CN113740016B - Auxiliary device, system for railway vehicle collision test and control method - Google Patents
Auxiliary device, system for railway vehicle collision test and control method Download PDFInfo
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- CN113740016B CN113740016B CN202110984627.5A CN202110984627A CN113740016B CN 113740016 B CN113740016 B CN 113740016B CN 202110984627 A CN202110984627 A CN 202110984627A CN 113740016 B CN113740016 B CN 113740016B
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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
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/08—Shock-testing
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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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Abstract
The invention provides an auxiliary device, a system for a railway vehicle collision test and a control method, wherein the auxiliary device comprises two support structures and a push rod structure, the two support structures comprise support arms, and the two support arms are arranged in a spacing space between a front trolley and a rear trolley in a protruding manner; at least one of the two support arms is telescopically arranged, the support arm has an extended state in which it extends toward the spacing space, and the support arm has a retracted state in which it is withdrawn from the spacing space; two ends of the ejector rod structure are respectively and movably connected with the two supporting arms; when the telescopic supporting arms in the two supporting arms are in an extending state, the supporting arms provide supporting function for the ejector rod structure; when the telescopic supporting arms in the two supporting arms are in a retracted state, the supporting arms release the supporting effect on the ejector rod structure. The invention solves the problem that the intermediate coupler cannot be in an original state before collision due to larger driving force of the front trolley in the acceleration process of the test vehicle.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to an auxiliary device, a system for a railway vehicle collision test and a control method.
Background
The railway vehicle generally comprises two sub-railway vehicles, the two sub-railway vehicles are connected through a middle coupler, the middle coupler is used for transmitting traction force and braking force between the two sub-railway vehicles, when the railway vehicle collides with other railway vehicles, the middle coupler can not only transmit load, but also participate in deformation and absorb part of energy, so that the stability of collision energy absorption of the middle coupler is known to be related to whether the whole railway vehicle generates accidents such as climbing, derailment and the like, and therefore, the collision test of the middle coupler is very important.
In the prior art, a collision test is carried out through a system for a rail vehicle collision test, and in the acceleration process of a test vehicle, the intermediate coupler cannot be in an original state before collision due to the fact that the driving force of a front trolley of the test vehicle is large, so that the collision energy absorption test result of the intermediate coupler is seriously influenced, and an auxiliary device is required to be provided, so that the driving force of the front trolley can be born instead of the intermediate coupler in the acceleration process of the test vehicle.
Disclosure of Invention
The invention mainly aims to provide an auxiliary device, a system for a railway vehicle collision test and a control method, and aims to solve the problem that in the prior art, an intermediate coupler cannot be in an original state before collision due to large driving force of a front trolley in the process of accelerating a test vehicle.
In order to achieve the above object, according to one aspect of the present invention, there is provided an auxiliary device provided between a front truck and a rear truck of a test car for assisting a collision test of an intermediate coupler, the auxiliary device including two support structures connected to the front truck and the rear truck, respectively, each of the two support structures including a support arm, each of the two support arms being convexly provided in a space between the front truck and the rear truck; at least one of the two support arms is telescopically arranged, the telescopic support arm has an extended state extending toward the spacing space, and the telescopic support arm has a retracted state withdrawn from the spacing space; two ends of the ejector rod structure are respectively and movably connected with the two supporting arms; when the telescopic support arms in the two support arms are in an extending state, the support arms in the extending state provide a supporting effect for the ejector rod structure, and the end parts of the two ends of the ejector rod structure are respectively abutted with the front trolley and the rear trolley; when the telescopic supporting arms in the two supporting arms are in a retracted state, the supporting arms in the retracted state release the supporting effect on the ejector rod structure, so that the ejector rod structure falls off and is separated from the front trolley and the rear trolley.
Further, the test car runs on the test track, and the distances between the two support arms and the test track are equal.
Further, the supporting structure also comprises a push-pull electromagnet, the push-pull electromagnet is connected with the front trolley or the rear trolley, and the supporting arm is retractably arranged on the push-pull electromagnet; when the push-pull electromagnet is electrified, the push-pull electromagnet drives the support arm to withdraw from the spacing space, so that the support arm is switched from an extended state to a retracted state.
Further, when the support arm is in the extended state, the end of the ejector rod structure is lapped on the support arm.
Further, dodging the hole has been seted up to the terminal surface of at least one end of ejector pin structure, dodges the hole and extends along the length direction of ejector pin structure and set up, and when the support arm was in the state of stretching out, at least a portion of support arm stretched into dodging the downthehole setting.
Further, the depth of the relief hole is greater than the length of the support arm.
Further, the ejector rod structure is provided with a through hole, the through hole extends along the length direction of the ejector rod structure, and when the supporting arm is in an extending state, at least one part of the supporting arm extends into the through hole.
Further, the supporting structure comprises two push-pull electromagnets, the two push-pull electromagnets are arranged in one-to-one correspondence with the two supporting arms, the two supporting arms are arranged in a telescopic way, the auxiliary device further comprises two limit switches, the two limit switches are respectively connected with the front trolley and the rear trolley, and the two limit switches are respectively used for detecting whether the two supporting arms are in a retracted state or not; when the two limit switches detect that the two support arms are in the retracted state at the same time, the driving vehicle is separated from the test vehicle, and the test vehicle enters a collision stage of a collision test; when at least one of the two limit switches detects that the corresponding support arm is not in the retracted state, the driving vehicle is not separated from the test vehicle, and the driving vehicle performs emergency braking to stop the collision test.
Further, when two push-pull electromagnets are electrified and drive the corresponding two support arms to withdraw from the interval space respectively, the two support arms touch the corresponding two limit switches respectively in the process of withdrawing from the interval space, and the two limit switches detect that the two support arms are in a retracted state respectively.
According to another aspect of the invention, there is provided a system for a rail vehicle crash test, the system for a rail vehicle crash test comprising an auxiliary device, the auxiliary device being the auxiliary device described above.
Further, a plurality of auxiliary devices are arranged at intervals, and each auxiliary device is arranged between the front trolley and the rear trolley of the test vehicle.
According to another aspect of the present invention, there is provided a control method for controlling the above-mentioned system for a rail vehicle crash test, the control method comprising connecting a driving vehicle with a test vehicle and driving the test vehicle to move so that the test vehicle enters an acceleration stage, and when the test vehicle accelerates to a preset speed, the test vehicle enters a constant speed stage at the preset speed; after the test vehicle finishes acceleration and before the test vehicle enters a collision stage, the ejector rod structure of the auxiliary device is separated from the front trolley and the rear trolley of the test vehicle; before the test vehicle enters a collision stage, when the ejector rod structure is separated from the front trolley and the rear trolley, the driving vehicle and the test vehicle are hooked so as to separate the driving vehicle from the test vehicle, and the test vehicle enters the collision stage; before the test vehicle enters the collision stage, when the ejector rod structure is not separated from the front trolley and the rear trolley, the driving vehicle and the test vehicle are not hooked, so that the driving vehicle and the test vehicle are not separated, and the driving vehicle performs emergency braking to stop the collision test.
By adopting the technical scheme, the invention provides the auxiliary device, and the auxiliary device is arranged into a structural form comprising two supporting structures and a push rod structure, so that in the acceleration process of a test car, telescopic supporting arms in the two supporting arms are in the extending state, the supporting arms in the extending state can provide supporting functions for the push rod structure, and the end parts of the two ends of the push rod structure are respectively abutted with the front trolley and the rear trolley, so that the push rod structure can bear the driving force of the front trolley, and the middle coupler can be in an original state before entering a collision stage; in addition, after the test car is accelerated, the telescopic support arms in the two support arms are in the retracted state, the support effect on the ejector rod structure is removed by the support arms in the retracted state, so that the ejector rod structure falls off and is separated from the front trolley and the rear trolley, the influence on the energy absorption property of the intermediate coupler in the collision test process of the subsequent test car is avoided, and the reliability of the energy absorption property of the intermediate coupler obtained by the collision test is ensured.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
FIG. 1 shows a flow diagram of a control method of a system for a rail vehicle crash test in accordance with an alternative embodiment of the invention;
FIG. 2 shows a schematic structural diagram of a system for a rail vehicle crash test in accordance with an alternative embodiment of the present invention;
FIG. 3 shows a partial schematic structural view of an embodiment one of an auxiliary device of the system of the rail vehicle crash test of FIG. 2;
FIG. 4 is a schematic view showing a partial structure of a second embodiment of an auxiliary device of the system for the rail vehicle crash test in FIG. 2;
Fig. 5 shows a schematic electrical schematic of the system of the rail vehicle crash test in fig. 2.
Wherein the above figures include the following reference numerals:
1. a test vehicle; 1a, front trolley; 1b, a rear trolley; 2. a test track; 3. an auxiliary device; 10. a support structure; 11. a support arm; 12. push-pull electromagnet; 20. a push rod structure; 21. a through hole; 30. a limit switch; 4. a drive vehicle; 5. a rigid wall; 6. a middle coupler; 7. a control box; 8. an alarm; 9. a hook opening motor; 91. an unhooking frequency converter; 100. the space is divided.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In order to solve the problem that in the prior art, in the acceleration process of a test car, an intermediate coupler cannot be in an original state before collision due to large driving force of a front trolley, the invention provides an auxiliary device, a system for a railway vehicle collision test and a control method.
As shown in fig. 1, the control method is used for controlling the above and below system for the rail vehicle crash test, the control method comprises that a driving vehicle 4 is connected with a test vehicle 1 and drives the test vehicle 1 to move so as to enable the test vehicle 1 to enter an acceleration stage, and when the test vehicle 1 accelerates to a preset speed, the test vehicle 1 enters a constant speed stage at the preset speed; after the test car 1 completes acceleration and before the test car 1 enters a collision stage, the ejector rod structure 20 of the auxiliary device 3 is separated from the front trolley 1a and the rear trolley 1b of the test car 1; before the test car 1 enters the collision stage, when the ejector rod structure 20 is separated from the front trolley 1a and the rear trolley 1b, the driving car 4 is unhooked from the test car 1, so that the driving car 4 is separated from the test car 1, and the test car 1 enters the collision stage; before the test car 1 enters the collision stage, when the jack structure 20 is not separated from the front truck 1a and the rear truck 1b, the driving car 4 is not hooked with the test car 1 so that the driving car 4 is not separated from the test car 1, and the driving car 4 performs emergency braking to stop the collision test.
As shown in fig. 2 to 4, the system for the rail vehicle crash test includes an auxiliary device 3, and the auxiliary device 3 is the auxiliary device described above and below.
Alternatively, a plurality of auxiliary devices 3 are provided, and the plurality of auxiliary devices 3 are provided at intervals, and each auxiliary device 3 is provided between the front truck 1a and the rear truck 1b of the test car 1.
Preferably, the number of the auxiliary devices 3 is two, and the two auxiliary devices 3 are arranged at intervals and are respectively positioned at two radial sides of the intermediate coupler 6.
Example 1
As shown in fig. 2 to 4, the auxiliary device 3 is disposed between the front trolley 1a and the rear trolley 1b of the test car 1 for assisting the collision test of the intermediate coupler 6, and is characterized in that the auxiliary device 3 includes two support structures 10 and a jack structure 20, the two support structures 10 are respectively connected with the front trolley 1a and the rear trolley 1b, the two support structures 10 each include a support arm 11, and the two support arms 11 are each provided in a space 100 between the front trolley 1a and the rear trolley 1b in a protruding manner; at least one support arm 11 of the two support arms 11 is telescopically arranged, the telescopic support arm 11 having an extended state in which it extends toward the spacing space 100, and the telescopic support arm 11 having a retracted state in which it is withdrawn from the spacing space 100; two ends of the ejector rod structure 20 are respectively and movably connected with the two supporting arms 11; when the telescopic supporting arm 11 in the two supporting arms 11 is in an extending state, the supporting arm 11 in the extending state provides a supporting function for the ejector rod structure 20, and the end parts of the two ends of the ejector rod structure 20 are respectively abutted with the front trolley 1a and the rear trolley 1 b; when the telescopic support arm 11 of the two support arms 11 is in the retracted state, the support arm 11 in the retracted state releases the support effect on the jack structure 20, so that the support structure 10 falls off and is separated from the front truck 1a and the rear truck 1b.
The application provides an auxiliary device 3, wherein the auxiliary device 3 is arranged into a structure form comprising two supporting structures 10 and a push rod structure 20, so that during the acceleration process of a test car 1, the telescopic supporting arms 11 in the two supporting arms 11 are in the extending state, the supporting arms 11 in the extending state can provide supporting action for the push rod structure 20, and the end parts of the two ends of the push rod structure 20 are respectively abutted with a front trolley 1a and a rear trolley 1b, so that the push rod structure 20 can bear the driving force of the front trolley 1a, and the intermediate coupler 6 can be in an original state before entering a collision stage; in addition, after the test car 1 finishes acceleration, the telescopic supporting arms 11 in the two supporting arms 11 are in the retracted state, and the supporting arms 11 in the retracted state release the supporting effect on the ejector rod structure 20, so that the ejector rod structure 20 falls off and is separated from the front trolley 1a and the rear trolley 1b, the influence on the energy absorption performance of the intermediate coupler 6 in the collision test process of the subsequent test car 1 is avoided, and the reliability of the energy absorption performance of the intermediate coupler 6 obtained in the collision test is ensured.
It should be noted that the foregoing includes two schemes, one of which is that the two support arms 11 are both telescopically arranged, and will be described later in detail, the present application uses both support arms 11 telescopically as the preferred embodiment for analysis, the other is that one support arm 11 of the two support arms 11 is fixedly and non-telescopically arranged, and the other support arm 11 is telescopically arranged, and the difference between the two schemes is that the reliability of the shedding of the ejector rod structure 20 can be ensured when both support arms 11 are telescopically arranged, and the ejector rod structure 20 can also be shed when only one support arm 11 is telescopically arranged, but the reliability of the shedding of the ejector rod structure 20 cannot be ensured, and the safety of the system for ensuring the crash test of the railway vehicle is further considered, and the two support arms 11 are telescopically arranged as the preferred embodiment for implementation.
In the present application, the test vehicle 1 runs on the test rail 2, and the two support arms 11 are spaced from the test rail 2 at equal distances. In this way it is ensured that the two support arms 11 can be positioned at the same height, thereby ensuring that the ejector structure 20 remains horizontal when both support arms 11 provide support for the ejector structure 20.
As shown in fig. 2, the support structure 10 further includes a push-pull electromagnet 12, the push-pull electromagnet 12 is connected with the front trolley 1a or the rear trolley 1b, and the support arm 11 is telescopically arranged on the push-pull electromagnet 12; when the push-pull electromagnet 12 is energized, the push-pull electromagnet 12 drives the support arm 11 to withdraw from the spacing space 100, so that the support arm 11 is switched from the extended state to the retracted state. Therefore, the push-pull electromagnet 12 is electrified to switch the supporting arm 11 from the extending state to the retracting state, so that the supporting arm 11 releases the supporting function of the ejector rod structure 20, the ejector rod structure 20 is ensured to be capable of falling off smoothly, and the automatic control of the auxiliary device 3 is realized.
Alternatively, the ejector pin structure 20 is made of a metallic material.
In the present application, when the support arm 11 is in the extended state, the end of the ejector pin structure 20 is overlapped on the support arm 11. In this way, it is ensured that the support arm 11 can only provide a supporting function for the ejector rod structure 20, so that when the support arm 11 is in a retracted state, the ejector rod structure 20 can be quickly separated, and the separation reliability of the ejector rod structure 20 is ensured.
As shown in fig. 3 and 4, the supporting structure 10 includes two push-pull electromagnets 12, the two push-pull electromagnets 12 are disposed in one-to-one correspondence with the two supporting arms 11, and the two supporting arms 11 are disposed telescopically, the auxiliary device 3 further includes two limit switches 30, the two limit switches 30 are respectively connected with the front trolley 1a and the rear trolley 1b, and the two limit switches 30 are respectively used for detecting whether the two supporting arms 11 are in a retracted state; when the two limit switches 30 detect that the two support arms 11 are in the retracted state at the same time, the driving vehicle is separated from the test vehicle 1, and the test vehicle 1 enters a collision stage of a collision test; when at least one of the two limit switches 30 detects that the corresponding support arm 11 is not in the retracted state, the drive car is not separated from the test car 1, and the drive car performs emergency braking to stop the crash test. In this way, the two supporting arms 11 are all arranged in a telescopic way, so that when the two push-pull electromagnets 12 are electrified at the same time, the two push-pull electromagnets 12 can respectively drive the two supporting arms 11 to withdraw from the spacing space 100, thereby ensuring that the supporting effect of the two supporting arms 11 on the ejector rod structure 20 can be simultaneously relieved, and further ensuring the falling reliability of the ejector rod structure 20; in addition, the two limit switches 30 play a role in monitoring, so that impact on the collision test of the test car 1 caused by the fact that the ejector rod structure 20 does not fall off in time is avoided, the integrity of a system of the collision test of the railway vehicle is ensured, and damage to the system of the collision test of the railway vehicle is avoided.
Specifically, when the two push-pull electromagnets 12 are both energized and drive the corresponding two support arms 11 to exit the space 100, the two support arms 11 touch the corresponding two limit switches 30 respectively in the process of exiting the space 100, and the two limit switches 30 detect that the two support arms 11 are both in the retracted state. In this way, the monitoring reliability of the two limit switches 30 is ensured.
Example two
It should be noted that, as shown in fig. 4, the second embodiment is different from the first embodiment in that the ejector rod structure 20 has a through hole 21, the through hole 21 extends along the length direction of the ejector rod structure 20, and when the support arm 11 is in the extended state, at least a portion of the support arm 11 extends into the through hole 21. In this way, the support arm 11 is made to extend into the through hole 21 of the ejector rod structure 20 to provide a supporting effect to the ejector rod structure 20, while also being able to ensure that the support arm 11 can withdraw from the through hole 21 of the ejector rod structure 20 to release the supporting effect to the ejector rod structure 20; in addition, the ejector pin structure 20 is provided in a structure form with the through holes 21, which is also beneficial to reducing the weight of the ejector pin structure 20, thereby being beneficial to the lightweight design of the ejector pin structure 20.
Example III
It should be noted that, in the third embodiment and the second embodiment, in an embodiment of the present application, which is not illustrated, the end surface of at least one end of the ejector rod structure 20 is provided with an avoidance hole, the avoidance hole is extended along the length direction of the ejector rod structure 20, and when the support arm 11 is in the extended state, at least a portion of the support arm 11 extends into the avoidance hole. In this way, the supporting arm 11 extends into the avoidance hole of the ejector rod structure 20 to provide a supporting effect on the ejector rod structure 20, and meanwhile, the supporting arm 11 can be ensured to exit from the avoidance hole of the ejector rod structure 20 to release the supporting effect on the ejector rod structure 20.
Optionally, the depth of the relief hole is greater than the length of the support arm 11. In this way, the contact surface between the support arm 11 extending into the avoiding hole and the hole wall surface of the avoiding hole of the ejector rod structure 20 is ensured to be large enough, so that the support reliability of the support arm 11 to the ejector rod structure 20 is ensured.
It should be noted that, in the present application, the length of the ejector pin structure 20 may be adjusted according to the distance between the front trolley 1a and the rear trolley 1b, and of course, the length of the ejector pin structure 20 may be adjusted in such a manner that two rod structures are connected together by threads,
As shown in fig. 5, the electrical principle of the system for the rail vehicle crash test is schematically shown, the control part is powered by a 12V battery, the push-pull electromagnet 12 is powered by a 24V battery, i.e. two 12V batteries in the circuit are connected in series, and the electrical control principle is specifically described below:
Before the start of a railway vehicle collision test, setting a first timing T1 and a second timing T2 of a two-way time relay KT and setting a third timing T3 of the time relay T;
When the driving vehicle 4 drives the test vehicle 1 to move, a trigger switch connected with a double-path time relay KT is closed, the double-path time relay KT receives a trigger signal, a first timing T1 starts timing, when the first timing T1 is finished, the relay KT1 is attracted, the time relay T is electrified and starts timing, an intermediate relay ZJ1 is attracted, when the intermediate relay ZJ1 is attracted, a switch ZJ1-1 is closed, a high-current direct-current contactor KM is electrified and is attracted, when the high-current direct-current contactor KM is electrified, both the switch KM-1 and the switch KM-2 are closed, so that a push-pull electromagnet 12 connected in series with the switch KM-1 (corresponding to the push-pull electromagnet marked as CF1 in FIG. 5) is electrified, and the push-pull electromagnet 12 connected in series with the switch KM-2 is electrified (corresponding to the push-pull electromagnet marked as CF2 in FIG. 5), and the two push-pull electromagnets 12 are electrified and respectively electrically-corresponding support arms 11 are retracted, and the push-pull electromagnet 20 is retracted, so that the falling structure 20 is effective.
When the two push-pull electromagnets 12 drive the two supporting arms 11 to retract, the two corresponding limit switches 30 (corresponding to the marks K1 and K2 in fig. 5) are touched respectively, as can be seen from fig. 5, the K1 and the K2 are connected in series, that is, when the K1 and the K2 are closed simultaneously, the intermediate relay ZJ3 can be electrified and attracted, the relay ZJ3-1 is electrified and self-locked after the intermediate relay ZJ3 is electrified, and the relay ZJ3-2 is changed from a normally closed state to a normally open state after the relay ZJ3-2 is electrified, if the two limit switches 30 (corresponding to the marks K1 and K2 in fig. 5) cannot be fully closed, the two supporting arms 11 cannot be fully retracted, at the moment, the intermediate relay ZJ3 cannot be electrified, and the relay ZJ3-2 still maintains the normally closed state.
After the third timing T3 of the time relay T is finished, the switch T is turned from a normally closed state to a normally open state to disconnect the power supply of the intermediate relay ZJ1, at this time, the intermediate relay ZJ1 is not powered, and then the switch ZJ1-1 is disconnected, so that the high-current direct-current contactor KM connected in series with the switch ZJ1-1 is disconnected, and further, the switch KM-1 and the switch KM-2 are disconnected, so as to protect the two push-pull electromagnets 12 (corresponding to CF1 connected in series with the switch KM-1 and CF2 connected in series with the switch KM-2 in fig. 5) and prevent the two push-pull electromagnets 12 (corresponding to CF1 connected in series with the switch KM-1 and CF2 connected in series with the switch KM-2 in fig. 5) from being damaged due to long-time operation.
After the second timing t2 of the two-way time relay KT is finished, the relay KT2 is closed, at the moment, if a relay ZJ3-2 connected in series with the relay KT2 is in an off state, the intermediate relay ZJ2 is not powered, a subsequent circuit does not work, the hook opening motor 9 controls the driving vehicle 4 to be normally opened to a hook with the test vehicle 1, and a subsequent collision test is normally carried out; if at least one of the two support arms 11 is not retracted, the intermediate relay ZJ3 is not energized, the relay ZJ3-2 remains normally closed, at this time, since the relay KT2 is also closed, so that the intermediate relay ZJ2 is energized, the corresponding relay ZJ2-1 is closed, the alarm 8 (i.e., the corresponding reference symbol BJ in fig. 5) connected in series with the relay ZJ2-1 is energized to give an alarm signal, and the relay ZJ2-2 is closed, the open hook relay ZJ connected in series with the relay ZJ2-2 is energized and is turned from the normally closed state to the normally open state, the corresponding switch ZJ is turned off, the open hook inverter 91 is unable to supply power to the open hook motor 9, the drive car 4 is unable to be separated from the test car 1, and the drive car 4 is able to make an emergency brake and stop the subsequent crash test.
In the present application, the drive vehicle 4 is connected to the rear carriage 1b of the test vehicle 1.
As shown in fig. 2, in a collision phase of a rail vehicle collision test, the test vehicle 1 collides against the rigid wall 5.
As shown in fig. 2, the system for the rail vehicle crash test further comprises a control box 7, and the control box 7 is internally provided with the above-mentioned elements such as the relays and the storage batteries in fig. 5.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
Spatially relative terms, such as "above … …," "above … …," "upper surface on … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (12)
1. An auxiliary device provided between a front truck (1 a) and a rear truck (1 b) of a test truck (1) for assisting a collision test of an intermediate coupler (6), characterized in that the auxiliary device comprises:
the two support structures (10), the two support structures (10) are respectively connected with the front trolley (1 a) and the rear trolley (1 b), the two support structures (10) comprise support arms (11), and the two support arms (11) are arranged in a spacing space (100) between the front trolley (1 a) and the rear trolley (1 b) in a protruding mode;
-at least one (11) of the two support arms (11) is telescopically arranged, the telescopic support arm (11) having an extended state in which it extends towards the compartment (100), and the telescopic support arm (11) having a retracted state in which it is withdrawn from the compartment (100);
The two ends of the ejector rod structure (20) are respectively and movably connected with the two supporting arms (11);
When the telescopic supporting arms (11) in the two supporting arms (11) are in the extending state, the supporting arms (11) in the extending state provide supporting effect for the ejector rod structure (20), the end parts of the two ends of the ejector rod structure (20) are respectively abutted with the front trolley (1 a) and the rear trolley (1 b), and the ejector rod structure (20) is used for bearing the driving force of the front trolley (1 a) so that the middle coupler (6) is in an original state before entering a collision stage;
When the telescopic supporting arms (11) in the two supporting arms (11) are in the retracted state, the supporting arms (11) in the retracted state release the supporting effect on the ejector rod structure (20) so that the ejector rod structure (20) falls off and is separated from the front trolley (1 a) and the rear trolley (1 b).
2. Auxiliary device according to claim 1, characterized in that the test vehicle (1) runs on a test track (2), both support arms (11) being equidistant from the test track (2).
3. The auxiliary device according to claim 1, wherein the support structure (10) further comprises:
A push-pull electromagnet (12), wherein the push-pull electromagnet (12) is connected with the front trolley (1 a) or the rear trolley (1 b), and the supporting arm (11) is retractably arranged on the push-pull electromagnet (12);
When the push-pull electromagnet (12) is electrified, the push-pull electromagnet (12) drives the supporting arm (11) to withdraw from the spacing space (100) so as to enable the supporting arm (11) to be switched from the extending state to the retracting state.
4. A supplementary device according to claim 3, wherein the end of the ejector structure (20) overlaps the support arm (11) when the support arm (11) is in the extended state.
5. An auxiliary device according to claim 3, wherein the end face of at least one end of the ejector rod structure (20) is provided with an avoidance hole, the avoidance hole is arranged to extend along the length direction of the ejector rod structure (20), and when the support arm (11) is in the extended state, at least a part of the support arm (11) extends into the avoidance hole.
6. Auxiliary device according to claim 5, characterized in that the depth of the relief hole is greater than the length of the support arm (11).
7. An auxiliary device according to claim 3, characterized in that the ejector structure (20) has a through hole (21), the through hole (21) extending in the length direction of the ejector structure (20), at least a portion of the support arm (11) being arranged to extend into the through hole (21) when the support arm (11) is in the extended state.
8. Auxiliary device according to claim 7, characterized in that said supporting structure (10) comprises two push-pull electromagnets (12), two of said push-pull electromagnets (12) being arranged in a one-to-one correspondence with two of said supporting arms (11), and both of said supporting arms (11) being telescopically arranged, said auxiliary device further comprising:
The two limit switches (30), the two limit switches (30) are respectively connected with the front trolley (1 a) and the rear trolley (1 b), and the two limit switches (30) are respectively used for detecting whether the two support arms (11) are in a retracted state or not;
When the two limit switches (30) detect that the two supporting arms (11) are in the retracted state at the same time, the driving vehicle is separated from the test vehicle (1), and the test vehicle (1) enters a collision stage of a collision test;
When at least one of the two limit switches (30) detects that the corresponding support arm (11) is not in the retracted state, the drive vehicle is not separated from the test vehicle (1), and the drive vehicle performs emergency braking to stop the collision test.
9. The auxiliary device according to claim 8, wherein,
When two push-pull electromagnets (12) are electrified and drive two corresponding support arms (11) to withdraw from the spacing space (100) respectively, the two support arms (11) touch the corresponding two limit switches (30) respectively in the process of withdrawing from the spacing space (100), and the two limit switches (30) detect that the two support arms (11) are in the retracted state respectively.
10. A system of a rail vehicle crash test, comprising an auxiliary device (3), characterized in that the auxiliary device (3) is an auxiliary device according to any one of claims 1 to 9.
11. The system for a rail vehicle crash test according to claim 10, wherein the number of the auxiliary devices (3) is plural, the plurality of the auxiliary devices (3) are arranged at intervals, and each auxiliary device (3) is arranged between a front truck (1 a) and a rear truck (1 b) of the test vehicle (1).
12. A control method for controlling the system for a rail vehicle crash test according to any one of claims 10 to 11, the control method comprising:
The driving vehicle (4) is connected with the test vehicle (1) and drives the test vehicle (1) to move so that the test vehicle (1) enters an acceleration stage, and when the test vehicle (1) accelerates to a preset speed, the test vehicle (1) enters a constant speed stage at the preset speed;
After the test vehicle (1) completes acceleration and before the test vehicle (1) enters a collision stage, when the ejector rod structure (20) is separated from the front trolley (1 a) and the rear trolley (1 b), the driving vehicle (4) is unhooked from the test vehicle (1) so as to separate the driving vehicle (4) from the test vehicle (1), and the test vehicle (1) enters the collision stage;
before the test vehicle (1) enters the collision stage, when the ejector rod structure (20) is not separated from the front trolley (1 a) and the rear trolley (1 b), the driving vehicle (4) and the test vehicle (1) are not hooked so that the driving vehicle (4) and the test vehicle (1) are not separated, and the driving vehicle (4) performs emergency braking to stop the collision test.
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