CN111735606A - High-speed train dynamic model test platform - Google Patents
High-speed train dynamic model test platform Download PDFInfo
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- CN111735606A CN111735606A CN202010780273.8A CN202010780273A CN111735606A CN 111735606 A CN111735606 A CN 111735606A CN 202010780273 A CN202010780273 A CN 202010780273A CN 111735606 A CN111735606 A CN 111735606A
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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
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/08—Aerodynamic models
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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
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
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Abstract
The invention discloses a dynamic model test platform of a high-speed train, and belongs to the technical field of pneumatic performance simulation tests of high-speed trains. The invention can accurately collect test data under the condition of super high speed of more than 600km/h, and simultaneously avoids the damage of the model train and the internal sensor in the test process, so that the pneumatic test can be repeatedly carried out. The invention comprises a high-pressure air storage tank which is communicated with an upper layer pipeline, a power vehicle and a model train are sequentially arranged along the communication position, a track bottom plate with a groove is arranged below the upper layer pipeline, a lower layer pipeline is arranged below the track bottom plate, a power vehicle braking device is arranged in the upper layer pipeline, a transmission vehicle and a supporting vehicle which support the model train to be suspended in the air are arranged in the lower layer pipeline, a transmission vehicle braking device is arranged at the tail end of the lower layer pipeline, and a mandril extending from the bottom of the power vehicle is contacted with the tail end of the transmission vehicle.
Description
Technical Field
The invention belongs to the technical field of high-speed train pneumatic performance simulation tests, and particularly relates to a high-speed train dynamic model test platform.
Background
In the document of application No. CN200910077594.5, the disclosed high-speed train dynamic model test system includes a train dynamic model unit and an air cannon driving unit, where the train dynamic model unit includes a model train and a guide rail thereof, and the model train can slide along the guide rail thereof under the driving of the air cannon driving unit; the air cannon driving unit comprises a high-pressure air generating device, a cannon barrel and a moving part, wherein the moving part is arranged in the cannon barrel, the high-pressure air generating device is directly connected with the rear end of the cannon barrel or connected with the rear end of the cannon barrel through a pipeline, and the moving part drives the model train outside the cannon barrel to move together. In the model acceleration section, the model train is driven by the moving part to accelerate and move forwards, and the moving part is braked by the deceleration piston in the gun barrel. The model train accelerated to the predetermined speed continues to move forward in the model test section, and is finally braked by the speed reducer arranged in the model deceleration section.
By applying the technical scheme in the file, the sliding speed of the model train on the track can reach more than 360km/h, but the transmission structure is complex, the loss of power in the transmission process is large, and the highest speed of a dynamic model test system of the high-speed train cannot be increased to more than 600 km/h.
In the document of application No. 201810929754.3, a train dynamic model test air boosting ejection device is disclosed, which comprises a track and a model train slidably arranged on the track, and the device further comprises: the boosting ejection vehicle is arranged on the track in a sliding manner and is close to one end of the model train; the air tank is used for driving the model train and the boosting ejection vehicle to slide along the track; and one end of the air pipeline is communicated with the air tank, the track, the model train and the boosting ejection vehicle are all arranged in the air pipeline, the boosting ejection vehicle is arranged between the model train and the air tank, and the other end of the air pipeline is provided with a braking mechanism for separating and decelerating the boosting ejection vehicle and the model train. According to the technical scheme disclosed by the document, the boosting ejection vehicle is used for accelerating, so that the speed of the model train can be pushed to reach more than 600km/h, and the requirements of a modern high-speed train dynamic model test are met. But the model train can be directly braked at the speed of 360km/h, but when the speed reaches more than 600km/h, if the model train is still directly braked, huge acting force in the braking process is likely to damage a data sensor in the model train, so that test data are lost; and the model train is deformed outside, so that the test equipment is damaged and loss is caused.
By adopting the modes of electromagnetic acceleration and electromagnetic braking, although the problems of highest speed and braking loss can be solved, the electromagnetic field can interfere with a data sensor in the model train, and the accuracy of experimental data is influenced. And the manufacturing cost of the electromagnetic system is very expensive, and the test cost is greatly increased.
Therefore, in order to adapt to the development of future high-speed trains, a new high-speed train dynamic model test platform needs to be researched and developed urgently, the test speed can reach more than 600km/h, the model train can be safely and reliably braked, the accuracy of test data is ensured, meanwhile, the model train and an internal sensor are not damaged, and the pneumatic test can be carried out repeatedly.
Disclosure of Invention
Aiming at the requirements in the prior art, the invention aims to provide a high-speed train dynamic model test platform, which solves the problem of braking of a model train in a high-speed train dynamic model test of more than 600km/h in the prior art, ensures the accuracy of test data, and reduces the loss of the model train in the test process so as to be reusable.
In order to achieve the above object, the present invention provides a dynamic model test platform for a high-speed train, comprising: the high-pressure air storage tank is communicated with an upper-layer pipeline, a power vehicle and a model train are sequentially arranged along the communication position, a track bottom plate with a groove is arranged below the upper-layer pipeline, a lower-layer pipeline is arranged below the track bottom plate, a power vehicle braking device is arranged in the upper-layer pipeline, a transmission vehicle and a supporting vehicle which support the model train to be suspended are arranged in the lower-layer pipeline, a transmission vehicle braking device is arranged at the tail end of the lower-layer pipeline, and a mandril extending from the bottom of the power vehicle is contacted with the tail end of the transmission vehicle.
According to the scheme of the invention, high-pressure air is adopted as power, the transmission structure is simple and efficient, and the model train can be smoothly accelerated to more than 600km/h even if the acceleration section is shorter. When the model train drives into the brake section of the transmission train, the transmission train is braked and stopped by the transmission train brake device, so that the model train connected with the transmission train is gradually decelerated to be static. This scheme can satisfy the experiment requirement that the highest speed reaches 600km/h, it takes place to warp because of the huge impact that the model train directly bears the braking in-process among the prior art to have reduced again, damaged probability, avoided the model train because of the impaired pneumatic performance that changes of appearance, even the experiment that the internal test sensor damaged and caused is interrupted, the inaccurate problem of experimental result, can guarantee that high-speed train moves the model test and effectively go on, gather accurate pneumatic performance data, the efficiency of experiment has been improved, the experiment cost has been reduced by a wide margin.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic view of a snap connection according to an embodiment of the invention.
FIG. 3 is a schematic cross-sectional view of an embodiment of the present invention.
Wherein the figures include the following reference numerals:
1. an upper layer of piping; 2. a track floor; 3. a lower layer pipeline; 4. a power vehicle; 5. a model train; 6. a transmission vehicle; 7. supporting the vehicle; 8. a top rod; 9. a main beam; 10. buckling; 11. a power vehicle braking device; 12. a transmission vehicle brake device; 13. a high pressure air storage tank; 14. an exhaust end; 15. a vent plug; 16. an acceleration section 17 and a power vehicle braking section; 18. a test section; 19. and a brake section of the vehicle is transmitted.
Detailed Description
The high-speed train dynamic model test platform of the present invention may adopt the following preferred embodiments (1) to (3).
(1) The model train bottom of the high-speed train dynamic model test platform is provided with a main beam, and two ends of the main beam are respectively fixedly connected with the transmission train and the support train. The main beam is made of hard metal materials, and the transmission vehicle and the support vehicle are connected to the main beam, so that the probability of appearance deformation of the model train caused by stress can be further reduced.
Furthermore, the main beam is fixedly connected with the transmission vehicle and/or the support vehicle in a buckling type connection mode. The connection can be one or more of threaded connection, bolted connection, buckle formula connection, and in order to facilitate the dismantlement, the experiment is carried out more in a flexible way, and the preferred buckle formula of fixed connection's mode is connected.
Furthermore, the main beam is connected with the transmission vehicle through 3-6 groups of buckles. Can be fixedly connected by 3 groups, 4 groups, 5 groups or 6 groups of mutually embedded buckles.
Furthermore, the main beam is connected with the support vehicle through 2-5 groups of buckles. Can be fixedly connected by 2 groups, 3 groups, 4 groups or 5 groups of mutually embedded buckles.
(2) An L-shaped ejector rod is fixed at the bottom of a power vehicle of the high-speed train dynamic model test platform, and the part of the ejector rod in the lower layer pipe is parallel to the rail bottom plate. This reduces losses during power transmission to more efficiently bring the model train up to the speed required for testing.
Furthermore, the front end of the ejector rod is arrow-shaped. The arrow shape can concentrate the acting force in the horizontal direction to the maximum extent.
Further, the arrow-shaped top end is a round angle. The tip is set to be the fillet and can reduce the loss of test equipment.
Furthermore, the tail end of the model transmission vehicle is inwards sunken and is complementary with the front end of the ejector rod in shape. Such a shape can reduce collision loss between the jack and the transmission vehicle during transmission.
(3) The power vehicle, the transmission vehicle, the supporting vehicle, the main beam and the ejector rod of the high-speed train dynamic model test platform all adopt porous hollow structures. The porous hollow structure can be a two-dimensional structure formed by gathering round holes on the cross section, and the power vehicle, the transmission vehicle, the supporting vehicle, the main beam and the ejector rod are all metal components, so that the weight can be reduced by adopting the porous hollow structure on the premise of successfully completing the test, and higher speed can be obtained.
Examples
The invention is described in further detail below with reference to the figures and examples of the specification. It should be noted that the drawings and examples are only for the purpose of illustrating and explaining preferred embodiments of the present invention, and are not to be construed as limiting the present invention unless otherwise specified. The present invention includes, but is not limited to, the contents of the drawings and the embodiments, which will not be described in detail below.
In the structural schematic diagram of the present invention shown in fig. 1, the high-speed train dynamic model test platform of this embodiment includes:
a high-pressure air storage tank 13, wherein the high-pressure air storage tank 13 is provided with an exhaust end 14 and an openable exhaust plug 15; the upper layer pipeline 1 is communicated with the exhaust end 14 at one end, and a power vehicle 4 and a model train 5 are sequentially arranged in the upper layer pipeline 1 along the exhaust end 14; the cross section of the model train 5 is smaller than that of the power vehicle 4; a track bottom plate 2 arranged below the upper layer pipeline 1, wherein a through groove is arranged on the track bottom plate 2; the lower layer pipeline 3 is arranged below the track bottom plate 2, and the length of the lower layer pipeline is the same as that of the track bottom plate 2; the high-speed train dynamic model test platform is divided into an acceleration section 16, a power vehicle braking section 17, a test section 18 and a transmission vehicle braking section 19 along an exhaust end 14 in sequence; the length of the upper layer pipeline 1 is the sum of the lengths of an acceleration section 16 and a power vehicle braking section 17; a vehicle brake device 11 provided in the vehicle brake section 17 of the upper pipe 1, which is capable of braking the vehicle 4 while not contacting the model train 5; a transmission vehicle 6 and a support vehicle 7 are arranged in the lower layer pipeline 3, the transmission vehicle 6 and the support vehicle 7 are fixedly connected with a main beam 9, and the model train 5 is supported to move above the track bottom plate 2 in a suspended manner, and the fixed connection penetrates through the groove and is not contacted with the track bottom plate; a transmission vehicle braking device 12 is arranged in a transmission vehicle braking section 19 of the lower pipeline 3, and the device can brake the transmission vehicle 6 without contacting the support vehicle 7; a mandril 8 extending from the bottom of the power vehicle 4 is contacted with the tail end of the transmission vehicle 6.
In the present embodiment, the cross-section of the upper duct 1 is rectangular. There is no particular regulation as to the gap between the model train 5 and the cross section of the motor vehicle 4 as long as: (1) the model train 5 does not come into contact with the braking device while the vehicle 4 is able to gradually stop due to friction with the braking device in the vehicle braking section 17, that is, the model train 5 can pass through the vehicle braking device 11 without obstruction. In the present embodiment, a cross section of the model train 5 viewed from one side may be placed within a cross section of the power vehicle 4; or the cross section of the motor vehicle 4 can completely cover the cross section of the model train 5. In the present embodiment, high-pressure air is sealed in the high-pressure air storage tank 13 by the vent plug 15, the motor vehicle 4 is arranged on the rail base plate 2 with one end close to the exhaust end 14, and at the beginning of the test, the vent plug 15 is opened to exhaust the high-pressure air through the exhaust end 14, so that great thrust is exerted on the motor vehicle 4 to make the motor vehicle 4 slide along the rail base plate 2. The motor vehicle 4 is located as close to the upper pipe 1 as possible, and the distance between the two is preferably 0.5-2 mm, so that the motor vehicle 4 has a large enough contact area to bear the impact of the compressed air released from the high-pressure air storage tank 13, and the model train 5 is prevented from being directly impacted. The outside of the vehicle 4 is coated with a brake pad to increase braking force.
In the cross-sectional view of the embodiment of the invention shown in fig. 3, a through groove is provided in the middle of the track base plate 2, and the motor vehicle 4 and the model train 5 can move on the track base plate 2 along the groove. In this embodiment, the track bottom plate 2 is formed by splicing two rectangular steel plates with the same specification in parallel at a certain interval, and the gap between the steel plates forms the groove of the invention. The width of the groove is not particularly specified, as long as the transmission vehicle 6 and the support vehicle 7 can be connected with the model train 5 through the groove and drive the model train 5 to move on the test platform.
In this embodiment, the cross-section of the lower duct 3 is rectangular, and the cross-section of the support carriages 7 is smaller than the cross-section of the transmission carriages 6. There is no particular restriction on the difference between the two, provided that it is satisfied that the support carriage 7 does not come into contact with the braking device while friction between the drive carriage 6 and the braking device is gradually stopped in the drive carriage braking section 19, i.e. the support carriage 7 can pass the drive carriage braking device 12 without obstruction. The cross section of the support vehicle 7 can be arranged in the cross section of the transmission vehicle 6 when viewed from one side; or the cross section of the transmission carriage 6 can completely cover the cross section of the support carriage 7.
In the present embodiment, there is no particular limitation on the flying height of the supporting vehicle 7 and the transferring vehicle 6 for supporting the model train 5, as long as the model train 5 does not contact the track floor 2 under the action of the transferring vehicle 6 and the supporting vehicle 7, and moves above the track floor 2 in a floating manner with a certain gap. In the embodiment, on the premise of not contacting with the track bottom plate 2, the model train 5 is close to the track bottom plate 2 as much as possible, so that the resistance interference on the model train 5 can be reduced in the test process, the speed is accelerated to the high speed of 600km/h more quickly and smoothly, and more accurate test data is obtained.
The vehicle brake device 11 is formed by splicing at least 2 groups of oppositely arranged brake plates arranged on the inner side of the upper layer pipeline 1. In the present embodiment, the brake device 11 of the motor vehicle 4 is formed by splicing 12 sets of brake plates disposed oppositely inside the upper duct 1. The brake pad is not particularly required as long as the vehicle 4 can be braked by squeezing friction with the vehicle 4. Because the cross section of the power vehicle 4 is larger than that of the model train 5, the power vehicle 4 can only exert friction force in the power vehicle braking section 17 to gradually brake and stop without any contact with the model train 5, and the model train 5 can pass through the power vehicle braking section 17 without obstacles. The distance between the brake shoes oppositely disposed inside the upper layer pipe 1 is gradually narrowed along the advancing direction of the model train 5 to gradually increase the braking force to the motor vehicle 4.
The transmission vehicle brake device 12 is composed of a set of brake plates provided inside the lower duct 3, and there is no particular requirement for the brake plates as long as the transmission vehicle 6 can be braked by squeezing friction with the transmission vehicle 6. Because the cross section of the transmission vehicle 6 is larger than that of the support vehicle 7, the friction force can be only applied to the transmission vehicle 6 in the transmission vehicle braking section 19, so that the transmission vehicle can be gradually braked and stopped, and meanwhile, the transmission vehicle does not contact with the support vehicle 7 at all, so that the support vehicle 7 can pass through the transmission vehicle braking section 19 without obstacles. The cross section of the support vehicle 7 can be arranged in the cross section of the transmission vehicle 6 when viewed from one side; or the cross section of the transmission carriage 7 can completely cover the cross section of the support carriage 6. The distance between the oppositely disposed brake plates inside the lower duct is gradually narrowed to gradually increase the braking action on the vehicle 6. In this embodiment, the brake pads are installed on the opposite surfaces of the brake plate sets, and the purpose of decelerating and braking the transmission vehicle 6 is achieved through friction between the brake pads and the transmission vehicle 6 during braking.
In the fastening connection diagram of the embodiment of the invention shown in fig. 2, a top bar 8 fixedly arranged at the bottom of the power vehicle 4 passes through a groove on the track bottom plate 2 and extends into the lower layer pipeline 3, and the front section of the top bar 8 protrudes out of the front end of the power vehicle 4. When the power car 4 moves forward under the action of compressed air, the push rod 8 can push the transmission car 6 to move forward, so that the model train 5 fixed on the transmission car 6 and the support car 7 is driven to move forward. The bottom of the power vehicle 4 is welded with one end of a mandril 8, the mandril 8 is L-shaped, the protruding part of the other end is arrow-shaped, and the tip end of the mandril is a round angle. The arrow shape can concentrate the acting force in the horizontal direction to the maximum extent, and the tip is set as a round angle to reduce the loss of the test equipment. In the embodiment, the contact surface of the ejector rod 8 and the transmission vehicle 6 is a concave working surface; the shape of the concave working surface is complementary with that of the front end of the ejector rod 8, and the area of the concave working surface is slightly larger than that of the protruding part of the ejector rod 8, so that the collision loss between the ejector rod 8 and the transmission vehicle 6 in the transmission process is reduced. The part of the ejector pin 8 in the lower layer pipeline 3 is parallel to the track bottom plate 2, so that the energy loss in the power transmission process can be reduced, and the model train 5 can be lifted to the speed required by the test more efficiently.
Various sensors for collecting high-speed train moving model test data, such as a speed sensor and an acceleration sensor, are mounted in the model train 5.
In the schematic view of the snap connection shown in fig. 2 according to the embodiment of the present invention, a main beam 9 is disposed in the model train 5, and the driving vehicle 6 and the supporting vehicle 7 are respectively and fixedly connected to the main beam 9. The main beam 9 is arranged at the bottom of the model train 5, the length of the main beam is basically the same as that of the model train 5, and the transmission vehicle 6 and the support vehicle 7 are respectively fixed at two ends of the main beam 9. The main beam 9 is connected with the transmission vehicle 6 and the support vehicle 7 in a snap-in type. In the embodiment, the main beam 9 and the transmission vehicle 6 are fixedly connected through 4 groups of mutually embedded buckles 10; the main beam 9 is fixedly connected with the support vehicle 7 through 2 groups of buckles 10.
In the present embodiment, the main beam 9, the power vehicle 4, the transmission vehicle 6, and the support vehicle 7 are all metal members having a porous hollow structure. The porous hollow structure is a two-dimensional structure formed by gathering round holes on the cross section, no special regulation is provided for the structure, and the porous hollow structure can reduce the weight and obtain higher speed on the premise of successfully completing the test.
When the high-speed train moving model test platform works, firstly, the exhaust plug 15 is opened to release compressed air in the high-pressure air storage tank 13 through the exhaust end 14, and as the cross section of the power vehicle 4 is larger than that of the model train 5, huge thrust generated by the compressed air almost completely acts on the power vehicle 4 arranged at the exhaust end 14, so that the model train 5 is prevented from being directly impacted by the thrust. Under the action of thrust, the power vehicle 4 rapidly accelerates and slides in the upper layer pipeline 1, the ejector rod 8 fixed at the bottom of the power vehicle 4 pushes the transmission vehicle 6 in contact with the ejector rod to accelerate and slide in the lower layer pipeline, so that the model train 5 connected to the transmission vehicle 6 and the support vehicle 7 is driven to synchronously accelerate and slide, and the model train is rapidly accelerated to be more than 600km/h in the acceleration section 16. Then enters a power vehicle braking section 17, the model train 5 passes through the power vehicle braking device 11 without obstacles and slides out of the upper layer pipeline 1 to enter a test section 18, and the power vehicle 4 is gradually decelerated and braked and stopped under the action of the power vehicle braking device 11 and is separated from the model train 5. The model train 5 slides forwards at a high speed in the test section 18 under the driving of the transmission vehicle 6 and the support vehicle 7, and a sensor in the model train collects and records relevant experimental data; after data acquisition, the data enters a transmission vehicle braking section 19, and the transmission vehicle 6 gradually decelerates and brakes under the action of a transmission vehicle braking device 12 to drive the model train 5 fixedly connected with the transmission vehicle to stop moving.
Claims (10)
1. A high-speed train dynamic model test platform comprises a high-pressure air storage tank, a dynamic vehicle and a model train, wherein the high-pressure air storage tank is communicated with an upper-layer pipeline, the dynamic vehicle and the model train are sequentially arranged along the communication position, a track bottom plate with a groove is arranged below the upper-layer pipeline, a lower-layer pipeline is arranged below the track bottom plate, and a dynamic vehicle braking device is arranged in the upper-layer pipeline; the model train model suspension device is characterized in that a transmission vehicle and a support vehicle which support the model train to suspend are arranged in the lower layer pipeline, a transmission vehicle braking device is arranged at the tail end of the lower layer pipeline, and a top rod extending from the bottom of the power vehicle is in contact with the tail end of the transmission vehicle.
2. The high-speed train dynamic model test platform of claim 1, characterized in that: and a main beam is arranged at the bottom of the model train, and two ends of the main beam are fixedly connected with the transmission vehicle and the support vehicle respectively.
3. The high-speed train dynamic model test platform of claim 2, characterized in that: the main beam is fixedly connected with the transmission vehicle and/or the support vehicle in a buckling connection mode.
4. The high-speed train dynamic model test platform of claim 3, characterized in that: the main beam is connected with the transmission vehicle through 3-6 groups of buckles.
5. The high-speed train dynamic model test platform of claim 3, characterized in that: the main beam is connected with the supporting vehicle through 2-5 groups of buckles.
6. The high-speed train dynamic model test platform according to claim 1 or 2, characterized in that: the ejector rod is L-shaped, and the part of the ejector rod in the lower-layer pipeline is parallel to the track bottom plate.
7. The high-speed train dynamic model test platform of claim 6, characterized in that: the front end of the ejector rod is arrow-shaped.
8. The high-speed train dynamic model test platform of claim 7, characterized in that: the arrow-shaped top end is a round angle.
9. The high-speed train dynamic model test platform of claim 6, characterized in that: the tail end of the transmission vehicle is inwards sunken and is complementary with the front end of the ejector rod in shape.
10. The high-speed train dynamic model test platform of claim 1, characterized in that: the power vehicle, the transmission vehicle, the supporting vehicle, the main beam and the ejector rod are all in porous hollow structures.
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