CN111076957B - Collision safety test method and system for railway vehicle - Google Patents
Collision safety test method and system for railway vehicle Download PDFInfo
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- CN111076957B CN111076957B CN201811228888.9A CN201811228888A CN111076957B CN 111076957 B CN111076957 B CN 111076957B CN 201811228888 A CN201811228888 A CN 201811228888A CN 111076957 B CN111076957 B CN 111076957B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
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- G—PHYSICS
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- 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
Abstract
The application relates to the technical field of railway vehicles, in particular to a method and a system for testing collision safety of a railway vehicle. The collision safety test method of the railway vehicle comprises the following steps: the method comprises the steps that a barrier car and a test trolley which are arranged on the same track are subjected to counterweight, so that the test trolley achieves a first collision quality, and the barrier car achieves a second collision quality; driving the test trolley to drive towards the barrier trolley to collide; and collecting crash test data. According to the collision safety test method, the actual collision situation between rail vehicles can be truly reflected by carrying out the balance weight and collision tests on the barrier vehicles and the test trolley on the same rail.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to a method and a system for testing collision safety of a railway vehicle.
Background
With the gradual increase of the running speed of high-speed railways and the rapid development of high-speed railway networks in China, the passive safety of rail vehicles becomes a key technology which is increasingly concerned in the industry. In order to study the collision test of the rail vehicle, the existing collision test system of the rail vehicle generally refers to the automobile collision test which is relatively mature in the collision test study, that is, when the collision test of the rail vehicle is carried out, a reinforced concrete building is built at the tail end of a rail line to serve as a fixed barrier, a real traction locomotive is adopted as a power source to push the test vehicle to accelerate, and then the fixed barrier built at the tail end of the line is impacted to complete the collision test.
However, the rail vehicle is usually formed by grouping several or even more than ten vehicles, and as for the multiple units, the mass of a single vehicle is 60 tons, and at least eight vehicles are grouped, so the rail vehicle has the characteristics of large volume and large self mass, the instantaneous impact load of the rail vehicle in the collision process is very large, and the rail vehicle needs to bear huge impact load as a fixed barrier for the rail vehicle collision test, so a reinforced concrete building with large floor area and a foundation structure needs to be built as the fixed barrier, the building cost usually needs to cost thousands of elements or even hundreds of millions of elements, and a fixed site is needed for building the reinforced concrete building, so that the building cost is high, and the site for building the fixed barrier can not be used for other purposes.
Simultaneously, rail vehicle's operational environment is different with the operational environment of car, and rail vehicle operates in fixed road network all the time, and when the collision accident takes place, accident type is relatively fixed, generally includes rail passenger's the meeting or the condition such as rear-end collision, and rail passenger and rail freight car's meeting or rear-end collision, consequently, the design operating mode of definition is in rail vehicle's the collision standard: two trains of the same marshalling train collide with each other or with an equivalent truck which can move. Therefore, the collision test using the rail vehicle and the fixed building cannot satisfy the collision standard of the rail vehicle, and cannot truly reflect the actual situation of the collision between the rail vehicles.
The inventor finds that the existing rail vehicle collision safety test method cannot truly reflect the problem of the actual situation of collision between rail vehicles.
Disclosure of Invention
The embodiment of the application provides a collision safety test method and a system of rail vehicles, and the collision safety test method can truly reflect the actual situation of collision between the rail vehicles by carrying out counterweight and collision tests on a barrier vehicle and a test trolley on the same rail.
According to a first aspect of embodiments of the present application, there is provided a collision safety test method for a rail vehicle, the test method comprising:
the method comprises the steps that a barrier car and a test trolley which are arranged on the same track are subjected to counterweight, so that the test trolley achieves a first collision quality, and the barrier car achieves a second collision quality; the first collision mass is the total mass of the test trolley when the test trolley collides with the barrier, and the second collision mass is the total mass of the barrier when the test trolley collides with the barrier;
driving the test trolley to drive towards the barrier trolley to collide;
and collecting collision test data.
Preferably, carry out the counter weight to setting up barrier truck and the test bench car on same track, specifically include:
acquiring a preset movement distance of the barrier vehicle;
setting a first counterweight mass of the test trolley and a second counterweight mass of the barrier vehicle according to the acquired preset movement distance; the first collision mass is the sum of the first counterweight mass and the self weight of the test trolley; the second collision mass is the sum of the second counterweight mass and the self weight of the barrier vehicle;
and balancing the test trolley according to the first balance weight mass, and balancing the barrier trolley according to the second balance weight mass.
Preferably, the test trolley is weighted according to the first weight counterbalance mass, and the barrier truck is weighted according to the second weight counterbalance mass, and the method specifically includes:
calculating the collision speed of the test trolley according to the first counterweight mass, the second counterweight mass and the total energy absorption amount of the test piece on the test trolley;
calculating the theoretical movement distance of the barrier vehicle after collision according to the collision speed of the test trolley;
comparing the theoretical movement distance with the preset movement distance;
and when the theoretical movement distance is smaller than or equal to the preset movement distance, carrying out counterweight on the test trolley according to the first counterweight mass and carrying out counterweight on the barrier truck according to the second counterweight mass.
Preferably, when the theoretical movement distance is greater than the preset movement distance, the ratio of the first collision mass to the second collision mass is reduced, and the test trolley is weighted according to the adjusted first counterweight mass and/or the barrier vehicle is weighted according to the adjusted second counterweight mass.
Preferably, the collision speed of the test trolley is calculated according to the first collision mass, the second collision mass and the total energy absorption amount of the test piece on the test trolley, and the following formula is adopted for calculation:
wherein T is the initial kinetic energy of the test trolley before collision, and the unit is J; m1 is the first crash mass of the test trolley in kg; v is the initial collision speed of the test trolley, and the unit is m/s; m is2A second crash mass for the barrier vehicle in kg; and delta T is the total energy absorption of the test piece and is expressed by J.
Preferably, in the step of balancing the barrier vehicle and the test trolley disposed on the same track:
and carrying out counterweight according to the scheme that the first collision mass of the test trolley is less than or equal to the second collision mass of the barrier vehicle.
Preferably, after driving the test carriage toward the barrier vehicle for a collision, the method further comprises:
and when the actual movement distance of the barrier vehicle is greater than the preset movement distance, braking the barrier vehicle.
Preferably, the driving of the test trolley towards the barrier vehicle for collision specifically comprises:
driving the test trolley to drive the barrier trolley by adopting a driving device;
accelerating the test rig to achieve a collision velocity;
the driving device is separated from the test trolley;
the test trolley impacts the barrier vehicle.
Preferably, after the driving device is disengaged from the test trolley, the method further comprises:
braking the driving device.
Preferably, the collecting of the crash test data specifically comprises:
starting a test and data acquisition device;
and collecting the collision test data through a testing and data collecting device.
Preferably, after acquiring the collision test data, the method further comprises:
and analyzing the acceleration, the displacement and the deformation of the test piece according to the collision test data.
According to a second aspect of an embodiment of the present application, there is provided a crash safety testing system of a rail vehicle, including:
the barrier vehicle is arranged on the track;
the test trolley is arranged on the track and is opposite to the barrier trolley;
a counterweight device for counterbalancing the barrier vehicle and the test trolley to achieve a first crash mass and a second crash mass for the barrier vehicle;
the driving device is used for driving the test trolley to drive the barrier vehicle to collide;
the device comprises a test and data acquisition device, a data processing device and a data processing device, wherein the test and data acquisition device is used for acquiring collision test data;
and the control device is in signal connection with the counterweight device, the driving device and the test and data acquisition device and is used for controlling the counterweight device, the driving device and the test and data acquisition device to act.
Preferably, the collision test device further comprises a data analysis module in signal connection with the control device and the test and data acquisition device, wherein the data analysis module is used for analyzing the collision test data acquired by the test and data acquisition device.
Preferably, the test and data acquisition device sends the acquired preset movement distance of the barrier vehicle to the control device, the control device generates a control signal according to the received preset movement distance and sends the control signal to the counterweight device, and the counterweight device counterweights the barrier vehicle and the test trolley according to the received control signal.
The embodiment of the application provides a collision safety test method and a system of a rail vehicle, in the collision safety test method, a barrier vehicle and a test trolley are arranged on the same rail, and a collision test is carried out after the barrier vehicle and the test trolley are subjected to counter weight, so that the collision quality of the barrier vehicle and the test trolley can reach the actual quality of the rail vehicle or the quality required by the test, and the barrier vehicle is used as a rigid barrier in the collision test, thereby reducing the cost of building a fixed rigid wall and enabling the barrier vehicle and the rail to be reused, therefore, the actual collision condition between the rail vehicles with larger quality on the rail can be truly reflected by adopting the test method, and the test cost can also be reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a flowchart of a collision safety testing method for a rail vehicle according to an embodiment of the present disclosure;
FIG. 2 is a detailed flowchart of step S100 of the collision safety test method in FIG. 1;
FIG. 3 is another detailed flowchart of step S100 of the collision safety test method of FIG. 2;
FIG. 4 is a detailed flowchart of step S300 of the collision safety test method in FIG. 1;
FIG. 5 is a detailed flowchart of step S200 of the collision safety test method in FIG. 1;
FIG. 6 is a flow chart of another collision safety testing method provided in the embodiments of the present application
Fig. 7 is a schematic view of an operating principle of a collision safety testing system of a rail vehicle according to an embodiment of the present application.
Reference numerals:
1-a collision safety test system; 11-a barrier vehicle; 12-test trolley; 13-a counterweight arrangement; 14-a drive device; 15-test and data acquisition means; 16-a control device; 17-data analysis module.
Detailed Description
In the process of implementing the application, the inventor finds that the existing rail vehicle collision safety test method cannot truly reflect the problem of the actual collision situation between rail vehicles.
In order to solve the above problems, embodiments of the present application provide a method and a system for testing collision safety of rail vehicles, in which a method for testing collision of rail vehicles can truly reflect an actual situation of collision between rail vehicles by performing a counterweight test and a collision test on a barrier vehicle and a test trolley on the same rail.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
The embodiment of the application provides a collision safety test method for a railway vehicle, and as shown in fig. 1, the test method comprises the following steps:
step S100, carrying out counterweight on a barrier vehicle 11 and a test trolley 12 which are arranged on the same track so as to enable the test trolley 12 to reach a first collision quality and enable the barrier vehicle 11 to reach a second collision quality; the first collision quality is the total mass of the test trolley 12 when the test trolley 12 collides with the barrier vehicle 11, and the second collision quality is the total mass of the barrier vehicle 11 when the test trolley 12 collides with the barrier vehicle 11; in the collision test process, the barrier vehicle 11 and the test trolley 12 are both positioned on the same rail, and the barrier vehicle 11 and the test trolley 12 can be weighted according to a test piece in the collision test, and because the collision test can be performed on parts of the rail vehicle and the rail vehicle, the test piece not only can be a part of the rail vehicle but also can be the rail vehicle, namely, the rail vehicle can be used for replacing the test trolley 12 for collision test, and the test piece can be arranged on the test trolley 12 for collision test; during actual collision, the second collision mass of the barrier truck 11 may be any mass such as 60 tons, 100 tons, or 200 tons, and the first collision mass of the test trolley 12 may be any mass such as 20 tons, 50 tons, or 60 tons, so that various mass ratios may be formed between the barrier truck 11 and the test trolley 12; when the test trolley 12 and the barrier trolley 11 are set to be equal in mass, for example, both are set to be 60 tons, the first collision mass of the test trolley 12 and the second collision mass of the barrier trolley 11 are equal and equal to the mass of a real rail vehicle, and at this time, the barrier trolley 11 and the test trolley 12 can truly simulate the situation that two same rail vehicles collide with each other, and truly reflect the collision condition of the rail vehicles; in the process of balancing weight, balancing weight blocks such as an iron block, a steel plate, a reinforced concrete block and the like can be added to the test trolley 12 and the barrier trolley 11 respectively for balancing weight;
step S200, driving the test trolley 12 to drive the barrier vehicle 11 to collide; during the collision test, the test trolley 12 can be driven by the driving device 14 to move along the track towards the barrier vehicle 11, so that the test trolley 12 reaches the collision speed and collides with the barrier vehicle 11; the driving device 14 may be a rail locomotive, a traction motor system, an air cannon or a hydraulic cannon and other devices capable of generating driving force;
step S300, collecting collision test data; the data acquisition system can acquire collision test data when the test trolley 12 collides with the barrier vehicle 11, and can test and acquire the collision test data through the test and data acquisition device 15 in the acquisition process, wherein the test and data acquisition device 15 can be arranged beside the test trolley 12, the barrier vehicle 11, a track or the track, and the test and data acquisition device 15 can be various devices such as a high-speed camera, a strain gauge, a grating, a sensor, an accelerometer and the like. Crash test data may include image data and digital data, such as a first crash mass of the test trolley 12 during a crash, a second crash mass of the barrier trolley 11, a crash velocity of the test trolley 12, an acceleration of the test trolley 12, a deformation of the test piece, a displacement of the test piece, an actual movement distance of the barrier trolley 11, an actual movement time of the barrier trolley 11, an impact force of the test piece, strain, a picture of the test piece during a crash, and any other crash related data.
In the collision safety test method, in the test process, the barrier vehicle 11 and the test trolley 12 are arranged on the same rail, and a collision test is carried out after the barrier vehicle 11 and the test trolley 12 are weighted, so that the collision quality of the barrier vehicle 11 and the test trolley 12 can reach the actual quality of the rail vehicle or the quality required by the test, and the barrier vehicle 11 is used as a rigid barrier in the collision test, which not only reduces the cost for building a fixed rigid wall, but also enables the barrier vehicle 11 and the rail to be reused, therefore, the test method can truly reflect the actual situation after the collision between the rail vehicles with larger quality on the rail, and can also reduce the test cost.
In the above-described test method, as shown in fig. 2, in the step S100 of weighting the barrier truck 11 and the test carriage 12 which are disposed on the same track, the step S100 may specifically include:
step S110, acquiring a preset movement distance of the barrier vehicle 11; the preset movement distance can be determined according to the actual situation in the collision test process, such as the range of the test site, the acquisition range of the test and data acquisition device 15, safety factors and other reasons;
step S120, setting a first counterweight mass of the test trolley 12 and a second counterweight mass of the barrier truck 11 according to the acquired preset movement distance; the first collision mass is the sum of the first counterweight mass and the self weight of the test trolley 12; the second collision mass is the sum of the second counterweight mass and the own weight of the barrier truck 11;
and S130, balancing the test trolley 12 according to the first balancing weight, and balancing the barrier car 11 according to the second balancing weight.
When carrying out the counter weight to barrier truck 11 and test platform truck 12, consider according to the theoretical movement distance of barrier truck 11 after the collision, can prevent to appear the potential safety hazard because of barrier truck 11 motion is too far away, or prevent to make the incomplete phenomenon of the collection of collision test data appear because barrier truck 11 motion is too far beyond the collection scope of test and data acquisition device 15, consequently, carry out reasonable counter weight according to the predetermined movement distance of getting barrier truck 11, be favorable to improving the security of collision test and the integrality of collision data collection, be convenient for follow-up analysis to the collision test result.
The step S130 of balancing the test trolley 12 according to the first balancing weight and balancing the barrier vehicle 11 according to the second balancing weight may specifically include the following steps, as shown in fig. 3:
step S131, calculating the collision speed of the test trolley 12 according to the first counterweight mass, the second counterweight mass and the energy absorption total amount of the test piece on the test trolley 12;
step S132, calculating the theoretical movement distance of the barrier vehicle 11 after collision according to the collision speed of the test trolley 12;
step S133, comparing the theoretical movement distance with a preset movement distance; by comparing the actual movement distance with the preset movement distance, it can be judged whether the actual movement distance of the barrier vehicle 11 exceeds the preset movement distance;
and S134, when the theoretical movement distance is smaller than or equal to the preset movement distance, balancing the test trolley 12 according to the first balancing weight mass, and balancing the barrier vehicle 11 according to the second balancing weight mass.
Calculating a theoretical movement distance of the barrier vehicle 11 according to the first counterweight mass of the test trolley 12, the second counterweight mass of the barrier vehicle 11 and the energy absorption total amount of the test piece, so that the theoretical movement distance of the barrier vehicle 11 does not exceed a preset movement distance; because the actual movement distance of the barrier vehicle 11 is within the preset movement distance range, complete acquisition of collision data in the collision test process can be ensured, and no danger can occur.
Through the counterweight process of the barrier truck 11 and the test trolley 12 in the steps, the movement distance of the barrier truck 11 can be ensured not to exceed the safety range and the acquisition range of the test and data acquisition device 15 after the test trolley 12 collides with the barrier truck 11, the test range of the collision test is controlled within the preset range, and the safety and the reliability of the collision test can be improved.
As shown in fig. 3, in the collision safety test method, after comparing the theoretical movement distance with the preset movement distance in step S133, step S135 is further included, namely, when the theoretical movement distance is greater than the preset movement distance, the ratio of the first collision mass to the second collision mass is decreased, and the test carriage 12 is weighted according to the adjusted first counterweight mass and/or the barrier vehicle 11 is weighted according to the adjusted second counterweight mass.
In the course of reducing the ratio of the first impact mass to the second impact mass, the following three ways can be used:
in the first mode, the first collision mass of the test trolley 12 is reduced under the condition that the second collision mass of the barrier truck 11 is kept unchanged; in this case, the steps S131 to S134 are repeated continuously after the test carriage 12 is weighted according to the adjusted first weight mass.
In the second mode, under the condition that the first collision quality of the test trolley 12 is kept unchanged, the second collision quality of the barrier truck 11 is increased; in this case, steps S131-S134 are repeated for as long as the barrier truck 11 is weighted according to the adjusted second counterweight mass.
In the third mode, the first collision mass of the test trolley 12 is reduced, and simultaneously, the second collision mass of the barrier truck 11 is increased; in this case, it is necessary to balance the test carriage 12 according to the adjusted first balance weight mass and balance the obstacle vehicle 11 according to the adjusted second balance weight mass, and then repeat the steps S131 to S134.
In step S131, the collision velocity of the test carriage 12 is calculated based on the first and second collision masses and the total energy absorption amount of the test piece on the test carriage 12, and the following formula may be used to calculate the collision velocity according to the momentum theorem:
wherein T is the initial kinetic energy of the test trolley 12 before impact, in units of J; m is1Is the first crash mass of the test trolley 12 in kg; v is the initial collision velocity of the test trolley 12 in m/s; m is2Is the second collision mass of the obstacle vehicle 11 in kg; and delta T is the total energy absorption of the test piece and is expressed by J.
After the test trolley 12 impacts the barrier vehicle 11, the step S300 of acquiring the crash test data by the test and data acquisition device 15 may specifically include, as shown in fig. 4:
step S310, starting the test and data acquisition device 15;
in step S320, the test and data acquisition device 15 acquires crash test data.
When the test trolley 12 collides with the barrier truck 11, the test and data acquisition device 15 can be started, and the test and data acquisition device enters a working state, so that various parameters, data and pictures of the test trolley 12 and the barrier truck 11 from the beginning of collision are acquired, the stress, the deformation and the like of each part in the collision test process are conveniently analyzed, so that a designer can be guided through the collision test, the designer can master the advantages and the disadvantages of each part in the actual collision process, and the safety and the reliability of each part are improved.
In step S100 of weighting a barrier vehicle and a test carriage provided on the same track:
the counterweight may be selected such that the first impact mass of the test trolley 12 is less than the second impact mass of the barrier vehicle 11, or the counterweight may be selected such that the first impact mass of the test trolley 12 is equal to the second impact mass of the barrier vehicle 11.
In the event that the first crash mass of the test carriage 12 is less than the second crash mass of the barrier vehicle 11, then a crash situation can be simulated in which a train of rail vehicles with a low mass impacts a train of rail vehicles with a high mass, or similar to a situation in which a rail vehicle impacts a fixed rigid wall, as follows: the test trolley 12 may have a mass of 20 tonnes, 30 tonnes, 40 tonnes or 50 tonnes etc. and correspondingly the barrier vehicle 11 may have a mass of 60 tonnes, 100 tonnes, 200 tonnes etc.; when the mass of the test trolley 12 is equal to that of the barrier vehicle 11, the collision situation of two rows of rail vehicles with the same mass can be simulated, and the collision situation of two rows of rail vehicles can be truly reflected, for example, the mass of the barrier vehicle 11 and the mass of the test trolley 12 are both 50 tons, 60 tons, 100 tons and the like.
For safety, after driving the test carriage 12 toward the obstacle vehicle 11 for a collision at step S200, the above-described test method may further include:
when the actual movement distance of the barrier vehicle 11 is greater than the preset movement distance, the barrier vehicle 11 is braked.
In order to improve the safety of the crash test and reduce the loss caused by the crash test, the barrier vehicle 11 is braked during the crash process when the actual movement distance of the barrier vehicle 11 exceeds the predetermined movement distance or after the crash process is completed, so as to prevent the barrier vehicle 11 from causing a dangerous accident due to the potential safety hazard caused by the crash.
As shown in fig. 5, in the step S200 of driving the test carriage 12 toward the barrier vehicle 11 to collide, the following steps may be specifically included:
step S210, driving the test trolley 12 to drive the obstacle vehicle 11 by adopting the driving device 14;
step S220, accelerating the test trolley 12 to reach the collision speed;
step S230, the driving device 14 is disengaged from the test carriage 12;
in step S240, the test carriage 12 hits the barrier truck 11.
After the driving device 14 is disengaged from the test carriage 12 in step S230, the following steps may be further included:
the drive device 14 is braked.
After the test carriage 12 is driven by the driving device 14 to reach the collision speed, in order to prevent the driving device 14 such as a locomotive from being damaged during the collision, the test carriage 12 is separated from the test carriage 12 after reaching the collision speed, and the driving device 14 is braked after the separation to prevent the driving device 14 from being damaged by the collision caused by the reverse movement of the test carriage 12, so that the driving device 14 can be protected, the driving device 14 can be prevented from being damaged, and the collision test cost can be reduced.
As shown in fig. 6, after the step S300 of collecting the crash test data, the test method may further include:
and step S400, analyzing and obtaining the acceleration, the displacement and the deformation of the test piece according to the collision test data.
After the collision experiment data is collected, the collected data such as speed, acceleration, displacement, deformation, stress and time can be analyzed, the obtained data can be compared with the experiment indexes, the result of whether the test piece meets the design requirements or not is obtained, and designers can also carry out improved design on the test piece according to the collision experiment data.
According to the collision safety test method, the actual situation of the rail vehicles with larger mass after collision on the rail can be truly reflected and the test cost can be reduced by performing the collision test after the counterweights of the barrier vehicle 11 and the test trolley 12 which are arranged on the unified rail are balanced.
Example two
As shown in fig. 7, the embodiment of the present invention further provides a crash safety testing system 1 for a rail vehicle, where the crash safety testing system 1 includes a barrier vehicle 11, a test trolley 12, a counterweight device 13, a driving device 14, a testing and data collecting device 15, and a control device 16; wherein the barrier truck 11 is arranged on a track; the test trolley 12 is arranged on the track and opposite to the barrier trolley 11; the counterweight device 13 is used for counterweight the barrier vehicle 11 and the test trolley 12 so as to enable the test trolley 12 to reach a first collision quality and enable the barrier vehicle 11 to reach a second collision quality; the driving device 14 is used for driving the test trolley 12 to drive the barrier vehicle 11 to collide; the test and data acquisition device 15 is used for acquiring collision test data; the control device 16 is in signal connection with the counterweight device 13, the driving device 14 and the test and data acquisition device 15, and is used for controlling the counterweight device 13, the driving device 14 and the test and data acquisition device 15 to act.
The collision safety test system 1 may further include a data analysis module 17 in signal connection with the control device 16 and the test and data acquisition device 15, and the data analysis module 17 is configured to analyze collision test data acquired by the test and data acquisition device 15.
The test and data acquisition device 15 sends the acquired preset movement distance of the barrier vehicle 11 to the control device 16, the control device 16 generates a control signal according to the received preset movement distance and sends the control signal to the counterweight device 13, and the counterweight device 13 counterweights the barrier vehicle 11 and the test trolley 12 according to the received control signal.
The rail vehicle collision safety test system 1 can complete a rail vehicle collision test through the arranged barrier vehicle 11, the test trolley 12, the counterweight device 13, the driving device 14, the test and data acquisition device 15 and the control device 16, can truly reflect the rail vehicle collision condition because of being carried out on the rail, can also realize simulation tests among various rail vehicles with different mass ratios through the counterweight device 13, and has guiding significance for the safety design of the rail vehicle.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (10)
1. A method for crash safety testing of a rail vehicle, the method comprising:
the method comprises the steps that a barrier car and a test trolley which are arranged on the same track are subjected to counterweight, so that the test trolley achieves a first collision quality, and the barrier car achieves a second collision quality;
driving the test trolley to drive towards the barrier trolley to collide;
collecting collision test data;
wherein, carry out the counter weight to setting up barrier truck and the test bench car on same track, specifically include:
acquiring a preset movement distance of the barrier vehicle;
setting a first counterweight mass of the test trolley and a second counterweight mass of the barrier truck according to the acquired preset movement distance; the first collision mass is the sum of the first counterweight mass and the self weight of the test trolley; the second collision mass is the sum of the second counterweight mass and the self weight of the barrier vehicle;
balancing the test trolley according to the first balancing weight mass, and balancing the barrier vehicle according to the second balancing weight mass;
wherein, carry out the counter weight to the test bench car according to first counter weight quality, carry out the counter weight to the barrier truck according to second counter weight quality, specifically include:
calculating the collision speed of the test trolley according to the first counterweight mass, the second counterweight mass and the total energy absorption amount of the test piece on the test trolley; the test piece is a part of the rail vehicle or the rail vehicle;
calculating the theoretical movement distance of the barrier vehicle after collision according to the collision speed of the test trolley;
comparing the theoretical movement distance with the preset movement distance;
when the theoretical movement distance is smaller than or equal to the preset movement distance, carrying out counterweight on the test trolley according to the first counterweight mass and carrying out counterweight on the barrier truck according to the second counterweight mass;
calculating the collision speed of the test trolley according to the first collision mass, the second collision mass and the total energy absorption amount of the test piece on the test trolley, and calculating by adopting the following formula:
wherein T is the initial kinetic energy of the test trolley before collision, and the unit is J; m1 is the first crash mass of the test trolley in kg; v is the initial collision speed of the test trolley, and the unit is m/s; m2 is a second impact mass of the barrier vehicle in kg; and delta T is the total energy absorption of the test piece and is expressed by J.
2. The method of claim 1, wherein when the theoretical movement distance is greater than the preset movement distance, the ratio of the first impact mass to the second impact mass is decreased and the test trolley is counterweighted according to the adjusted first counterweight mass and/or the barrier vehicle is counterweighted according to the adjusted second counterweight mass.
3. The method of claim 1, wherein in the step of counterbalancing the barrier vehicle and the test trolley disposed on the same track:
and balancing the weight by the scheme that the first collision mass of the test trolley is less than or equal to the second collision mass of the barrier vehicle.
4. The method of claim 1, further comprising, after driving the test trolley toward the barrier vehicle for a collision:
and when the actual movement distance of the barrier vehicle is greater than the preset movement distance, braking the barrier vehicle.
5. The method of claim 1, wherein driving the test trolley toward the barrier vehicle for a collision includes:
driving the test trolley to drive the barrier trolley by adopting a driving device;
accelerating the test rig to achieve a collision velocity;
the driving device is separated from the test trolley;
the test trolley impacts the barrier vehicle.
6. The method of claim 5, further comprising, after disengaging the drive device from the test rig:
braking the driving device.
7. The method according to any one of claims 1 to 6, wherein collecting crash test data comprises:
starting a test and data acquisition device;
and collecting collision test data through a test and data collection device.
8. The method of claim 7, further comprising, after collecting the crash test data:
and analyzing the acceleration, the displacement and the deformation of the test piece according to the collision test data.
9. A rail vehicle crash safety testing system, comprising:
the barrier vehicle is arranged on the track;
the test trolley is arranged on the track and is opposite to the barrier trolley;
a counterweight device for counterbalancing the barrier vehicle and the test trolley to achieve a first crash mass and a second crash mass for the barrier vehicle;
the driving device is used for driving the test trolley to drive the barrier vehicle to collide;
the test and data acquisition device is used for acquiring collision test data;
the control device is in signal connection with the counterweight device, the driving device and the test and data acquisition device and is used for controlling the counterweight device, the driving device and the test and data acquisition device to act;
the test and data acquisition device sends the acquired preset movement distance of the barrier car to the control device, the control device generates a control signal according to the received preset movement distance and sends the control signal to the counterweight device, and the counterweight device counterweights the barrier car and the test trolley according to the received control signal;
calculating the collision speed of the test trolley according to the first collision mass, the second collision mass and the total energy absorption amount of the test piece on the test trolley, and calculating by adopting the following formula:
wherein T is the initial kinetic energy of the test trolley before collision, and the unit is J; m1 is the first crash mass of the test trolley in kg; v is the initial collision speed of the test trolley, and the unit is m/s; m2 is a second crash mass of the barrier vehicle in kg; and delta T is the total energy absorption amount of the test piece, the unit is J, and the test piece is a part of the railway vehicle or the railway vehicle.
10. The system of claim 9, further comprising a data analysis module in signal connection with the control device and the test and data acquisition device, the data analysis module being configured to analyze crash test data acquired by the test and data acquisition device.
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