research object, the factors influencing the important factors can be reasonably selected, the main contradiction of the phenomenon is caught, and the secondary factors are omitted, so that the model test is realized, and the so-called 'approximate modeling' is realized. Whether the approximate modeling is successful depends mainly on the reasonableness of the selection of the influencing factors. Although approximate modeling cannot guarantee that all similar conditions are met, the similarity among main factors of the phenomenon is guaranteed, so that the accuracy of research results can generally meet the actual requirements of engineering.
Selection and adjustment of similarity criteria
when the model test similarity design is performed, for the problem to be researched, a similarity criterion, namely an original criterion, can be obtained by adopting a similarity conversion method, an analytic order method, a matrix method and the like. The original criterion is often processed by changing and adjusting the form, mainly because the form of the criterion may be different when similar criteria are derived by different methods, and even for a single derivation method, the change of the form of the criterion may be caused by the change of the position arrangement of certain parameters in the derivation process.
in designing similar tests, it is often difficult, if not impossible, to make the model tests comply with all of the similar conditions to be satisfied. At this time, we should grasp the main factors that influence the intrinsic laws of the phenomenon, namely: having the primary criterion satisfied and omitting some secondary criteria is a commonly used means of approximating modeling. Of course, when omitting the similarity criterion, care must be taken to ensure that the omitted criterion does not affect the change rule of the phenomenon to a small extent. This requires an in-depth analysis of the phenomenon under investigation.
Determination of the relevant physical quantities
In this large-scale vibration table test, many physical quantities are involved, and through analysis and arrangement, 17 independent physical quantities are in total, and the specific details are as follows: a geometric dimension L; acceleration of gravity g (Cg ═ 1); cohesion c; a moving elastic die E; the dynamic Poisson's ratio mu of the internal friction angle; a severe γ; shear wave velocity Vs; inputting an acceleration A; a duration Td; a frequency ω; angular displacement theta; linear displacement s (Cs ═ CL should be guaranteed); a response speed V; in response to the acceleration a; stress sigma; strain epsilon;
Deriving similarity criteria by matrix method
The 17 physical quantities need to satisfy a physical equation, see formula (2-3); then, adopting [ M ], [ L ] and [ T ] as basic dimensions, and rewriting into a dimensionless similarity criterion equation shown in a formula (2-4); finally, the general expression (2-5) for the similarity criterion is written.
in the similarity criterion, the dimensions of the above 17 physical quantities are shown in tables 2-2.
TABLE 2-2 Main physical dimension
Substituting the dimensions of the main physical quantities into general expressions (2-6) of the similarity criterion to obtain:
Combining the same dimensions, we can get:
according to dimensional consistency, represented by the formula (2-8):
in the experiment, geometric dimensions, acceleration and mass density are taken as control parameters, the geometric similarity ratio is 1:10, the acceleration and mass density similarity ratio is 1:1, and the following results are obtained through derivation and are shown in tables 2-3.
TABLE 2-3 model similarity ratios
Layout and installation of vibrating table test element
The test components and parts of this vibration table test mainly include acceleration sensor, laser displacement meter, stay wire displacement meter and the foil gage that is located on the rail, and the sensor cloth mapping is shown in figures 7, 8, 9. The acceleration sensor adopts the acceleration sensors imported from Donghua corporation of Jiangsu and Japan, and A in the figure represents the acceleration sensor; the strain gauge adopts BE120-2AA in Shaanxi Han, and the strain resistance value is as follows: 120.2 plus or minus 0.1; the laser displacement meter adopts a CD33-250NV displacement meter of Shanghai Sixin scientific instruments, and the measurement range is as follows: 250 ± 150mm, resolution: 75um, linearity: d in the diagram represents a laser displacement meter; l in the drawing of the stay wire displacement meter.
shaking table test loading scheme
The test needs to research the safety of high-speed trains on bridges and roadbeds under the action of different seismic wave types and different amplitude seismic waves. The test is to adopt Ann appraisal seismic waves, ALS seismic waves and CHY004 seismic waves as input seismic waves, and the adjustment is carried out strictly according to a similar system during the input; meanwhile, in order to study the dynamic response of different peak accelerations to the bridge and the roadbed, the amplitude values are set to be 0.03g, 0.04g, 0.045g, 0.05g, 0.06g, 0.07g, 0.08g, 0.09g, 0.11g, 0.12g, 0.13g, 0.15g, 0.18g, 0.20g, 0.23g, 0.25g, 0.27g and 0.30g, and the specific loading conditions are shown in tables 2-8.
Table 2-8 vibration table test loading conditions
Remarking: the proportion of all directions of the seismic excitation wave is based on the real wave.
Anne earthquake wave Y: Z ═ 1:0.664
ALS seismic waves X, Y, Z and 0.889, 1 and 0.400
CHY004 seismic waves Y: Z ═ 1:0.406
The seismic waveforms are shown in fig. 10.
The whole electric system is controlled by a set of Taida PLC (programmable logic controller) and a corresponding input/output module, is matched with a touch screen for monitoring and operating, and is used for reducing the weight of equipment, the power supply of the equipment is provided by a customized lithium battery, a motor drives a train to run by adopting a high-power brushless direct-current motor, and the controller and the touch screen are integrated into a whole. The schematic diagram is shown in fig. 11.
The system adopts direct current 48V for power supply, and because the power supply of the touch screen and the PLC is 24V, the direct current 48V is subjected to DC/DC conversion, so that the control power supply can output 24V direct current to the touch screen and the controller. In order to ensure that the lithium battery pack does not excessively discharge, the power supply monitoring is carried out through the battery electric quantity detection circuit board, the A/D conversion module is used for carrying out conversion and displaying on the touch screen, and the battery is ensured to be charged in time.
the electrical system carries out parameter setting through the touch-sensitive screen, and the PLC controller sends and receives the instruction, control motor operation. The method comprises the following specific steps: after the speed and the running time of the train are set through the touch screen, a power supply of the direct current brushless motor driver is started, a power supply indicator lamp turns red, a running button is pressed, the PLC analog quantity output module outputs 0-5V direct current voltage to control the rotating speed of the motor, the PLC switching value output module outputs a starting signal to the direct current brushless driver to control the motor to run, and when the running time is consistent with the set time, the motor is decelerated and stopped.
the foregoing shows and describes the general principles and features of the present invention, together with the advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (2)
1. A high-speed train simulation platform is characterized in that: including vibrations platform, support, backup pad, track, anticreep rail baffle, train and bogie wheel, the support is a plurality of, and is a plurality of the support can be dismantled and be fixed in on the vibrations platform, the backup pad is a plurality of, and is a plurality of the backup pad can be dismantled and be fixed in on the support, the track can be dismantled and be fixed in the backup pad, the anticreep rail baffle is located orbital both sides to can dismantle and be fixed in the backup pad, the bogie wheel is fixed in the train lower extreme, the bogie wheel is located on the track.
2. The high-speed train simulation platform of claim 1, wherein: the bogie wheel is composed of side plates, four wheels, a driving shaft, a steering support fixing beam, a damping spring, a plane bearing and guide wheels, the number of the wheels is four, the four wheels are located between the two side plates and are in rotating connection, the driving shaft is arranged on a wheel shaft of each wheel, the driving shaft is connected with a driving motor, the wheels are fixedly connected with the steering support fixing beam through the steering support, the steering support fixing beam is located in the middle of the two side plates and is in movable connection, the upper end face of the steering support fixing beam is connected with the lower end face of the damping beam through the damping spring, the plane bearing is arranged in the middle of the upper end face of the damping beam, the plane bearing is in rotating connection with the lower end of the train, and the guide wheels are arranged at two ends of the steering support fixing beam respectively.
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| CN112179600A (en) * | 2020-11-25 | 2021-01-05 | 西南交通大学 | High-speed rail disaster prevention and reduction test system and method |
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