CN111157160A - Longitudinal force detection device, rail vehicle and longitudinal force detection method - Google Patents

Longitudinal force detection device, rail vehicle and longitudinal force detection method Download PDF

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Publication number
CN111157160A
CN111157160A CN202010046373.8A CN202010046373A CN111157160A CN 111157160 A CN111157160 A CN 111157160A CN 202010046373 A CN202010046373 A CN 202010046373A CN 111157160 A CN111157160 A CN 111157160A
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China
Prior art keywords
plate
impact
longitudinal force
force
detection device
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Inventor
章易程
郭员畅
陈春阳
李蔚
许斌
章耐吟
吴强运
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Central South University
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Central South University
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Priority to CN202010046373.8A priority Critical patent/CN111157160A/en
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G01L5/13—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring the tractive or propulsive power of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/12—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G01L5/0052—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes measuring forces due to impact

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

The invention provides a longitudinal force detection device, a rail vehicle and a longitudinal force detection method. The longitudinal force detection device comprises a clamping plate, an impact plate and a deformation pad, wherein the deformation pad generates self-adaptive deformation when bearing the impact force transmitted by the impact plate; the impact plate, the deformation pad and the clamping plate are fixed through a penetrating adjusting assembly, and the adjusting assembly is assembled with the impact plate, the deformation pad and the clamping plate in a clearance mode; the longitudinal force detection device further comprises a sensor and a positioning mounting plate, the positioning mounting plate is arranged on one side far away from the impact plate, and the sensor is arranged between the clamping plate and the positioning mounting plate. Compared with the prior art, the longitudinal force detection device provided by the invention does not depend on a test bench under the condition that the strength of the car buffer device is not changed, and detects the car coupler longitudinal force of the railway car on line in real time in the running process of the railway locomotive and the car; the method of direct measurement by the sensor is adopted, and the measurement accuracy is high.

Description

Longitudinal force detection device, rail vehicle and longitudinal force detection method
Technical Field
The invention relates to the technical field of rail locomotive and vehicle operation parameter measurement, in particular to a longitudinal force detection device, a rail vehicle and a longitudinal force detection method.
Background
With the rapid development of railways in China, the overloading of freight trains becomes a necessary trend. However, it is necessary to understand the longitudinal stress condition of the heavy-duty train, which is one of the important parameters in the dynamic environment, and it determines the carrying capacity and operation safety of the train.
The conventional coupler buffer device of a railway vehicle is a vehicle part for coupling a vehicle and a vehicle, a locomotive and a vehicle or a motor car and a trailer to each other, transmitting traction force and braking force and reducing impact kinetic energy. The coupler is integrated by a coupler, a buffer, a coupler yoke and a slave plate, and is arranged in a traction beam at the end of a vehicle body underframe.
According to the definition of the railway vehicle engineering industry, the longitudinal force refers to the force transmitted along the front and rear connecting directions of the railway vehicle when the railway vehicle is positioned on a straight line, namely the force transmitted by the connection of two car couplers; the traction force refers to the longitudinal force borne by the coupler in a traction state; the impact force refers to the longitudinal force borne by the coupler in a pressed state.
In the prior art, the measurement of longitudinal force of rail locomotives and vehicles is mainly realized by the following methods:
(1) the test platform measures: for example, CN106318289A and CN109023811A, the coupler buffer device of rail locomotive and vehicle is installed on a test bench, the running condition of train is simulated, and the longitudinal force of train is measured by a measuring device installed on the test bench. This approach does not allow real-time detection of longitudinal forces of the rail vehicle running on real lines, due to the operation on the laboratory bench.
(2) Direct measurement on line: according to patent CN208902315U, the longitudinal force of a train in operation is measured in real time through a strain gauge and an amplifying circuit which are arranged on the coupler, and finally the magnitude of the longitudinal force is displayed on a measuring instrument. Although the mode can detect the longitudinal force of the train in real time, the structure of the train coupler is complex, the installation position of the strain gauge is particularly critical to the accuracy of measurement, and secondly, the contact position of the train coupler has a large abrasion condition in the running process of the train, so that the strain gauge is easily abraded quickly, and the service life of the strain gauge is greatly shortened; as also in patent CN2049767U, a yoke of unitary construction is proposed, in which the longitudinal force of the vehicle is measured on-line by means of a sensor mounted in the rear cavity of the yoke. Overall structure's coupler yoke is different completely with current coupler yoke's structure, the vertical atress condition that inevitably leads to coupling buffer changes, owing to install the gyro wheel additional between each relative movement part, must lubricate the gyro wheel and reduce frictional wear, make it be difficult to maintain, and simultaneously, the device does not design vertical power direction adjusting part, if the mounted position precision is not high or gyro wheel wearing and tearing lead to coupler yoke inner part to take place the slope, make the effort can not follow vertical transmission and give the sensor, then easily cause the inaccurate problem of vertical force measurement.
(3) And (3) online indirect measurement: for example, CN103883538A, obtains the running parameters such as longitudinal acceleration, running speed and travel of coupler buffer of the railway vehicle, and converts the running parameters into the longitudinal force of the railway vehicle through related algorithms. Because the measurement mode adopted by the mode is indirect measurement, more operation parameters needing to be measured easily cause accumulated errors, and the installation requirement of the measurement device on the railway vehicle is high, otherwise, the related operation parameters are difficult to accurately measure.
Disclosure of Invention
The invention aims to provide a longitudinal force detection device, a rail vehicle and a longitudinal force detection method, which can realize online real-time detection without changing the stress strength of the rail vehicle.
The technical scheme of the invention is as follows: a longitudinal force detection device comprises a clamping plate, an impact plate used for bearing impact force and a deformation pad clamped between the clamping plate and the impact plate, wherein the deformation pad generates self-adaptive deformation when bearing the impact force transmitted by the impact plate;
the impact plate, the deformation pad and the clamping plate are fixed through a penetrating adjusting assembly, and the adjusting assembly is assembled with the impact plate, the deformation pad and the clamping plate in a clearance mode;
the longitudinal force detection device further comprises a sensor used for sensing the size of the impact force and a positioning mounting plate used for mounting the longitudinal force detection device, the positioning mounting plate is arranged on one side far away from the impact plate, and the sensor is arranged between the clamping plate and the positioning mounting plate.
Preferably, striking plate, deformation pad and grip block contour shape match, adjusting part's quantity is a plurality of, follows the appearance equipartition of striking plate sets up.
Preferably, the adjusting assembly comprises a pre-tightening bolt, a pre-tightening spring, a gasket and a pre-tightening nut, the pre-tightening bolt penetrates through the impact plate, a counter bore is formed in the side face, far away from the impact plate, of the clamping plate, the pre-tightening spring is arranged in the small bore of the counter bore, the pre-tightening spring is in a pre-tightening state under the action of the gasket and the pre-tightening nut which are arranged in the large bore of the counter bore, and the pre-tightening bolt is assembled with the impact plate, the deformation pad and the clamping plate in a clearance mode.
Preferably, the unilateral clearance between the pre-tightening bolt and the impact plate, between the pre-tightening bolt and the deformation pad and between the pre-tightening bolt and the clamping plate is more than 1 time of the fit clearance of the bolt holes.
Preferably, the opposite side surfaces of the clamping plate and the positioning mounting plate are provided with protrusions capable of fixing the sensor, the middle part of the sensor is provided with an inner ring, and the inner ring is sleeved on the protrusions.
Preferably, the number of the sensors is at least one, and each sensor is fixed by a fixing bolt penetrating through the protrusion; a gap is reserved between the bulge of the clamping plate and the bulge of the positioning mounting plate.
The invention also provides a railway vehicle which comprises a multi-section vehicle body, wherein the vehicle body comprises draft beams and a draft gear buffer device, the draft gear buffer device comprises a rear driven plate seat, a rear driven plate, a buffer, a front driven plate and a front driven plate seat which are sequentially arranged in each draft beam, the rear driven plate seat and the front driven plate seat are both fixed with the inner wall of the draft beam, and the rear driven plate, the buffer and the front driven plate are connected with the draft gear through a coupler tail frame.
The invention also provides a longitudinal force detection method of the rail vehicle, which comprises the following steps:
1) starting and accelerating working conditions
A. The coupler bears traction force which pulls the buffer and simultaneously drives the rear slave plate and the front slave plate to displace, at the moment, the front slave plate impacts on a longitudinal force detection device arranged on the end face of the front slave plate seat, and a gap is formed between the rear slave plate and the longitudinal force detection device arranged on the end face of the rear slave plate seat;
B. the impact plate of the longitudinal force detection device bears the impact force and transmits the force to the sensor;
C. the sensor outputs a measurement result after sensing the impact force;
2) braking and decelerating conditions
A. The coupler bears impact force which pushes the buffer and simultaneously pushes the rear slave plate and the front slave plate to displace, at the moment, the rear slave plate impacts on the longitudinal force detection device on the end face of the rear slave plate seat, and a gap is formed between the front slave plate and the longitudinal force detection device on the end face of the front slave plate seat;
B. the impact plate of the longitudinal force detection device bears the impact force and transmits the force to the sensor;
C. and the sensor outputs a measurement result after sensing the impact force.
Preferably, the traction force is calculated by equation (1):
Figure BDA0002369545120000031
in the formula, FTraction apparatusIs the measured total tractive effort; deltaiIs the force correction factor, delta, of the ith-side longitudinal force measuring devicei≥1；Fj tractionThe measured traction for the jth sensor; n is the number of sensors at the same side, and n is more than or equal to 1;
the impact force is calculated by equation (2):
Figure BDA0002369545120000041
in the formula, FImpact ofIs the measured total impact force; deltaiIs the force correction factor, delta, of the ith-side longitudinal force measuring devicei≥1；Fj impactThe impact force measured by the jth sensor; n is the number of sensors at the same side, and n is more than or equal to 1;
wherein the force correction factor delta of each side longitudinal force measuring deviceiCalibration may be performed on a test rig.
Preferably, when the impact plate bears the impact force, the impact force is transmitted to the sensor along the longitudinal direction through the self-adaptive adjustment of the deformation pad and the gap-assembled adjusting component.
Compared with the related technology, the invention has the beneficial effects that: under the condition of not changing the strength of the car buffer device, the longitudinal force of the car coupler is detected on line in real time in the running process of a rail locomotive and a car without depending on a test bench; the longitudinal force detection device and the sensor thereof are convenient and reliable to mount as only corresponding mounting distances are reserved between the front slave plate and the rear slave plate and between the front slave plate seat and the rear slave plate seat; the method of direct measurement by a sensor is adopted, so that the error in the measurement process is small; the design avoids the problem that the longitudinal force cannot be correctly transmitted because the two collision surfaces are not parallel, thereby ensuring that the transmitted force is consistent with the longitudinal force direction.
Drawings
FIG. 1 is a schematic three-dimensional structure diagram of a longitudinal force detection device provided by the present invention;
FIG. 2 is a schematic sectional view taken along the A-A step of FIG. 1;
FIG. 3 is a schematic structural diagram of a longitudinal force detecting device installed in a railway vehicle according to the present invention;
FIG. 4 is a schematic diagram of the longitudinal force detecting device in operation under traction;
FIG. 5 is a schematic view of the longitudinal force detecting device receiving an impact force;
FIG. 6 is a schematic diagram of the oblique force application of the longitudinal force sensing device of FIG. 1 taken in plan view;
fig. 7 is a schematic diagram of the longitudinal force detection device of fig. 1 cut in a plan view after adaptive adjustment.
In the drawing, 1-a traction beam, 2-a coupler buffer device, 21-a rear driven plate seat, 22-a rear driven plate, 23-a buffer, 24-a front driven plate, 25-a front driven plate seat, 26-a coupler tail frame, 27-a coupler, 3-a longitudinal force detection device, 31-a collision plate, 32-a deformation pad, 33-a clamping plate, 34-an adjusting component, 35-a sensor, 36-a positioning mounting plate, 37-a fixing bolt, 331-a first bulge, 341-a pre-tightening bolt, 342-a pre-tightening spring, 343-a gasket, 344-a pre-tightening nut, 351-a wiring port and 361-a second bulge.
Detailed Description
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. For convenience of description, the words "upper", "lower", "left" and "right" in the following description are used only to indicate the correspondence between the upper, lower, left and right directions of the drawings themselves, and do not limit the structure.
As shown in fig. 1 and 2, the present embodiment provides a longitudinal force detection device 3 including an impact plate 31, a deformation pad 32, a clamping plate 33, an adjustment assembly 34, a sensor 35, and a positioning and mounting plate 36.
The impact plate 31, the deformation pad 32 and the clamping plate 33 are matched in contour shape and are arranged in sequence. The adjusting assembly 34 penetrates the impact plate 31, the deformation pad 32 and the clamping plate 33, and the penetrating parts are assembled in a clearance mode. The positioning and mounting plate 36 is arranged on the side away from the impact plate 31, and the sensor 35 is arranged between the clamping plate 33 and the positioning and mounting plate 36.
The impact plate 31 is used to receive and transmit impact force. The deformation pad 32 is made of an elastic material, such as elastic rubber. Can produce self-adaptation deformation when receiving the impact, on the one hand can not destroyed, and on the other hand guarantees that the impact direction is vertical the transmission all the time for sensor 35.
The number of the adjusting assemblies 34 is plural, and the adjusting assemblies are uniformly distributed along the outer shape of the impact plate 31, and four adjusting assemblies are arranged at four corners of the impact plate 31 respectively. The adjusting assembly 34 comprises a pre-tightening bolt 341, a pre-tightening spring 342, a gasket 343 and a pre-tightening nut 344, the pre-tightening bolt 341 penetrates through the impact plate 31, a counter bore is formed in the side face, far away from the impact plate 31, of the clamping plate 33, the pre-tightening spring 342 is arranged in a small bore of the counter bore, the pre-tightening spring 342 is in a compressed state under the action of the gasket 343 and the pre-tightening nut 344 arranged in a large bore of the counter bore, and the pre-tightening bolt 341 is assembled with the impact plate 31, the deformation pad 32 and the clamping plate 33 in a clearance mode.
The single-side clearance between the pre-tightening bolt 341 and the impact plate 31, the deformation pad 32 and the clamping plate 33 is more than 1 time of the bolt hole fit clearance. The bolt hole fit clearance refers to a fit clearance specified in national standards. The clearance fit structure enables the pre-tightening bolt 341 to rotate in the axial direction by a proper angle when the deformation pad 32 is under a force, thereby ensuring that the impact plate 31 is not damaged under the action of a large impact force.
The number of the sensors 35 can be one or more, the sensors are disc-structured sensors, and the middle of the sensors 35 is provided with an inner ring.
In this embodiment, the sensor 35 is an L11000E 1000KN impact force sensor, and the number of the sensors is two.
The clamping plate 33 is provided with a first protrusion 331, the positioning mounting plate 36 is provided with a second protrusion 361, and the first protrusion 331 and the second protrusion 361 are both cylindrical structures and are arranged oppositely. The positions and the number of the first and second protrusions 331 and 361 correspond to the installed sensors 35.
The inner ring of the sensor 35 is sleeved on the first protrusion 331 and the second protrusion 361, and a gap is left between the first protrusion 331 and the second protrusion 361. The positioning and mounting plate 36, the sensor 35, and the clamp plate 33 are fixed by a fixing bolt 37 and a nut, a washer, or the like fitted thereto.
The positioning and mounting plate 36 is used for mounting the whole longitudinal force detection device 3 at a position to be detected.
As shown in fig. 3, the present invention provides a railway vehicle comprising a multi-section vehicle body including a draft sill 1, a coupler draft gear 2 and a longitudinal force sensing device 3.
The coupler buffer device 2 comprises a rear slave plate seat 21, a rear slave plate 22, a buffer 23, a front slave plate 24 and a front slave plate seat 25 which are sequentially arranged in each draft sill 1, wherein the rear slave plate seat 21 and the front slave plate seat 25 are fixed with the inner wall of the draft sill 1, and the rear slave plate 22, the buffer 23 and the front slave plate 24 are connected with a coupler 27 through a looped coupler tail frame 26.
The longitudinal force detection device 3 is respectively installed on the end face of the rear slave plate seat 21 for detecting the impact force of the rear slave plate 22, and is installed on the end face of the front slave plate seat 25 for detecting the impact force of the front slave plate 24. In this embodiment, the number of the longitudinal force detecting devices 3 is four, one is disposed on each side of the front slave plate holder 25, and one is disposed on each side of the rear slave plate holder 21. Two sensors 35 are provided on each longitudinal force detection device 3.
According to the strength design plan (TB1335-1996) of railway vehicles in China, the maximum allowable longitudinal force of a truck structure is 2.25MN, the design range of a single sensor 35 is 0-1 MN, four sensors 35 for measuring the longitudinal force are arranged in each coupler buffer device 2 aiming at each impact force, the total design range is 0-4 MN, and the maximum required range for measuring the longitudinal force is met. In addition, the higher the frequency of the sensor response, the greater the ability to detect transient impact forces.
The positioning mounting plate 36 of the longitudinal force detecting device 3 is fixed to the rear sub-mount 21 by a bolt, and similarly, the positioning mounting plate 36 of the other longitudinal force detecting device 3 is fixed to the front sub-mount 25.
When the longitudinal force detection device 3 is installed, the connection opening 351 of the sensor 35 is arranged towards the coupler buffer device 2, so that the sensor 35 can be conveniently connected with a conductor.
The invention also provides a longitudinal force detection method of the railway vehicle, which comprises the following steps:
when the train is not started, the longitudinal force detection device 3 and the coupler buffer device 2 are not subjected to longitudinal force.
1) Starting and accelerating (as shown in figure 4)
A. When the train is in the starting and accelerating states, the coupler 27 is subjected to a tractive force which pulls the buffer 23 and simultaneously displaces the rear slave plate 22 and the front slave plate 24. At this time, the front slave plate 24 impacts on the longitudinal force detection device 3 mounted on the end face of the front slave plate seat 25, and a gap occurs between the rear slave plate 22 and the longitudinal force detection device 3 on the end face of the rear slave plate seat 21;
B. when the front slave plate 24 impacts the impact plate 31 of the longitudinal force detection device 3 mounted on the end face of the front slave plate seat 25, the deformation pad 32 is appropriately deformed, so that the impact force direction is always in the longitudinal direction;
C. the impact plate 31 of the longitudinal force detection device 3 receives the impact force and transmits the force to the sensor 35 along the longitudinal direction;
D. the sensor 35 outputs a measurement result after sensing the impact force.
The above measurement result is the sum of the measured values of the two sensors 35 on the same side in the two longitudinal force detecting devices 3 provided on the front slave plate holder 25 multiplied by the sum of the force correction factor of the side measuring device 3 and the other side.
2) Braking and decelerating condition (as shown in figure 5)
A. When the train is in a deceleration state, the coupler 27 is subjected to an impact force which pushes the bumper 23 and simultaneously pushes the rear slave plate 22 and the front slave plate 24 to be displaced. At this time, the rear slave plate 22 impacts on the longitudinal force detection device 3 on the end face of the rear slave plate seat 21, and a gap occurs between the front slave plate 24 and the longitudinal force detection device 3 on the end face of the front slave plate seat 25;
B. when the rear slave plate 22 impacts the impact plate 31 of the longitudinal force detection device 3 mounted on the end face of the rear slave plate seat 21, the deformation pad 32 is appropriately deformed, so that the direction of the impact force is always in the longitudinal direction;
C. the impact plate 31 of the longitudinal force detection device 3 receives the impact force and transmits the force to the sensor 35 along the longitudinal direction;
D. the sensor 35 outputs a measurement result after sensing the impact force.
The above measurement result is obtained by multiplying the sum of the measured values of the two sensors 35 on the same side of the two longitudinal force detecting devices 3 provided on the rear slave plate base 21 by the sum of the force correction factor of the measuring device 3 on the same side and the sum of the measured values on the other side.
Since the deformation pad 32 is made of an elastic material, it can absorb a part of the traction force and the impact force, therefore, the actual measurement data needs to be added with a force correction coefficient of the longitudinal force detection device 3, and the value of the force correction coefficient is calibrated in the experiment through the deformation pad 32.
The longitudinal force detection device 3 is designed taking into account the traction and impact forces it is subjected to. The tractive effort is calculated by equation (1):
Figure BDA0002369545120000071
in the formula, FTraction apparatusIs the measured total tractive effort; deltaiIs the force correction factor, delta, of the ith-side longitudinal force measuring devicei≥1；Fj tractionThe measured traction for the jth sensor; n is the number of the sensors at the same side, and n is more than or equal to 1.
The impact force is calculated by equation (2):
Figure BDA0002369545120000081
in the formula, FImpact ofIs the measured total impact force; deltaiIs the force correction factor, delta, of the ith-side longitudinal force measuring devicei≥1；Fj impactThe impact force measured by the jth sensor; n is the number of the sensors at the same side, and n is more than or equal to 1.
Wherein the force correction factor delta of each side longitudinal force measuring deviceiCalibration may be performed on a test rig.
When the front and rear plate surfaces are in parallel contact with the surface of the impact plate 31, the deformation pad 32 is only compressed but not tilted. The front and rear slave plates are inclined due to inaccurate installation of coupler buffer device parts of the railway vehicle, abrasion of contact surfaces and the like, so that the surfaces of the front and rear slave plates are not in parallel contact with the surface of the impact plate 31, as shown in fig. 6. Then the deformation pad 32 is deformed properly, the pretension bolt 341 is rotated at a proper angle in the axial direction, and the impact plate 31 is inclined to fit the front and rear secondary plate surfaces, so as to ensure that the impact force direction is always perpendicular to the force bearing surface of the sensor 35, as shown in fig. 7.
The pretension nut 344 can be subjected to anti-loosening treatment by a way that a locknut or a cotter pin penetrates through the pretension nut 344 and the pretension bolt 341, and the like.
In order to make the effect shown in the schematic diagram more obvious, fig. 6 to 7 are exaggerated and do not represent the amount of deformation and displacement during actual operation.
The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (10)

1. The longitudinal force detection device is characterized by comprising a clamping plate (33), an impact plate (31) for bearing impact force and a deformation pad (32) clamped between the clamping plate (33) and the impact plate (31), wherein the deformation pad (32) generates self-adaptive deformation when bearing the impact force transmitted by the impact plate (31);
the impact plate (31), the deformation pad (32) and the clamping plate (33) are fixed through a penetrating adjusting assembly (34), and the adjusting assembly (34) is in clearance fit with the impact plate (31), the deformation pad (32) and the clamping plate (33);
the longitudinal force detection device further comprises a sensor (35) used for sensing the size of the impact force and a positioning mounting plate (36) used for mounting the longitudinal force detection device, the positioning mounting plate (36) is arranged on one side far away from the impact plate (31), and the sensor (35) is arranged between the clamping plate (33) and the positioning mounting plate (36).
2. The longitudinal force detection device according to claim 1, characterized in that the impact plate (31), the deformation pad (32) and the clamping plate (33) are matched in contour shape, and the number of the adjusting assemblies (34) is multiple and is uniformly distributed along the contour of the impact plate (31).
3. The longitudinal force detection device according to claim 1 or 2, characterized in that the adjusting assembly (34) comprises a pre-tightening bolt (341), a pre-tightening spring (342), a gasket (343) and a pre-tightening nut (344), the pre-tightening bolt (341) penetrates through the impact plate (31), the clamping plate (33) is provided with a counter bore on the side far away from the impact plate (31), the pre-tightening spring (342) is arranged in a small bore of the counter bore, the pre-tightening spring (342) is in a pre-tightening state under the action of the gasket (343) and the pre-tightening nut (344) arranged in a large bore of the counter bore, and the pre-tightening bolt (341) is in clearance fit with the impact plate (31), the deformation pad (32) and the clamping plate (33).
4. The longitudinal force detecting device according to claim 3, wherein a single-sided clearance of the pre-tightening bolt (341) with the impact plate (31), the deformation pad (32), and the clamping plate (33) is 1 times or more of a bolt hole fitting clearance.
5. The longitudinal force detecting device according to claim 1, wherein a protrusion capable of fixing the sensor (35) is provided on the opposite side surfaces of the clamping plate (33) and the positioning and mounting plate (36), and an inner ring is provided in the middle of the sensor (35) and is sleeved on the protrusion.
6. The longitudinal force detecting device according to claim 5, wherein the number of the sensors (35) is at least one, and each of the sensors (35) is fixed by a fixing bolt (37) penetrating the protrusion; a gap is reserved between the bulge of the clamping plate (33) and the bulge of the positioning mounting plate (36).
7. A rail vehicle comprises a multi-section vehicle body, the vehicle body comprises draft beams (1) and a coupler buffer device (2), the coupler buffer device (2) comprises a rear driven plate seat (21), a rear driven plate (22), a buffer (23), a front driven plate (24) and a front driven plate seat (25) which are sequentially arranged in each draft beam (1), the rear driven plate seat (21) and the front driven plate seat (25) are both fixed with the inner wall of the draft beam (1), the rear driven plate (22), the buffer (23) and the front driven plate (24) are connected with a coupler (27) through a coupler yoke (26), the rail vehicle is characterized by further comprising a longitudinal force detection device (3) according to any one of claims 1-6, the number of the longitudinal force detection devices (3) is multiple, and the longitudinal force detection devices are respectively installed on the end face of the rear driven plate seat (21) and used for detecting the impact force of the rear driven plate (22), and the impact force detection device is arranged on the end surface of the front slave plate seat (25) and is used for detecting the impact force of the front slave plate (24).
8. A longitudinal force detecting method of a railway vehicle according to claim 7, comprising:
1) starting and accelerating working conditions
A. The coupler (27) bears traction force which pulls the buffer (23) and simultaneously drives the rear slave plate (22) and the front slave plate (24) to displace, at the moment, the front slave plate (24) impacts on a longitudinal force detection device (3) arranged on the end face of the front slave plate seat (25), and a gap is formed between the rear slave plate (22) and the longitudinal force detection device (3) arranged on the end face of the rear slave plate seat (21);
B. the impact plate (31) of the longitudinal force detection device (3) receives the impact force and transmits the force to the sensor (35);
C. the sensor (35) outputs a measurement result after sensing the impact force;
2) braking and decelerating conditions
A. The coupler (27) bears the impact force which pushes the buffer (23) and simultaneously pushes the rear slave plate (22) and the front slave plate (24) to displace, at the moment, the rear slave plate (22) is impacted on the longitudinal force detection device (3) on the end face of the rear slave plate seat (21), and a gap is formed between the front slave plate (24) and the longitudinal force detection device (3) on the end face of the front slave plate seat (25);
B. the impact plate (31) of the longitudinal force detection device (3) receives the impact force and transmits the force to the sensor (35);
C. and the sensor (35) outputs a measurement result after sensing the impact force.
9. The rail vehicle longitudinal force detection method according to claim 8, characterized in that the tractive force is calculated by equation (1):
Figure FDA0002369545110000021
in the formula, FTraction apparatusIs the measured total tractive effort; deltaiIs the force correction factor, delta, of the ith-side longitudinal force measuring devicei≥1；Fj tractionThe measured traction for the jth sensor; n is the number of sensors at the same side, and n is more than or equal to 1;
the impact force is calculated by equation (2):
Figure FDA0002369545110000031
in the formula, FImpact ofIs the measured total impact force; deltaiIs the force correction factor, delta, of the ith-side longitudinal force measuring devicei≥1；Fj impactThe impact force measured by the jth sensor; n is the number of sensors at the same side, and n is more than or equal to 1;
wherein each side longitudinal force is measuredForce correction factor delta of a measuring deviceiCalibration may be performed on a test rig.
10. The method for detecting longitudinal force of a railway vehicle according to claim 8, wherein when the impact plate (31) is subjected to impact force, the impact force is transmitted to the sensor (35) along the longitudinal direction through the adaptive adjustment of the deformation pad (32) and the gap-fitted adjusting assembly (34).
CN202010046373.8A 2020-01-16 2020-01-16 Longitudinal force detection device, rail vehicle and longitudinal force detection method Pending CN111157160A (en)

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