CN113804395A - Testing device for simulating loading conditions of rail train and bridge - Google Patents
Testing device for simulating loading conditions of rail train and bridge Download PDFInfo
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- G—PHYSICS
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/06—Measuring arrangements specially adapted for aerodynamic 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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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/08—Aerodynamic models
Abstract
The invention discloses a testing device for simulating the loading conditions of a rail train and a bridge, which comprises a bridge model, a plurality of supports connected to the bottom of the bridge model, two tunnel models respectively arranged at two ends of the top of the bridge model, and a rail train model capable of moving along a rail at the top of the bridge model; two ends of the bridge model are respectively connected with a three-component force sensor used for being connected to the wind tunnel; two ends of the rail train model are respectively connected with a six-component balance, and a sliding block capable of freely sliding on the rail is connected between the six-component balance and the rail; the device also comprises an accelerating device arranged on the tunnel model at one side and a decelerating device arranged on the tunnel model at the other side; the accelerating device and the decelerating device are respectively used for accelerating and decelerating the rail train model. The method is used for testing the specific condition that the rail train and the bridge are influenced by crosswind in the transition stage of the tunnel and the bridge, and can be synchronously tested at one time no matter how many attack angles are tested, so that the testing time is saved.
Description
Technical Field
The invention relates to a measuring device for aerodynamic tests in a wind tunnel, in particular to a testing device for simulating the loading conditions of a rail train and a bridge.
Background
In the subway axle system, the wind load of the bridge and the subway vehicles is influenced by various factors such as the appearance of the subway vehicles, the appearance of the bridge, the relative positions of the subway vehicles and the bridge and the like. In axle coupling vibration analysis, a metro vehicle and a bridge are generally used as two power subsystems to be solved, three force dividing coefficients of the metro vehicle and the bridge are required to be obtained when the action of transverse wind is considered and the mutual pneumatic action between axles is considered in order to correctly reflect the respective vibration characteristics of the two subsystems. For linear bridge roads, the flow of wind along the span direction of the structure can be ignored, and a segment model is adopted to determine the wind load borne by the bridge road per unit length. A train of subway is usually composed of a plurality of carriages and can be approximately regarded as a linear structure, so that the wind load of the subway train can be tested through a segmental model wind tunnel test. In the wind tunnel test of the bridge section model, the influence of Reynolds number can be ignored in the test because the bridge section is relatively passivated and the bypass separation point is relatively fixed. Although the section of the metro vehicle is approximate to a rectangle, the periphery of the metro vehicle is in smooth transition, and the streaming separation point of the metro vehicle is related to the Reynolds number. Under the action of side wind, subway vehicles on the bridge road are positioned in the upper separation flow of the bridge road, and the viscous action of the boundary layer of the arc-shaped surface can be weakened by the pulsating component in the separation flow, so that the influence of Reynolds number on the constant aerodynamic force of the vehicles is reduced. In addition, the axle system under the action of the lateral wind is essentially a streaming problem of a multi-body system, and the streaming form of the multi-body system is sensitive to the Reynolds number. Unlike the conventional multi-body system, the metro vehicle is close to the bridge (the wheel track is in contact with the bridge), the structural dimension of the metro vehicle is smaller than that of the bridge, and the metro vehicle is located in the bypass flow of the bridge. The subway vehicle and the bridge can be regarded as one system. The section of the system becomes more passivated due to the existence of the subway vehicles, and the influence of the Reynolds number on the overall steady aerodynamic force of the section is small. In a word, the influence of the Reynolds number on the axle system is small, and the influence of the Reynolds number can be ignored in the pneumatic parameter test of the subway axle system, so that the pneumatic characteristic of the axle system can be tested by adopting a method similar to a wind tunnel test of a bridge section model.
In order to obtain the aerodynamic force of the subway vehicle and the bridge in a vehicle-bridge combined state, the main methods adopted at present comprise: CFD numerical simulation, field actual measurement and wind tunnel test. The CFD numerical simulation calculation amount is large, the calculation accuracy is influenced by the grid division quality, and particularly for a bridge structure with more detailed components, such as a truss, the calculation accuracy and the calculation efficiency are difficult to meet at the same time. The field actual measurement is limited by a plurality of factors such as weather conditions, subway train running conditions, test cost and the like, and the aerodynamic force of the train-axle system is difficult to obtain. The wind tunnel test can conveniently control and change test conditions, and is convenient for repeated tests, so that the research on the aerodynamic characteristics of the vehicle-axle combined system is mainly completed through the wind tunnel test.
Wind tunnel testing vehicle-bridge combination aerodynamics are often tested separately on metro vehicles and bridges by vehicle-bridge separation devices (e.g. cross chute systems, reference [1] li yongle, li haili, qian shi, section model wind tunnel test study of aerodynamic characteristics of axle systems [ J ] railroad bulletin, 2004(03): 71-75.). However, this method has certain disadvantages: aerodynamic force of the metro vehicle and the bridge cannot be synchronously tested, so that test working conditions are obviously increased, particularly for the bridge running in multiple lines, the test working conditions are increased in multiples after the influence of a wind attack angle is examined, and the relative positions of the metro vehicle and the bridge are frequently changed, so that the test efficiency is low; when a test model and an instrument are installed and the working condition is changed, due to some human factors, the relative positions of a subway train and a bridge are changed when the subway train and the bridge are respectively tested, and the tested aerodynamic force has certain deviation.
With the rapid development of urban rail transit, more and more subways need to be erected with viaducts due to the difficulty in tunnel excavation or the requirement for appreciation of citizens, when a subway vehicle drives into the viaduct from a tunnel, the influence of cross wind impact is large, the subway vehicle often vibrates to a certain degree, and the riding safety and experience are influenced.
Disclosure of Invention
The invention aims to provide a testing device for simulating the loading conditions of a rail train and a bridge, which is used for testing the specific conditions of the rail train and the bridge influenced by crosswind in the transition stage of a tunnel and the bridge.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a testing device for simulating the loading conditions of a rail train and a bridge comprises a bridge model, a plurality of supports connected to the bottom of the bridge model, two tunnel models respectively arranged at two ends of the top of the bridge model, and a rail train model capable of moving along a rail at the top of the bridge model; two ends of the bridge model are respectively connected with a three-component force sensor used for being connected to the wind tunnel; two ends of the rail train model are respectively connected with six-component balances, and a sliding block capable of freely sliding on the rail is connected between the six-component balances and the rail; the device also comprises an accelerating device arranged on the tunnel model at one side and a decelerating device arranged on the tunnel model at the other side; the accelerating device and the decelerating device are respectively used for accelerating and decelerating the rail train model.
As a further technical solution of the above solution, the accelerating device includes a push plate, a spring and a fixing plate; the push plate can freely slide along the track, and one side of the push plate, which is far away from the rail train model, is connected with a fixed plate fixed on the bridge model through a spring.
As a further technical solution of the above solution, the end of the push plate close to the rail train model is similar to the contour of the end of the rail train model.
As a further technical scheme of the scheme, the speed reduction device comprises a baffle fixed on the bridge model and an elastic anti-collision plate arranged on one side of the baffle close to the rail train model.
As a further technical scheme of the scheme, the speed reducing device further comprises a friction plate fixed on the top surface of the bridge model.
As a further technical solution of the above solution, the end of the elastic impact-proof plate close to the rail train model is similar to the contour of the end of the rail train model.
As a further technical scheme of the above scheme, a first motor is installed in the tunnel model on one side of the bridge model, a first pull rope is wound on a rotating shaft of the first motor, and the tail end of the first pull rope is connected to a slide block adjacent to the near end of the rail train model; and a second motor is arranged in the tunnel model on one side of the bridge model, a rotating shaft of the second motor is wound with a second pull rope, and the tail end of the second pull rope is connected to a slide block at the near end of the track train model.
As a further technical scheme of the scheme, the support is of a telescopic structure, the bottom of the support is fixedly connected, and the top of the support is hinged to the bottom of the bridge model.
As a further technical scheme of the above scheme, the end of the rail train model is fixedly connected with the top connecting end of the six-component balance through a connecting piece, and the bottom of the six-component balance is fixedly connected to the top of a sliding block which can freely slide on the rail; the connecting piece comprises a long edge and a short edge, wherein the long edge is used for being fixedly connected with the top connecting end of the six-component balance, and the short edge is used for being connected with the end part of the rail train model.
As a further technical scheme of the above scheme, the end of the rail train model is fixedly connected with the top connecting end of the six-component balance through a connecting piece, and the bottom of the six-component balance is fixedly connected to the top of a sliding block which can freely slide on the rail; the connecting piece comprises a horizontal edge and a vertical edge, wherein the horizontal edge is used for being fixedly connected with the top connecting end of the six-component balance, and the vertical edge is used for being connected with the end part of the rail train model.
Compared with the prior art, the invention has the following advantages and beneficial effects: the invention simulates the actual rail train and bridge through the reduced scale model, and carries out the segment model test of real reduction, thereby realizing the synchronous testing device for efficiently and accurately testing the pneumatic characteristics of the rail train-bridge combined system; the aerodynamic force of the rail train and the bridge under the axle combination can be synchronously tested through the three-component force sensor and the six-component balance, the one-time synchronous test can be finished no matter how many attack angles are tested, the middle model does not need to be replaced, the test time is greatly shortened, the complicated installation procedure and the influence of human factors on the test result when the working condition is replaced are avoided, and the influence on the test structure when an external structure is used for supporting the rail train or the bridge structure is further avoided.
Drawings
Fig. 1 is a schematic front view of the present invention.
Fig. 2 is a schematic side view of the present invention, and fig. 2 mainly shows a cross-sectional positional relationship between a rail train model and a bridge model.
Fig. 3 is a schematic view of a first connection mode between the rail train model and the sliding block according to the present invention.
Fig. 4 is a schematic view of a second connection mode between the rail train model and the sliding block according to the invention.
Fig. 5 is a schematic view of a third connection mode between the rail train model and the sliding block according to the invention.
FIG. 6 is a schematic view of the front view structure of the bridge model after the gradient of the bridge model is adjusted according to the present invention.
Fig. 7 is a schematic side view of the bridge model after adjusting the angle of attack according to the present invention, and fig. 7 mainly shows the cross-sectional position relationship between the rail train model and the bridge model.
The explanation of each reference number in the figure is: the device comprises a tunnel model 1, a rail train model 2, a bridge model 3, a support 4, a three-component force sensor 5, a six-component balance 6, a rail 7, a push plate 21, a spring 22, a fixing plate 23, a baffle plate 31, an elastic anti-collision plate 32, a friction plate 33, a first motor 41, a first pull rope 42, a second motor 43, a second pull rope 44, a connecting piece 61 and a sliding block 62.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, so as to further understand the concept, the technical problems solved, the technical features constituting the technical solutions, and the technical effects brought by the technical solutions.
It should be understood that these embodiments are illustrative and not restrictive, and that the described embodiments are only some, but not all, of the embodiments of the invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, provided in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of preferred embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without any inventive step, are within the scope of the present invention.
As shown in fig. 1 to 2, the testing device for simulating the loading conditions of the rail train and the bridge comprises a tunnel model 1, a rail train model 2, a bridge model 3 and a bracket 4.
The top surface of the bridge model 3 is paved with a track 7, and the rail train model 2 can move back and forth on the track 7. Six-component balances 6 are respectively installed at two ends of a rail train model 2, the end of the rail train model 2 is fixedly connected with the top connecting end of the six-component balance 6 through a connecting piece 61, the bottom of the six-component balance 6 is fixedly connected with the top of a sliding block 62 capable of freely sliding on a rail 7, the rail train model 2 is supported and fixed in such a way, the rail train model 2 and the bridge model 3 are ensured to be separated from each other, and the separation height is the height of a train wheel pair, so that the rail train model 2 is prevented from being in contact with the bridge model 3 to influence the test result. And two ends of the bridge model 3 are respectively connected to the wall of the wind tunnel through a trisection force sensor 5 by bolts.
Any generalized force in space can be generally decomposed into six components in a given coordinate system, namely force loss components Fx, Fy, and Fz along three coordinate axes, and moment components Mx, My, and Mz around three coordinate axes. The force at a point on the subject can always be resolved in a given coordinate system into the six components described above. The six-component balance is used for simultaneously detecting and sensing six components stressed, and is widely applied to the fields of robots, biomechanics, precision assembly, engineering field test and the like. The six-component balance 6 adopted by the invention is a Gamma six-component high-frequency balance, and can measure the forces in the horizontal direction, the vertical direction and the bridge axis direction, and the torques around three axes. The three-component force sensor 5 used in the invention can measure the force in the horizontal direction and the vertical direction, and the torque in the direction around the axle axis. It is emphasized that the Gamma six-component high-frequency balance is small in size relative to the rail train model 2, and has a negligible effect on the wind field inside the bridge model 3.
The connecting piece 61 is an L-shaped angle steel member, the rail train model 2 and the six-component balance 6 are connected through bolts, the connecting piece 61 comprises a long edge fixedly connected with a top connecting end of the six-component balance 6 and a short edge connected with the end of the rail train model 2, the connecting piece 61 has two connecting modes, as shown in fig. 3 and 4, the short edge is located below the long edge in the first connecting mode, the short edge is located above the long edge in the second connecting mode, the two connecting modes have no influence on data measurement, only the mounting modes are different, and the rail train model 2 with different end types is connected in an adaptive mode.
The slide blocks 62 are square plate-shaped members, the relative height between the six-component balance 6 and the bridge model 3 can be adjusted by superposing different numbers of the slide blocks 62, and vertical through holes for interconnection are formed in the slide blocks 62. To ensure the measurement accuracy, the slider 62 also has two configurations. The sliding block 62 with the first structure is arranged in a non-contact mode with the rail 7 at intervals and is fixed on the rail train model 2 through the connecting piece 61, and therefore the influence on the measurement accuracy due to the contact with the rail 7 can be avoided. The bottom of the sliding block 62 with the second structure is provided with a groove capable of accommodating the track 7, a roller capable of rolling on the track 7 is installed in the groove, and the sliding block 62 with the structure can reduce the influence on the rail train model 2. The two types of sliders 62 should be selected according to the use requirements.
As shown in fig. 5, the connector 61 according to the present invention has yet another T-shaped structure including a horizontal side for fixedly connecting to the top connection end of the six-component balance 6 and a vertical side for connecting to the end of the rail train model 2. The connecting element 61 in various configurations facilitates a secure connection between the rail train model 2 and the six-component balance 6.
The bridge model 3 is a truss bridge model or a box girder bridge model, and correspondingly, the rail train model 2 is arranged inside or on the upper portion of the bridge model 3.
The support 4 is arranged below the bridge model 3, the bottom of the support 4 is fixed, and the top of the support 4 is connected to the bottom of the bridge model 3.
Two tunnel models 1 are respectively installed at two ends of a bridge model 3, and a track 7 is located in the tunnel models 1 to simulate the real situation and avoid the influence of crosswind on a rail train model 2 in the tunnel models 1. The bridge model 3 is thus divided into three parts: an acceleration section positioned in the tunnel model 1 at one side, a deceleration section positioned in the tunnel model 1 at the other side and a wind receiving section positioned between the two tunnel models 1.
An accelerating device is installed in the accelerating section tunnel model 1 of the bridge model 3, and the accelerating device comprises a push plate 21, a spring 22 and a fixing plate 23. The accelerating device is positioned in the tunnel model 1, so that the rail train model 2 can be accelerated to a preset speed in the tunnel model 1, and the real condition of rail train operation is simulated. The push plate 21 can move back and forth on the rail 7. The side of the push plate 21 far away from the rail train model 2 is connected with a fixed plate 23 fixed on the bridge model 3 through a spring 22. The rail train model 2 is in smooth contact with the rail 7, and the push plate 21 is in smooth contact with the rail 7, and the friction coefficient of the rail train model is as small as possible, so that the friction force is prevented from influencing the test result. The accelerating device is used for providing initial power for the rail train model 2, and the rail train model 2 moves on the rail 7 by means of inertia after obtaining the initial power provided by the accelerating device.
Install decelerator in the deceleration section tunnel model 1 of bridge model 3, decelerator is including fixing baffle 31 on bridge model 3 and locating baffle 31 and be close to the elastic crashproof board 32 of rail train model 2 one side. The rail train model 2 can realize deceleration braking after impacting the elastic anti-collision plate 32.
The speed reducer further comprises a friction plate 33 fixed on the top surface of the bridge model 3, the friction plate 33 can rub with the rail train model 2, the braking capacity of the rail train model 2 is increased, and the impact between the rail train model 2 and the elastic anti-collision plate 32 is weakened.
The end parts of the push plate 21 and the elastic anti-collision plate 32 close to the rail train model 2 are similar to the end parts of the rail train model 2 in outline, so that the end parts of the rail train model 2 are uniformly supported.
In general, the rail train runs at a constant speed, so that the rail train model 2 moves at a constant speed during testing, which is beneficial to simulating the real situation. But the friction between the objects is inevitable, and in the invention, the rail train model 2 only depends on inertia to move along the rail 7, so that the speed of the rail train model is necessarily reduced, and the test result is influenced. Therefore, the rail train model 2 is guaranteed to run at a constant speed, and a test result is guaranteed. For this purpose, as shown in fig. 6 and 7, a first motor 41 is installed in the acceleration section of the bridge model 3, a first pulling rope 42 is wound around a rotating shaft of the first motor 41, and the distal end of the first pulling rope 42 is connected to a slide block 62 at the adjacent proximal end of the rail train model 2. And a second motor 43 is installed in the deceleration section of the bridge model 3, a second pull rope 44 is wound on a rotating shaft of the second motor 43, and the tail end of the second pull rope 44 is connected to a slide block 62 adjacent to the near end of the rail train model 2. The rail train model 2 is pulled to move by the first motor 41 and the second motor 43, and the moving speed is completely determined by the rotating speed of the motors, so that the rail train model 2 can be ensured to move at a constant speed. The first motor 41 and the second motor 43 can also cooperate with an accelerating device and a decelerating device to assist the accelerating and decelerating actions of the rail train model 2, and only the rotating speed of the motors needs to be controlled, so that the operation is convenient and efficient. In order to facilitate the action of the pulling rope, through holes through which the pulling rope passes are formed in the fixing plate 23, the push plate 21, the elastic anti-collision plate 32 and the baffle plate 31.
In the invention, the support 4 is of a telescopic structure and is made of a hydraulic oil cylinder. The bottom of the hydraulic oil cylinder is fixedly connected, and the top of the hydraulic oil cylinder is hinged to the bottom of the bridge model 3. The bottom of the bridge model 3 is provided with a plurality of rows and columns of hydraulic cylinders, so that the inclination angle of the bridge model 3 can be freely adjusted, and the simulation device can be used for simulating the stress conditions of the bridge model 3 and the rail train model 2 under the conditions of different slopes or different attack angles.
When the simulation device works, the bridge model 3 is adjusted to the inclination angle to be simulated through the support 4. Then, the compression distance of the spring 22 and the rotating speed of the motor are determined according to the pre-simulated running speed, the rail train model 2 is accelerated to a preset speed by the accelerating device and the motor together, and then the motor keeps the rotating speed to continuously pull the rail train model 2, so that the rail train model 2 moves forwards at a constant speed. The method mainly measures the stress condition when the rail train model 2 drives into the wind-receiving section from the accelerating section tunnel model 1 and drives into the decelerating section tunnel model 1 from the wind-receiving section. The tunnel model 1 of the acceleration section and the deceleration section should be long enough to ensure that the rail train model 2 has a sufficient distance to accelerate or decelerate. After the measurement is completed, the motor starts to reduce the rotating speed so as to brake the rail train model 2, meanwhile, the friction plate 33 further brakes the rail train model 2, and finally, the complete stop is realized through the elastic anti-collision plate 32. The three-component force sensor 5 and the six-component balance 6 work synchronously to acquire data, the three-component force sensor 5 measures the common force of the rail train model 2 and the bridge model 3, the six-component balance 6 measures the force of the rail train model 2, the three-component force sensor and the six-component balance can obtain the force of the bridge model 3 through the force synthesis theorem, and then the static three-component force coefficients of the rail train model 2 and the bridge model 3 can be obtained through post-processing.
The invention can adjust the bridge with different section forms and the rail train with different vehicle types, so as to improve the engineering application range of the invention. The invention can adjust the bridge section form and the rail train vehicle type, change the line number of the rail train, and correspondingly adjust the test working condition. Therefore, the aerodynamic force test device is suitable for aerodynamic force tests of all bridge and rail train combinations, and is wide in application range.
In the description of the present invention, it should be noted that the terms "inside", "outside", "upper", "lower", "horizontal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships conventionally put in use of products of the present invention, and are only for convenience of description and simplicity of description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. Unless expressly stated or limited otherwise, the terms "disposed," "connected," "mounted," and "connected" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The utility model provides a testing arrangement for simulating rail train and bridge condition of loading which characterized in that: the tunnel system comprises a bridge model (3), a plurality of supports (4) connected to the bottom of the bridge model (3), two tunnel models (1) respectively arranged at two ends of the top of the bridge model (3), and a rail train model (2) capable of moving along a rail (7) at the top of the bridge model (3); two ends of the bridge model (3) are respectively connected with a three-component force sensor (5) used for being connected into a wind tunnel; two ends of the rail train model (2) are respectively connected with a six-component balance (6), and a sliding block (62) capable of freely sliding on the rail (7) is connected between the six-component balance (6) and the rail (7); the device also comprises an accelerating device arranged on the tunnel model (1) at one side and a decelerating device arranged on the tunnel model (1) at the other side; the accelerating device and the decelerating device are respectively used for accelerating and decelerating the rail train model (2).
2. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 1, wherein: the accelerating device comprises a push plate (21), a spring (22) and a fixing plate (23); the push plate (21) can freely slide along the track (7), and one side, far away from the rail train model (2), of the push plate (21) is connected with a fixing plate (23) fixed on the bridge model (3) through a spring (22).
3. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 2, wherein: the end part of the push plate (21) close to the rail train model (2) is similar to the outline of the end part of the rail train model (2).
4. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 1, wherein: the speed reducing device comprises a baffle (31) fixed on the bridge model (3) and an elastic anti-collision plate (32) arranged on one side of the baffle (31) close to the rail train model (2).
5. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 4, wherein: the speed reducing device also comprises a friction plate (33) fixed on the top surface of the bridge model (3).
6. The test device for simulating the loading conditions of the rail train and the bridge as claimed in claim 4, wherein: the end part of the elastic anti-collision plate (32) close to the rail train model (2) is similar to the outline of the end part of the rail train model (2).
7. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 1, wherein: a first motor (41) is installed in the tunnel model (1) on one side of the bridge model (3), a first pull rope (42) is wound on a rotating shaft of the first motor (41), and the tail end of the first pull rope (42) is connected to a slide block (62) adjacent to the near end of the rail train model (2); a second motor (43) is installed in the tunnel model (1) on one side of the bridge model (3), a second pull rope (44) is wound on a rotating shaft of the second motor (43), and the tail end of the second pull rope (44) is connected to a slide block (62) adjacent to the near end of the rail train model (2).
8. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 1, wherein: the support (4) is of a telescopic structure, the bottom of the support (4) is fixedly connected, and the top of the support (4) is hinged to the bottom of the bridge model (3).
9. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 1, wherein: the end part of the rail train model (2) is fixedly connected with the top connecting end of the six-component balance (6) through a connecting piece (61), and the bottom of the six-component balance (6) is fixedly connected with the top of a sliding block (62) capable of freely sliding on a rail (7); the connecting piece (61) comprises a long side fixedly connected with the top connecting end of the six-component balance (6) and a short side connected with the end of the rail train model (2).
10. The test device for simulating the loading condition of the rail train and the bridge as claimed in claim 1, wherein: the end part of the rail train model (2) is fixedly connected with the top connecting end of the six-component balance (6) through a connecting piece (61), and the bottom of the six-component balance (6) is fixedly connected with the top of a sliding block (62) capable of freely sliding on a rail (7); the connecting piece (61) comprises a horizontal edge fixedly connected with the top connecting end of the six-component balance (6) and a vertical edge connected with the end of the rail train model (2).
Priority Applications (1)
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