CN111912633B - Locomotive deflection test method and locomotive deflection test device - Google Patents
Locomotive deflection test method and locomotive deflection test device Download PDFInfo
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- CN111912633B CN111912633B CN201910504992.4A CN201910504992A CN111912633B CN 111912633 B CN111912633 B CN 111912633B CN 201910504992 A CN201910504992 A CN 201910504992A CN 111912633 B CN111912633 B CN 111912633B
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Abstract
The disclosure provides a locomotive deflection test method and a locomotive deflection test device, and belongs to the technical field of locomotive safe operation. The method comprises the following steps: connecting an auxiliary test locomotive at least one side of the running direction of the locomotive to be tested; determining a reference point on a first car body surface of two car body surfaces opposite to the locomotive to be tested and the auxiliary test locomotive, and determining a projection point of the reference point on a second car body surface of the two car body surfaces as a first projection point; performing test operation on the locomotive to be tested and the auxiliary test locomotive together, and determining a projection point of the reference point on the second body surface as a second projection point; and determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point. The anti-deflection performance of the locomotive can be simply and conveniently tested.
Description
Technical Field
The disclosure relates to the technical field of locomotive safe operation, in particular to a locomotive deflection test method and a locomotive deflection test device.
Background
With the rapid development of railway transportation, the problems of heavy load, high speed, safety and the like of locomotives attract great attention. Heavy-duty locomotives for railroads have the characteristics of large axle weight, high power, and high adhesion, and are typically operated in a multi-locomotive consist, as shown in fig. 1, to pull a large freight train of a high magnitude weight. In the normal operation process of the heavy-duty train, when the train operates in a braking state, the heavy-duty locomotive is affected by factors such as train grouping length, asynchronous front and back braking of the train, large inertia and the like, and the heavy-duty locomotive always bears the action of larger longitudinal impulse or extrusion force at the coupler, so that deflection occurs in different degrees among the locomotives, as shown in fig. 2. In order to ensure that the locomotive can safely operate in a traction mode in a normal line, the anti-deflection performance of the locomotive under dynamic compression is required to be tested. However, for a newly manufactured locomotive, due to the fact that the organizing time is long, organizing difficulty is large, and risks are large, it is often difficult to directly organize a test on a positive line. Therefore, how to test the deflection resistance of the locomotive in a safe, effective and convenient manner is an urgent problem to be solved in the prior art.
It is to be noted that the information disclosed in the above background section is only for enhancement of understanding of the background of the present disclosure, and thus may include information that does not constitute prior art known to those of ordinary skill in the art.
Disclosure of Invention
The invention provides a locomotive deflection test method and a locomotive deflection test device, and further solves the problems that the existing locomotive deflection test is difficult in organization and difficult to implement at least to a certain extent.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows, or in part will be obvious from the description, or may be learned by practice of the disclosure.
According to one aspect of the present disclosure, a method for testing locomotive deflection is provided, comprising: connecting an auxiliary test locomotive at least one side of the running direction of the locomotive to be tested; determining a reference point on a first car body surface of two car body surfaces opposite to the locomotive to be tested and the auxiliary test locomotive, and determining a projection point of the reference point on a second car body surface of the two car body surfaces as a first projection point; performing test operation on the locomotive to be tested and the auxiliary test locomotive together, and determining a projection point of the reference point on the second body surface as a second projection point; and determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point.
In an exemplary embodiment of the present disclosure, the connecting a supplementary test locomotive on at least one side of a running direction of the locomotive to be tested includes: the front end of a locomotive to be tested is connected with a first auxiliary testing locomotive, the rear end of the locomotive to be tested is connected with a second auxiliary testing locomotive, and the front end is the front end of the running direction of the locomotive to be tested; the determining a reference point on a first body surface of two opposite body surfaces of the locomotive to be tested and the auxiliary test locomotive, and determining a projection point of the reference point on a second body surface of the two body surfaces as a first projection point, includes: determining a front reference point on a front end locomotive body surface of the locomotive to be tested, determining a rear reference point on a rear end locomotive body surface, and determining a first front projection point of the front reference point on the first auxiliary test locomotive, and a first rear projection point of the rear reference point on the second auxiliary test locomotive; the trial operation of the locomotive to be tested and the auxiliary test locomotive is performed together, the projection point of the reference point on the second body surface is determined to be a second projection point, and the method comprises the following steps: the locomotive to be tested and the auxiliary test locomotive are jointly subjected to test operation, a second front projection point of the front datum point on the first auxiliary test locomotive is determined, and a second rear projection point of the rear datum point on the second auxiliary test locomotive is determined; the determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point comprises the following steps: and determining the deflection resistance of the locomotive to be tested based on the offset degree of the first front projection point and the second front projection point and the offset degree of the first rear projection point and the second rear projection point.
In an exemplary embodiment of the present disclosure, the method further comprises: in the process of test running, when the running speed is lower than a first threshold value, applying a first acting force to the locomotive to be tested and the first auxiliary test locomotive, and applying a second acting force to the second auxiliary test locomotive; the direction of the first acting force is the opposite direction of the running direction of the locomotive to be tested, and the direction of the second acting force is opposite to that of the first acting force.
In an exemplary embodiment of the present disclosure, the first threshold is 50km/h
In an exemplary embodiment of the present disclosure, the locomotive to be tested and the auxiliary testing locomotive are connected through a coupler; in test operation, the locomotive to be tested is subjected to the action of hook pressing force of the coupler; the locomotive to be tested and the auxiliary test locomotive are subjected to test operation in a fixed section; prior to commissioning, the method further comprises: and determining the number of the auxiliary test locomotives according to the length of the fixed section and the magnitude of the hook pressing force.
In an exemplary embodiment of the present disclosure, the determining the number of the auxiliary test locomotives according to the length of the fixed section and the magnitude of the hook pressing force includes: if the length of the fixed section is within a first interval and the hook pressing force is not greater than a second threshold value, determining that m auxiliary test locomotives are connected to two sides of the running direction of the locomotive to be tested; if the length of the fixed section is within a second interval and the hook pressing force is not greater than a third threshold value, determining that n auxiliary test locomotives are connected to two sides of the running direction of the locomotive to be tested; wherein the minimum value of the second interval is greater than the maximum value of the first interval, the third threshold is greater than the second threshold, and n > m.
In an exemplary embodiment of the present disclosure, the method further comprises: determining a first reference point and a second reference point on the second body surface, setting a first distance sensor on the first reference point, and setting a second distance sensor on the second reference point; the determining a projection point of the reference point on the second body surface includes: measuring a first distance of the first reference point to the reference point by the first distance sensor and a second distance of the second reference point to the reference point by the second distance sensor; and determining a projection point of the reference point on the second body surface according to the first distance, the second distance and a third distance between the first distance sensor and the second distance sensor.
In an exemplary embodiment of the present disclosure, the determining a projected point of the reference point on the second body surface according to the first distance, the second distance, and a third distance between the first reference point and the second reference point includes: and determining a projection point of the reference point on the second body surface by a cosine law for a triangular structure consisting of the first reference point position, the second reference point position and the reference point according to the first distance, the second distance and the third distance.
According to one aspect of the present disclosure, there is provided a locomotive deflection testing device, the device comprising:
a marker disposed on a reference point on a first body surface of a first locomotive; a first distance sensor disposed at a first reference point on a second body surface of a second locomotive for detecting a first distance from the first reference point to the reference point; a second distance sensor, provided at a second reference point on the second body surface, for detecting a second distance from the second reference point to the reference point; a computing device, communicatively coupled to the first and second distance sensors, for determining a projected point of the reference point on the second body plane based on the first and second distances and a third distance between the first and second reference points, and determining an anti-deflection performance of the first or second locomotive based on an offset of the projected point during a commissioning of the first and second locomotives; the first locomotive and the second locomotive are connected according to a test running direction, and the first locomotive body surface and the second locomotive body surface are two opposite body surfaces of the first locomotive and the second locomotive.
In an exemplary embodiment of the present disclosure, the first locomotive is a locomotive to be tested and the second locomotive is an auxiliary test locomotive.
Exemplary embodiments of the present disclosure have the following advantageous effects:
the method comprises the steps of connecting an auxiliary test locomotive on at least one side of the running direction of the locomotive to be tested, determining a reference point on a first locomotive body surface of two opposite locomotive body surfaces of the locomotive to be tested and the auxiliary test locomotive, determining a projection point of the reference point on a second locomotive body surface of the two locomotive body surfaces, determining the projection point of the reference point on the second locomotive body surface as a first projection point, performing test running on the locomotive to be tested and the auxiliary test locomotive together, determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point. On one hand, in the deflection test process of the locomotive, the deflection resistance performance of the locomotive can be tested by determining the reference points and the projection points, the obtained parameters are less, and the test process is simpler and more convenient; on the other hand, the deflection resistance of the locomotive can be determined through the reference points and the projection points, the calculation process is simple, a complex test organization process is not needed, and the method has wide applicability.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure. It is to be understood that the drawings in the following description are merely exemplary of the disclosure, and that other drawings may be derived from those drawings by one of ordinary skill in the art without the exercise of inventive faculty.
FIG. 1 illustrates a schematic view of the operation of a locomotive in an exemplary embodiment;
FIG. 2 is a schematic illustration of a locomotive operating deflection in the exemplary embodiment;
FIG. 3 illustrates a flow chart of a locomotive deflection test method in the exemplary embodiment;
FIG. 4 illustrates a schematic view of a locomotive deflection test model in the exemplary embodiment;
FIG. 5 illustrates a sub-flow diagram of a locomotive deflection test method in the exemplary embodiment;
FIG. 6 is a schematic illustration of a locomotive consist in the exemplary embodiment;
FIG. 7 is a schematic illustration of another locomotive consist in the exemplary embodiment;
fig. 8 is a diagram showing an original positional relationship of the first reference point, the second reference point, and the reference point in the present exemplary embodiment;
fig. 9 is a schematic diagram showing a real-time positional relationship between the first reference point, the second reference point, and the reference point in the present exemplary embodiment.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
Furthermore, the drawings are merely schematic illustrations of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and thus their repetitive description will be omitted. Some of the block diagrams shown in the figures are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices.
Although relative terms, such as "upper" and "lower," may be used in this specification to describe one element of an icon relative to another, these terms are used in this specification for convenience only, e.g., in accordance with the orientation of the examples described in the figures. It will be appreciated that if the device of the icon were turned upside down, the element described as "upper" would become the element "lower". When a structure is "on" another structure, it may mean that the structure is integrally formed with the other structure, or that the structure is "directly" disposed on the other structure, or that the structure is "indirectly" disposed on the other structure via another structure.
The terms "a," "an," "the," and "said" are used to indicate the presence of one or more elements/components/etc.; the terms "comprising" and "having" are intended to be inclusive and mean that there may be additional elements/components/etc. other than the listed elements/components/etc. The terms "first" and "second" are used merely as labels, and are not limiting on the number of their objects.
An exemplary embodiment of the present disclosure first provides a method for testing deflection of a locomotive, and an application scenario of the method of the present embodiment may be: the anti-deflection performance of the newly manufactured locomotive is tested before the newly manufactured locomotive is formally operated so as to ensure the safe operation of the newly manufactured locomotive; or performing sampling inspection of the deflection resistance performance test on the operated locomotive, and the like.
The exemplary embodiment is further described with reference to fig. 3, and as shown in fig. 3, the method for testing locomotive deflection may include the following steps S310 to S340:
and S310, connecting an auxiliary test locomotive at least on one side of the running direction of the locomotive to be tested.
The locomotive to be tested is a locomotive to be tested, the auxiliary test locomotive is an accompanying test locomotive for assisting the test of the locomotive to be tested, and the locomotive to be tested and the auxiliary test locomotive may be various types of locomotives, such as a passenger locomotive, a freight locomotive, a shunting locomotive, an industrial and mining locomotive, or a general locomotive, and the disclosure does not specifically limit the present invention. In order to test the deflection resistance of the locomotive to be tested, in the exemplary embodiment, at least one side of the running direction of the locomotive to be tested may be connected with an auxiliary test locomotive, that is, one or more auxiliary test locomotives may be connected to the front end or the rear end of the running direction of the locomotive to be tested, or one or more auxiliary test locomotives may be connected to the front end and the rear end of the running direction of the locomotive to be tested. In practical applications, a variety of special connection devices may be used to connect the locomotive to be tested with the auxiliary test locomotive, such as a connection device such as a coupler.
Step S320, determining a reference point on a first body surface of two body surfaces of the locomotive to be tested and the auxiliary test locomotive opposite to each other, and determining a projection point of the reference point on a second body surface of the two body surfaces as a first projection point.
For example, as shown in fig. 4, a locomotive No. 2 is a locomotive to be tested, a locomotive No. 1 is an auxiliary test locomotive, a front end of a running direction is shown in the figure, a front end 410 of the locomotive No. 2 can be the first locomotive surface, and a rear end 420 of the locomotive No. 1 can be the second locomotive surface. It should be noted that, in the exemplary embodiment, the front end 410 of the locomotive No. 2 may also be the second body surface, and the rear end 420 of the locomotive No. 1 may also be the first body surface. The reference point is a reference point determined on the first vehicle body surface for testing the deflection degree of the vehicle body, and may be located at any position of the first vehicle body surface, specifically, in the present exemplary embodiment, the position of the reference point may be a midpoint position of a horizontal position of the first vehicle body surface, and as shown in fig. 4, when the front end 410 of the No. 2 vehicle is taken as the first vehicle body surface, the reference point may be a position where the front end a of the No. 2 vehicle is located. The projected point is a point where the reference point is projected on the second vehicle body surface, and may be considered as a perpendicular point from the reference point to the second vehicle body surface and may be a first projected point in some cases.
And step S330, carrying out test operation on the locomotive to be tested and the auxiliary test locomotive together, and determining a projection point of the reference point on the second vehicle body surface as a second projection point.
And step S340, determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point.
In the exemplary embodiment, the locomotive to be tested and the auxiliary test locomotive as a whole may be put into test operation in a fixed section to perform a test. When the locomotives are in a dynamic operation state, since the locomotives may deflect, the projection point position determined in step S320 may deflect randomly to generate a certain offset. Therefore, to determine the deflection amplitude of the locomotive, the present exemplary embodiment may determine a projected point of the reference point on the second body plane, i.e., a second projected point, when the locomotive is in a test run. In other words, it can be considered that the first projected point is a projected point when the locomotive is not deflected before the test operation, and the second projected point is a projected point when the locomotive is deflected after the test operation. It should be noted that, the position of the first projection point and the position of the second projection point are offset due to deflection of the locomotive, so the first projection point may also be a projection point of a reference point on the second body surface at a certain moment in the locomotive test operation process, and the second projection point may also be a projection point of a reference point on the second body surface at another moment in the locomotive test operation process. The method and the device can flexibly determine the projection point of the locomotive at each moment so as to determine the deflection amplitude of the locomotive, and have the advantages of convenience and flexibility in test and stronger applicability.
In the exemplary embodiment, according to the first projection point determined in step S330 and the second projection point determined in step S340, the offset degree between the first projection point and the second projection point may be obtained, and the offset degree may reflect the deflection degree of the locomotive body to be tested, so as to determine the deflection resistance of the locomotive to be tested. In this exemplary embodiment, a preset threshold may be set for the locomotive, and when the deviation degree between the first projection point and the second projection point is smaller than the threshold, it indicates that the locomotive body deflection amplitude of the locomotive to be tested is within the normal range, that is, the locomotive to be tested can pass the test, otherwise, the locomotive to be tested has weaker deflection resistance and cannot ensure the safety of the normal operation of the locomotive.
Based on the above description, in the present exemplary embodiment, an auxiliary test locomotive is connected to at least one side of the running direction of the locomotive to be tested, a reference point is determined on a first body surface of two opposite body surfaces of the locomotive to be tested and the auxiliary test locomotive, a projection point of the reference point on a second body surface of the two body surfaces is determined, the first projection point is used for performing test running on the locomotive to be tested and the auxiliary test locomotive together, the projection point of the reference point on the second body surface is determined, the second projection point is used for determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point. On one hand, in the deflection test process of the locomotive, the deflection resistance performance of the locomotive can be tested by determining the reference points and the projection points, the obtained parameters are less, and the test process is simpler and more convenient; on the other hand, the deflection resistance of the locomotive can be determined through the reference points and the projection points, the calculation process is simple, a complex test organization process is not needed, and the method has wide applicability.
In an exemplary embodiment, step S310 may include:
step S510, connecting a first auxiliary test locomotive at the front end of the locomotive to be tested, and connecting a second auxiliary test locomotive at the rear end, wherein the front end is the front end of the running direction of the locomotive to be tested;
further, step S320 may include:
step S520, determining a front reference point on the front end body surface of the locomotive to be tested, determining a rear reference point on the rear end body surface, determining a first front projection point of the front reference point on a first auxiliary test locomotive, and determining a first rear projection point of the rear reference point on a second auxiliary test locomotive;
step S330 may include:
step S530, carrying out test operation on the locomotive to be tested and the auxiliary test locomotive together, determining a second front projection point of the front reference point on the first auxiliary test locomotive, and a second rear projection point of the rear reference point on the second auxiliary test locomotive;
step S340 may include:
and S540, determining the deflection resistance of the locomotive to be tested based on the offset degree of the first front projection point and the second front projection point and the offset degree of the first rear projection point and the second rear projection point.
In the exemplary embodiment, the front end of the locomotive to be tested in the running direction is taken as the positive direction, the front end of the locomotive to be tested may be connected to the first auxiliary testing locomotive, and the rear end of the locomotive to be tested may be connected to the second auxiliary testing locomotive. As shown in fig. 4, the vehicle No. 2 is a vehicle to be tested, and the vehicles No. 1 and No. 3 are auxiliary test vehicles, in this exemplary embodiment, a front reference point and a rear reference point may be respectively determined at the front end and the rear end of the vehicle No. 2, a first front projection point of the front reference point on the vehicle body surface at the rear end of the vehicle No. 1 and a first rear projection point of the rear reference point on the vehicle body surface at the front end of the vehicle No. 3 are determined, to obtain an initial projection point of the reference point, after the vehicle is in test operation, the vehicle is deflected, a second front projection point of the front reference point on the vehicle body surface at the rear end of the vehicle No. 1 and a second rear projection point of the rear reference point on the vehicle body surface at the front end of the vehicle No. 3 are obtained again, to obtain the deflected projection points. According to the method and the device for testing the deflection resistance of the locomotive to be tested, the deflection resistance of the locomotive to be tested can be analyzed more comprehensively by calculating the deflection degree of the front projection point and the deflection degree of the rear projection point and determining different deflection states generated by the front end and the rear end when the locomotive to be tested is influenced by extrusion of the front auxiliary locomotive and the rear auxiliary locomotive in the test running process.
In an exemplary embodiment, the locomotive deflection test method may further include:
in the process of test operation, when the operation speed is lower than a first threshold value, applying a first acting force to a locomotive to be tested and a first auxiliary test locomotive, and applying a second acting force to a second auxiliary test locomotive;
the direction of the first acting force is the opposite direction of the running direction of the locomotive to be tested, and the direction of the second acting force is opposite to that of the first acting force.
In consideration of safety, an operation speed threshold value, namely a first threshold value, can be set in the test operation process, and the speed of the locomotive to be tested and the auxiliary test locomotive in the operation process can be set to be not higher than 50 km/h. In addition, in order to simulate the hook pressing force applied to the locomotive during the dynamic extrusion during transportation, in the exemplary embodiment, a first acting force, which may be regenerative braking, is applied to the locomotive to be tested and the first auxiliary test locomotive in a direction opposite to the running direction of the test locomotive, and a second acting force, which may be traction pushing, is applied to the second auxiliary test locomotive in a direction opposite to the running direction of the test locomotive. The first acting force and the second acting force with opposite acting force directions are applied by the method, so that the locomotive to be tested can be subjected to the extrusion force given by the auxiliary test locomotives at two ends, and the deflection resistance of the locomotive to be tested in the dynamic extrusion process can be simulated. The exemplary embodiment can enrich the test content and increase the effectiveness of the test result.
In an exemplary embodiment, generally, a locomotive to be tested and an auxiliary test locomotive are connected through a coupler, the locomotive to be tested is subjected to a certain hook pressing force during a test operation, the locomotive to be tested and the auxiliary test locomotive can be tested in a fixed section, and before the test operation, the locomotive deflection test method may further include:
and determining the number of the auxiliary test locomotives according to the length of the fixed section and the magnitude of the hook pressing force.
In order to reasonably test the deflection resistance of the locomotives, the number of auxiliary test locomotives can be determined according to the length of the fixed section in test operation and the magnitude of the hook pressing force, for example, if the fixed section is longer and the hook pressing force is larger, more auxiliary locomotives are needed, otherwise, fewer auxiliary locomotives can be adopted to simulate a more reasonable operation process.
In the present exemplary embodiment, two test cases can be classified. In the first case, when the length of the fixed section is within the first interval and the hook pressing force is not greater than the second threshold value, it is determined that m auxiliary test locomotives are connected to both sides of the running direction of the locomotive to be tested, specifically, m first auxiliary test locomotives can be connected to the front end, and m second auxiliary test locomotives can be connected to the rear end. Wherein the first interval may be a length interval of a shorter road segment, for example, a length interval less than 3km, such as [1.5km, 3km ], or a length interval less than 4km, etc., and the second threshold may be a maximum regenerative braking force of the single first auxiliary test locomotive. Under the above conditions, m auxiliary test locomotives may be a smaller number, for example, a first auxiliary test locomotive may be connected to the front end of the locomotive to be tested, and a second auxiliary test locomotive may be connected to the rear end of the locomotive to be tested, as shown in fig. 6, where the car No. 2 is the locomotive to be tested, the car No. 1 is the first auxiliary test locomotive, and the car No. 3 is the second auxiliary test locomotive.
In the second case, when the length of the fixed section is within the second interval and the hook pressing force is not greater than the third threshold, it is determined that n auxiliary test locomotives are connected to both sides of the running direction of the locomotive to be tested, specifically, n first auxiliary test locomotives can be connected to the front end, and n second auxiliary test locomotives can be connected to the rear end. Wherein the second interval may be a length interval of a longer road segment, for example, a length interval greater than 5km, and the third threshold may be a sum of maximum regenerative braking forces of the plurality of locomotives. Under the above conditions, n auxiliary test locomotives may be a larger number, for example, 3 first auxiliary test locomotives may be connected to the front end of the locomotive to be tested, and 3 second auxiliary test locomotives may be connected to the rear end of the locomotive to be tested, as shown in fig. 7. The 4 # locomotive is a locomotive to be tested, the 1, 2 and 3 # locomotives are first auxiliary testing locomotives, and the 5, 6 and 7 # locomotives are second auxiliary testing locomotives. The third threshold may be a sum of maximum regenerative braking forces of 3 first auxiliary test locomotives, specifically, the third threshold may be set to 1500kN, 1200kN, 900kN, 600kN, and the exemplary embodiment may determine a magnitude of the third threshold according to a simulated hooking pressure requirement, it should be noted that the magnitude of the third threshold may be set according to a requirement, and the disclosure is not limited to the third threshold of the four levels. In addition, the minimum value of the second interval is larger than the maximum value of the first interval, such as 5km & gt 3 km. The third threshold is greater than the second threshold, for example, when the front end of the locomotive to be tested is connected with 1 first auxiliary testing locomotive and the rear end is connected with 1 second auxiliary testing locomotive, the second threshold is the maximum regenerative braking force of a single testing locomotive, when the front end of the locomotive to be tested is connected with 3 first auxiliary testing locomotives and the rear end is connected with 3 second auxiliary testing locomotives, the third threshold is the maximum regenerative braking force of 3 testing locomotives. n > m, for example m may be 1 auxiliary test locomotive in the first case and 3 auxiliary test locomotives in the second case. According to the locomotive test method and the locomotive test system, the test model of the locomotive to be tested is established for testing according to different test conditions, the marshalling conditions of the locomotive to be tested and the auxiliary test locomotive are reasonably adjusted according to the test conditions, and the test results of the locomotive to be tested under different test conditions can be simply and accurately obtained.
In an exemplary embodiment, the locomotive deflection test method may further include the steps of:
determining a first reference point and a second reference point on a second body surface, setting a first distance sensor on the first reference point, and setting a second distance sensor on the second reference point;
in step S330, determining a projection point of the reference point on the second vehicle body surface may include:
measuring a first distance from the first reference point to the reference point by the first distance sensor and a second distance from the second reference point to the reference point by the second distance sensor;
and determining a projection point of the reference point on the second vehicle body surface according to the first distance, the second distance and a third distance between the first distance sensor and the second distance sensor.
In order to effectively determine the offset degree of the projected point of the reference point in the test operation process of the locomotive, a first reference point and a second reference point can be determined on a second locomotive body surface, as shown in fig. 4, and a first reference point C and a second reference point B are determined at the rear end 420 of the No. 1 locomotive, so that the reference points and the reference point A form a triangular structure, as shown in fig. 8. In the present exemplary embodiment, a first distance sensor may be provided at the first reference point C for measuring a real-time distance from the first reference point C to the reference point, i.e., a first distance; and arranging a second distance sensor at the second reference point B for measuring the real-time distance from the second reference point B to the reference point, namely the second distance. The distance between the first reference point a and the second reference point B is kept constant, and is a third distance. A fixing device can be arranged at the reference point A, the fixing device is respectively connected with the distance sensors, and the distance sensors are connected with the data acquisition instrument through data lines. The dynamic variation of the fixing device relative to the distance sensor can be collected through the distance sensor, and the second projection point can be determined according to the corner relation of the triangle, so that the deflection amplitude of the locomotive to be tested is determined.
For example, fig. 8 shows the original position relationship between the first reference point C, the second reference point B and the reference point a. A represents the original position of the datum point, namely the original position of the fixing device, B and C respectively represent the original positions of the second reference point and the first reference point, namely the original positions of the distance sensors, D represents the projection point position of the datum point to the second vehicle body surface, namely the first projection point, and can also be considered as the projection point of the fixing device on the connecting line of the two distance sensors, a and B respectively represent the original distances from the datum point to the first reference point and the second reference point, D represents the original distances from the first reference point C to the first projection point DThe initial distance α represents the original angle of the angle with the first reference point C as the vertex in the triangle structure formed by the first reference point C, the second reference point B and the reference point a. In the present exemplary embodiment, the original lengths of three sides constituting a triangle may be measured, where the original lengths of three sides are a, b, and c, respectively, and a formula of the cosine theorem is as follows:
calculating to obtain a cosine value of the alpha angle, and then obtaining the cosine value of the alpha angle through a formula: and D is a cos alpha, and the original distance from the first projection point D to the first reference point C is calculated.
Fig. 9 shows the positional relationship between the first reference point, the second reference point and the reference point after the deflection of the locomotive to be tested, a represents the original position of the reference point, namely the original position of the fixing device, A 'represents the position of the datum point after the locomotive to be tested is relatively deflected, B and C represent the position of a second reference point and the position of a first reference point, D' represents a second projection point of the datum point on a second body surface after the locomotive to be tested is relatively deflected, a 'and B' respectively represent the distance from the datum point to two reference points after the locomotive to be tested is relatively deflected, D 'represents the distance from the first reference point C to the second projection point D' after the locomotive to be tested is relatively deflected, beta represents the locomotive after the locomotive is relatively deflected, in a triangular structure formed by the first reference point C, the second reference point B and the reference point A', the included angle of the angle taking the first reference point C as the vertex is included. In the exemplary embodiment, during test operation, the locomotive to be tested is deflected relative to the auxiliary test locomotive, the deflection amplitude of the locomotive is dynamic, so that the position of the reference point relative to the first reference point and the second reference point is also changed, the dynamic variation of the reference point relative to the reference point is read by the data acquisition instrument, and according to the original distance, the first distance a 'between the real-time position of the reference point and the first reference point and the second distance b' between the real-time position of the reference point and the second reference point can be calculated. Both distance sensors may be mounted on the same auxiliary locomotive with the distance c between them remaining constant. In the present exemplary embodiment, since the position of the reference point with respect to the first reference point and the second reference point is changed, the reference point and the reference point constitute a new reference pointTriangle, by the cosine theorem:
and calculating to obtain a cosine value of the angle beta, and calculating to obtain a real-time distance from the first reference point to the second projection point by using a formula d '═ a'. cos beta. Further, the absolute value of the difference between the real-time distance d' and the original distance d is the deflection amplitude of the locomotive to be tested. It should be noted that, in the exemplary embodiment, the deflection amplitude of the locomotive to be tested may also be determined by calculating a variation amount of a distance between the projection point and the second reference point, and a specific calculation process is similar to the above calculation process, which is not described herein again. The deflection resistance of the locomotive to be tested in dynamic extrusion is evaluated by calculating the deflection amplitude of the locomotive to be tested, so that the method is simple, convenient and fast, and the test efficiency is improved. In the exemplary embodiment, the locomotive to be tested and the adjacent auxiliary test locomotive have the deflection amplitude of not more than 150mm as the quantification standard, and the locomotive to be tested can be considered to pass the test if the quantification standard is not exceeded.
In an exemplary embodiment, the deflection angle of the coupler to the car body may also be measured by placing a sensor at the end of the locomotive that is level with the coupler and at a distance of 1 m. The deflection resistance of the locomotive to be tested is determined through the deflection angle of the coupler, and by taking a certain locomotive with the deflection amplitude of 150mm as an example, the deflection amplitude of the locomotive body corresponds to that of the coupler of the locomotive when the coupler deflects 6 degrees relative to the locomotive body, namely the deflection resistance of the locomotive to be tested is better when the deflection angle of the coupler is smaller than 6 degrees, and the locomotive passes the test.
Exemplary embodiments of the present disclosure also provide a locomotive deflection testing device, which may include:
a marker disposed on a reference point on a first body surface of a first locomotive;
a first distance sensor disposed at a first reference point on a second body surface of the second locomotive for detecting a first distance from the first reference point to the reference point;
a second distance sensor, disposed at a second reference point on the second body surface, for detecting a second distance from the second reference point to the reference point;
the computing equipment is in communication connection with the first distance sensor and the second distance sensor and used for determining a projection point of the reference point on the second vehicle body surface according to the first distance, the second distance and a third distance between the first reference point and the second reference point and determining the deflection resistance of the first locomotive or the second locomotive based on the offset of the projection point in the test running process of the first locomotive and the second locomotive;
the first locomotive and the second locomotive are connected according to the test running direction, and the first locomotive body surface and the second locomotive body surface are two opposite locomotive body surfaces of the first locomotive and the second locomotive.
The marker may be a fixing device disposed on a reference point on a first body surface of the first locomotive, and may be a flat plate structure or a three-dimensional structure, etc., on which a fastening part may be disposed to connect the distance sensor through a specific cord, and may be in a shape of a rectangle, a square, a circle, or other irregular figure, and may be made of metal, alloy, hard plate, or other materials, which is not specifically limited by the present disclosure. The first locomotive may be a locomotive to be tested, and may also be an auxiliary testing locomotive. For example, the first locomotive is a locomotive to be tested, the second locomotive is an auxiliary testing locomotive, the marker may be disposed on a reference point on a first body surface of the locomotive to be tested, and the first distance sensor and the second distance sensor may be disposed on a first reference point and a second reference point on a second body surface of the auxiliary testing locomotive, respectively. On the contrary, the first locomotive is an auxiliary test locomotive, the second locomotive is a locomotive to be tested, the marker can be arranged on the datum point on the first body surface of the auxiliary test locomotive, and the first distance sensor and the second distance sensor can be respectively arranged on the first datum point and the second datum point on the second body surface to be tested.
The locomotive deflection testing device further comprises a first distance sensor for measuring the distance between the first reference point and the reference point and a second distance sensor for measuring the distance between the second reference point and the reference point, wherein the distance sensors and the reference point can be fixedly connected in a bonding, welding, bolt connection or other modes, and the disclosure is not listed herein. The distance sensor is arranged, so that the distance between the first reference point and the distance between the second reference point and the reference point can be detected in real time, and the deflection resistance of the locomotive can be accurately tested.
In order to enable the connection part of the locomotive to adapt to deformation effects such as extrusion, stretching and the like in the test running process, a first metal rope can be used for connecting the datum point with a first reference point on the locomotive to be tested, a second metal rope can be used for connecting the datum point with a second reference point on the locomotive to be tested, and the material, the size and the connection mode of the metal rope are not particularly limited by the disclosure. As shown in fig. 4, a region 430 shows a locomotive deflection testing device in the exemplary embodiment, where a point a is a marker of a reference point disposed on a first body surface of a first locomotive, a first reference point position C is a disposed position of a first distance sensor, a second reference point position B is a disposed position of a second distance sensor, and specific structural relationships thereof may be shown in fig. 8 to 9, where the first distance is a distance from the first reference point to the reference point, the second distance is a distance from the second reference point to the reference point, and the third distance is a distance from the first reference point to the second reference point.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is to be limited only by the terms of the appended claims.
Claims (7)
1. A method for testing locomotive deflection, the method comprising:
connecting an auxiliary test locomotive at least one side of the running direction of the locomotive to be tested;
determining a reference point on a first outer surface of two outer surfaces of the vehicle body opposite to each other in the running direction of the vehicle to be tested and the auxiliary test vehicle, and determining a projection point of the reference point on a second outer surface of the two outer surfaces of the vehicle body as a first projection point;
performing test operation on the locomotive to be tested and the auxiliary test locomotive together, and determining a projection point of the reference point on the outer surface of the second body as a second projection point;
determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point,
the auxiliary test locomotive is connected to at least one side of the running direction of the locomotive to be tested, and the auxiliary test locomotive comprises:
the front end of a locomotive to be tested is connected with a first auxiliary testing locomotive, the rear end of the locomotive to be tested is connected with a second auxiliary testing locomotive, and the front end is the front end of the running direction of the locomotive to be tested;
the determining a reference point on a first outer body surface of two opposite outer body surfaces of the locomotive to be tested and the auxiliary test locomotive, and determining a projection point of the reference point on a second outer body surface of the two outer body surfaces as a first projection point, includes:
determining a front reference point on the outer surface of a front end vehicle body of the locomotive to be tested, determining a rear reference point on the outer surface of a rear end vehicle body, and determining a first front projection point of the front reference point on the first auxiliary test locomotive, wherein the rear reference point is a first rear projection point on the second auxiliary test locomotive;
the test running of the locomotive to be tested and the auxiliary test locomotive is carried out together, the projection point of the reference point on the outer surface of the second body is determined to be a second projection point, and the method comprises the following steps:
the locomotive to be tested and the auxiliary test locomotive are jointly subjected to test operation, a second front projection point of the front datum point on the first auxiliary test locomotive is determined, and a second rear projection point of the rear datum point on the second auxiliary test locomotive is determined;
the determining the deflection resistance of the locomotive to be tested based on the offset degree of the first projection point and the second projection point comprises the following steps:
and determining the deflection resistance of the locomotive to be tested based on the offset degree of the first front projection point and the second front projection point and the offset degree of the first rear projection point and the second rear projection point.
2. The method of claim 1, further comprising:
in the process of test running, when the running speed is lower than a first threshold value, applying a first acting force to the locomotive to be tested and the first auxiliary test locomotive, and applying a second acting force to the second auxiliary test locomotive;
the direction of the first acting force is the opposite direction of the running direction of the locomotive to be tested, and the direction of the second acting force is opposite to that of the first acting force.
3. The method of claim 2, wherein the first threshold is 50 km/h.
4. The method of claim 1, wherein the locomotive to be tested is coupled to a secondary test locomotive by a coupler; in test operation, the locomotive to be tested is subjected to the action of hook pressing force of the coupler; the locomotive to be tested and the auxiliary test locomotive are subjected to test operation in a fixed section;
prior to commissioning, the method further comprises:
and determining the number of the auxiliary test locomotives according to the length of the fixed section and the magnitude of the hook pressing force.
5. The method of claim 4, wherein determining the number of auxiliary test locomotives based on the length of the fixed segment and the magnitude of the hook pressing force comprises:
if the length of the fixed section is within a first interval and the hook pressing force is not greater than a second threshold value, determining that m auxiliary test locomotives are connected to two sides of the running direction of the locomotive to be tested;
if the length of the fixed section is within a second interval and the hook pressing force is not greater than a third threshold value, determining that n auxiliary test locomotives are connected to two sides of the running direction of the locomotive to be tested;
wherein the minimum value of the second interval is greater than the maximum value of the first interval, the third threshold is greater than the second threshold, and n > m.
6. The method of claim 1, further comprising:
determining a first reference point and a second reference point on the outer surface of the second body, setting a first distance sensor on the first reference point, and setting a second distance sensor on the second reference point;
the determining a projected point of the reference point on the second body exterior surface comprises:
measuring a first distance of the first reference point to the reference point by the first distance sensor and a second distance of the second reference point to the reference point by the second distance sensor;
determining a projected point of the reference point on the second body outer surface according to the first distance, the second distance and a third distance between the first reference point and the second reference point.
7. The method of claim 6, wherein determining the projected point of the reference point on the second body exterior surface based on the first distance, the second distance, and a third distance between the first distance sensor and the second distance sensor comprises:
and determining a projection point of the reference point on the outer surface of the second vehicle body by a cosine law for a triangular structure formed by the first reference point position, the second reference point position and the reference point according to the first distance, the second distance and the third distance.
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| CN201910504992.4A CN111912633B (en) | 2019-06-12 | 2019-06-12 | Locomotive deflection test method and locomotive deflection test device |
| PCT/CN2019/122422 WO2020248533A1 (en) | 2019-06-12 | 2019-12-02 | Locomotive deflection testing method and locomotive deflection testing apparatus |
| PL440698A PL440698A1 (en) | 2019-06-12 | 2019-12-02 | Locomotive tilt testing method and apparatus for testing locomotive tilt |
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