CN114018458A - Wheel-rail force testing method for three-piece goods wagon bogie - Google Patents
Wheel-rail force testing method for three-piece goods wagon bogie Download PDFInfo
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
- G01L5/16—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring several components of force
Abstract
The invention discloses a wheel rail force testing method of three large-piece wagon bogies, which comprises the following steps of S1: selecting a plurality of strain measuring points of three large freight car bogies meeting preset conditions; s2: determining a bridge combination mode of the strain measuring points according to the main stress mode of each strain measuring point; s3: according to the bridge assembly mode, an electric bridge circuit is assembled to obtain three large-piece wagon bogies after bridge assembly; s4: carrying out a calibration coefficient test on the three large freight car bogies after the bridge combination; s5: and obtaining the wheel rail force of the three large-piece truck bogies according to the calibration coefficient test.
Description
Technical Field
The invention relates to the technical field of truck testing, in particular to a wheel-rail force testing method for a three-piece truck bogie.
Background
Because natural energy regions in China are unevenly distributed, energy materials and product cargos need to be transported across long distances, railway freight becomes the main force of cargo transportation in China due to large transportation capacity and small pollution, in recent years, the speed of a railway wagon is continuously improved, the load is continuously increased, severe examination is brought to the service life of line facilities such as tracks, sleepers, roadbed and the like, meanwhile, the geometrical irregularity development of the tracks is aggravated by the overlarge axle weight of the wagon, the wheel-rail relationship is further worsened, and the safety problems of derailment and the like of the railway wagon are prominent. In order to ensure the safety of railway freight transportation, the wheel-rail acting force of a railway wagon needs to be monitored in real time, and an alarm is given in time when the wheel-rail acting force exceeds a safety limit value.
The rail wagon wheel rail acting force testing method has various methods, and can be divided into a direct measuring method and an indirect measuring method according to different testing objects; the continuity of the measurement can be classified into a discontinuous measurement and a continuous measurement. The direct measurement method is characterized in that strain gauges are directly adhered to the wheels or the steel rails to form a bridge circuit, the transmission relationship between the output of the strain bridge circuit and the action force of the wheel rails is obtained through a calibration test, the strain generated by the contact of the wheels or the steel rails in the running process of the vehicle is tested, and the action force between the wheel rails is obtained. The force measuring steel rails can only be discontinuously distributed in partial sections of train operation, so that the method also belongs to a wheel rail force discontinuous measuring mode, and wheel rail force information of a freight train in the whole-road operation cannot be obtained through local steel rail force measurement due to long railway freight transportation distance, namely the operation safety of the freight train cannot be pre-warned in real time; the force measuring wheel set can realize continuous measurement of wheel-rail force due to the vehicle-mounted characteristic, but when the force measuring wheel set is manufactured, a single wheel set needs to be taken down to perform a series of work such as polishing, surface mounting, bridge assembling, calibration and the like, the manufacturing process requirement is high, the manufacturing cost is high, the production period is long, and meanwhile, after the wheel tread generates large abrasion, the wheel tread needs to be calibrated again, and the method is not suitable for large-scale application of railway freight trains, so that a railway wagon wheel-rail force testing method which is relatively low in cost, high in precision and capable of realizing continuous measurement needs to be found.
Disclosure of Invention
The invention aims to provide a wheel rail force testing method of a bogie of a three-piece goods wagon, so as to achieve the effects of low cost, high precision and continuous measurement of the wheel rail force testing of the wagon.
The technical scheme for solving the technical problems is as follows:
the invention provides a wheel-rail force testing method of three large-piece wagon bogies, which comprises the following steps:
s1: selecting a plurality of strain measuring points of three large freight car bogies meeting preset conditions;
s2: determining a bridge combination mode of the strain measuring points according to the main stress mode of each strain measuring point;
s3: according to the bridge assembly mode, an electric bridge circuit is assembled to obtain three large-piece wagon bogies after bridge assembly;
s4: carrying out a calibration coefficient test on the three large freight car bogies after the bridge combination;
s5: and obtaining the wheel rail force of the three large-piece truck bogies according to the calibration coefficient test.
Optionally, in step S1, the plurality of strain measuring points include: a vertical load strain measuring point and a transverse load strain measuring point.
Optionally, in step S1, the preset condition includes: the sensitivity of the vertical load strain measurement point to the change of the vertical load of the bogie is higher than the sensitivity to the change of the transverse load of the bogie; the sensitivity of the transverse load strain measurement point to the transverse load change of the bogie is higher than the sensitivity to the vertical load change of the bogie; the sensitivity of the load change of the bogie two-position wheel pair to a strain measuring point at the end part of the bogie one-position wheel pair is less than or equal to a preset value; and the sensitivity of the load change of the bogie one-position wheel pair to the strain measuring point at the end part of the bogie two-position wheel pair is less than or equal to the preset value.
Alternatively, the step S4 includes:
s41: setting a front six-degree-of-freedom loading test bed and a rear six-degree-of-freedom loading test bed according to the wheelbases of the three large-piece freight car bogies;
s42: two three-way force sensors are fixed on each six-degree-of-freedom loading test bed;
s43: fixing a steel rail above each three-way force sensor;
s44: correspondingly placing four wheels of the three large-piece wagon bogie on the four steel rails;
s45: and applying load to the three large-piece wagon bogies according to the actual working states of the three large-piece wagon bogies.
Alternatively, the step S5 includes:
s51: acquiring vertical force information and/or transverse force information of the current three-way force sensor under different conditions and strain values of strain bridges at the end part of a bogie where the current three-way force sensor is located;
s52: obtaining a vertical load-strain coefficient and/or a transverse load-strain coefficient of the bogie single-ended strain bridge and a single wheel according to the vertical force information and/or the transverse force information and the strain value;
s53: obtaining a load transfer coefficient matrix according to the vertical load-strain coefficient and/or the transverse load-strain coefficient;
s54: and obtaining the wheel rail force of the three-piece goods wagon bogie according to the load transfer coefficient matrix and the strain value of each strain bridge circuit at the end part of the bogie where the three-way force sensor is located.
Optionally, in step S53, the load transfer coefficient matrix is:
where K denotes a load transfer coefficient matrix, KPiThe vertical load-strain coefficient is represented, i is a strain bridge number, i is 1-2, P represents the vertical force information, Q represents the transverse force information, k representsQiRepresenting the transverse load-strain coefficient.
Optionally, in step S54, the wheel-rail forces of the three trucks are:
wherein the content of the first and second substances,
representing the wheel rail force of the bogie of the three large-piece goods wagon, K representing a load transfer coefficient matrix,
and the strain value of each strain bridge at the end part of the bogie where each three-way force sensor is positioned is shown.
The invention has the following beneficial effects:
strain gauges in different directions are arranged at load sensitive points of a side frame of a railway wagon bogie, and the size of a wheel rail acting load is reversely pushed through the change of dynamic strain of the side frame of the bogie in the running process of the wagon, so that compared with the traditional force measuring wheel pair technology, the test cost is greatly reduced, large-scale equipment can be arranged in the field of railway wagons, and the requirement of monitoring the wheel rail force of the railway wagon is met; compared with the traditional force measuring steel rail technology, the method belongs to a vehicle-mounted measuring mode, can realize continuous test of rail wagon wheel rail acting force, and can give real-time early warning to the running safety of the wagon;
and secondly, a calibration coefficient test is carried out on the freight car bogie which is finished by arranging points and assembling bridges by utilizing the double six-freedom-degree motion platform to simulate the actual running posture of the freight car bogie, the test result is more real and reliable, and errors caused by manual loading and inconsistency with the actual result are avoided.
Drawings
FIG. 1 is a flow chart of a method for testing wheel-rail force of a bogie of a three-piece truck according to the present invention;
FIG. 2 is a flowchart illustrating the substeps of step S4 in FIG. 1;
FIG. 3 is a flowchart illustrating the substeps of step S5 in FIG. 1;
FIG. 4 is a schematic diagram of arrangement of vertical load strain measuring points No. 1 and No. 2 at the end part of a single-position wheel pair on one side of a bogie;
FIG. 5 is a schematic diagram of arrangement of transverse load strain measuring points No. 3 and No. 4 at the end of a wheel pair on one side of a bogie;
FIG. 6 is a bridge circuit composition diagram of a No. 1 vertical load strain measurement point and a No. 2 vertical load strain measurement point at the end of a single-bit side frame wheel pair of a bogie;
FIG. 7 is a bridge circuit composition diagram of a No. 3 transverse load strain measuring point and a No. 4 transverse load strain measuring point at the end of a one-bit side frame wheel pair of a bogie;
FIG. 8 is a schematic view showing the connection mode of each component in the bogie calibration coefficient test;
FIG. 9 is a schematic view of a test bed simulating uneven track loading;
fig. 10 is a schematic view showing the loading of the simulation circuit curve of the test bed.
Description of the reference numerals
1-a vertical mover; 2-three large freight car bogies; 3-steel rail; 41-front six-degree-of-freedom platform; 42-rear six-degree-of-freedom platform; 5-three-way force sensor.
Detailed Description
The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.
Example 1
The technical scheme for solving the technical problems is as follows:
the invention provides a wheel-rail force testing method for three large-piece wagon bogies, which is shown in a reference figure 1 and comprises the following steps:
s1: selecting a plurality of strain measuring points of three large freight car bogies 2 meeting preset conditions;
s2: determining a bridge combination mode of the strain measuring points according to the main stress mode of each strain measuring point;
s3: according to the bridge assembly mode, an electric bridge circuit is assembled to obtain three large-piece goods wagon bogies 2 after bridge assembly;
s4: carrying out a calibration coefficient test on the three large-piece freight car bogies 2 after the bridge combination;
s5: and obtaining the wheel rail force of the three large-piece goods wagon bogies 2 according to the calibration coefficient test.
Optionally, in step S1, the plurality of strain measuring points include: a vertical load strain measuring point and a transverse load strain measuring point.
Optionally, in step S1, the preset condition includes: the sensitivity of the vertical load strain measurement point to the change of the vertical load of the bogie is higher than the sensitivity to the change of the transverse load of the bogie; the sensitivity of the transverse load strain measurement point to the transverse load change of the bogie is higher than the sensitivity to the vertical load change of the bogie; the sensitivity of the load change of the bogie two-position wheel pair to a strain measuring point at the end part of the bogie one-position wheel pair is less than or equal to a preset value; and the sensitivity of the load change of the bogie one-position wheel pair to the strain measuring point at the end part of the bogie two-position wheel pair is less than or equal to the preset value.
Specifically, the preset value may be 0, or may be a set range value of 0, which is not specifically limited in the present invention, and of course, according to the present invention, it can be understood that: the strain measurement points at the ends of the bogie one-wheel pair need to be insensitive to load changes from the bogie two-wheel pair, and the strain measurement points at the ends of the bogie two-wheel pair need to be insensitive to load changes from the bogie one-wheel pair.
Alternatively, referring to fig. 2, the step S4 includes:
s41: according to the wheelbase of the three-piece goods wagon bogie 2, a front six-degree-of-freedom loading test bed and a rear six-degree-of-freedom loading test bed are arranged;
s42: two three-way force sensors 5 are fixed on each six-degree-of-freedom loading test bed;
s43: fixing a steel rail 3 above each three-way force sensor 5;
s44: correspondingly placing four wheels of the three large-piece truck bogies 2 on the four steel rails 3;
s45: and applying load to the three large-piece goods wagon bogies 2 according to the actual working states of the three large-piece goods wagon bogies 2.
Alternatively, referring to fig. 3, the step S5 includes:
s51: acquiring vertical force information and/or transverse force information of the current three-way force sensor 5 under different conditions, and strain values of strain bridges at the end part of a bogie where the current three-way force sensor 5 is located;
s52: obtaining a vertical load-strain coefficient and/or a transverse load-strain coefficient of the bogie single-ended strain bridge and a single wheel according to the vertical force information and/or the transverse force information and the strain value;
s53: obtaining a load transfer coefficient matrix according to the vertical load-strain coefficient and/or the transverse load-strain coefficient;
s54: and obtaining the wheel track force of the three-piece goods wagon bogie 2 according to the load transfer coefficient matrix and the strain value of each strain bridge circuit at the end part of the bogie where the three-way force sensor 5 is positioned.
Optionally, in step S53, the load transfer coefficient matrix is:
where K denotes a load transfer coefficient matrix, KPiAnd a vertical load-strain coefficient, wherein i is a strain bridge number, i is 1-2, P is the vertical force information, Q is the transverse force information, and k isQiRepresenting the transverse load-strain coefficient.
Alternatively, in the step S54, the wheel-rail forces of the three large-piece truck 2 are:
wherein the content of the first and second substances,
showing the wheel-rail force of the three-piece truck 2, and K showing the load transferThe matrix of coefficients is a matrix of coefficients,
representing the strain values of the strain bridges at the end of the bogie where each of said three-way force sensors 5 is located.
Example 2
The invention provides a method for testing the force of the wheel rail of the bogie 2 of the three-piece wagon of the railway by combining the structural characteristics of the bogie 2 of the three-piece wagon of the railway aiming at the defects of the existing wheel rail force testing technology, realizes the continuous test of the force of the wheel rail of the bogie 2 of the three-piece wagon of the railway by a method for indirectly measuring the dynamic strain of the bogie, has stable testing performance, reliable result and low manufacturing cost, and is suitable for the force test of the wheel rail of the bogie 2 of the three-piece wagon of the railway.
The basic principle of the invention for realizing the purpose is as follows: the vertical force and the transverse force of the wheel rails are changed due to factors such as track irregularity, the wheel rail force is transmitted to the bogie through the axle box suspension system, the load of the bogie is changed, the structural deformation of the bogie is further caused, the real-time physical quantity of the strain of the bogie is obtained through testing, the real-time variable quantity of the acting force between the wheel rails is obtained through reverse pushing, and the real-time wheel rail acting force can be obtained by combining the initial axle weight of the bogie.
The invention adopts the technical scheme that the invention achieves the aim that: a method for testing the force of a 2-wheel rail of a bogie of a three-piece goods wagon comprises the following steps:
A. selecting strain measuring points of a bogie 2 of the three large-piece freight cars: the method comprises the steps that a vertical load strain measuring point and a transverse load strain measuring point need to be selected on a rotating frame respectively, the fact that the selected vertical load strain measuring point has high sensitivity to vertical load changes of the bogie and is insensitive to transverse load changes needs to be guaranteed, on the contrary, the selected transverse load strain measuring point needs to have high sensitivity to transverse load changes of the bogie and is insensitive to vertical load changes, meanwhile, a bogie one-wheel pair end strain measuring point needs to be insensitive to load changes from a bogie two-wheel pair, and the bogie two-wheel pair end strain measuring point needs to be insensitive to load changes from the bogie one-wheel pair. For this purpose, referring to fig. 4 and 5, determining that the single-side single-end vertical load strain measuring point of the bogie is located at the position of the central line of the top of the bogie side frame (sheet-1) and the position of the middle part of the edge of the inspection hole of the bogie side frame (sheet-2) by using a finite element calculation method; the single-end transverse load strain measuring points on the single side of the bogie are positioned at the connecting position (sheet-3) of the lower guide frame platform of the bogie and the outer vertical plate of the side frame and the connecting position (sheet-4) of the lower guide frame platform and the inner vertical plate of the side frame; the end part of the one-position wheel pair and the end part of the two-position wheel pair of each bogie have 8 vertical strain measuring points and 8 transverse strain measuring points.
FIG. 4 is a diagram showing the arrangement of No. 1 and No. 2 vertical load strain measuring points at the end of a wheel pair on one-position side of a bogie; FIG. 5 is a schematic diagram showing the arrangement of No. 3 and No. 4 transverse load strain measuring points at the end of a wheel pair on one side of a bogie;
B. the bridge combination scheme of the measuring circuit comprises the following steps: in order to improve the sensitivity of the strain measuring points, reduce the test error and compensate the influence of temperature change on the strain measuring points, the strain measuring points form a bridge circuit, and the bridge forming mode is determined by the main stress mode of the strain measuring points. The No. 1 vertical load strain measuring point generates a compressive strain epsilon under the action of a vertical load1-MNo. 2 vertical load strain measuring point generates tensile strain epsilon under the action of vertical load2-T，ε1-MAnd epsilon2-TThe signs are opposite, meanwhile, the No. 1 and No. 2 strain measuring points are longitudinally arranged along the side frame, when the side frame is subjected to the action of longitudinal and/or transverse loads, the strain values generated by the side frame and the strain values are equivalent in magnitude and the signs are the same, the No. 1 and No. 2 vertical load strain measuring points are connected into adjacent bridge arms to form a half-bridge circuit, so that the influence of the action of the transverse and/or longitudinal loads can be eliminated, and meanwhile, the output signals of a test bridge circuit under the action of the vertical loads can be improved; a No. 3 transverse load strain measuring point and a No. 4 transverse load strain measuring point are connected into adjacent bridge arms to form a half-bridge circuit, when a vertical load acts, the strain signs of the two are the same, the output signal of the circuit is zero after difference is made, when the transverse load acts, the strain signs of the two are opposite, the output signal of the circuit is doubled after difference is made, namely the sensitivity of the test circuit is doubled, and meanwhile, the influence caused by temperature change is eliminated.
FIG. 6 is a bridge circuit composition diagram of a No. 1 vertical load strain measurement point and a No. 2 vertical load strain measurement point at the end of a single-bit side frame wheel pair of a bogie; FIG. 7 is a bridge circuit composition diagram of a No. 3 transverse load strain measuring point and a No. 4 transverse load strain measuring point at the end of a one-bit side frame wheel pair of a bogie;
C. the calibration coefficient test of the bridge circuit for testing the force of the 2-wheel rail of the bogie of the three large-piece goods wagon: in order to obtain the transmission relation between the bogie wheel-rail force input and the output of each test bridge circuit, the calibration coefficient test is carried out on the three large-piece freight car bogies 2 finished by the bridge assembly. The method comprises the steps that front and rear six-degree-of-freedom loading test beds are arranged in space according to the wheelbase of a truck bogie, each six-degree-of-freedom loading test bed is provided with a motion platform which can independently realize horizontal motion along three coordinate axes of the space and rotation around each coordinate axis, a three-way force sensor 5 is fixed on each of the left side and the right side above each six-degree-of-freedom motion platform, a steel rail 3 is fixed above each force sensor, front and rear four wheels of the truck bogie are placed on the steel rails 3 above the front and rear two six-degree-of-freedom loading platforms, the actual working state of the bogie is simulated to load the bogie, and the vertical acting force and the transverse acting force between the wheel rails in the test process are collected through the lower three-way force sensors 5;
a vertical actuator 1 is arranged above the center of the truck bogie, and the actuator is controlled by a constant force signal to simulate the mass of a truck body of a truck above;
FIG. 8 is a schematic view showing the connection mode of each component in the bogie calibration coefficient test;
simulating the unevenness of the track to vertically load the truck bogie: controlling the front and rear six-freedom-degree motion platforms to synchronously deflect at the same angle around the x axis, acquiring vertical force signals and transverse force signals of each force sensor and output signals of each strain bridge, repeating the test for multiple times to deflect the bogie at different angles, drawing a vertical load calibration curve of each strain bridge and a corresponding wheel by taking the vertical force signal P of each force sensor as an abscissa and the strain value epsilon of each strain bridge at the end part of the bogie where the force sensor is positioned as an ordinate, and obtaining the vertical load-strain coefficient k of a single-end strain bridge and a single wheel of the bogiePiAnd similarly, taking a transverse force signal Q of each force sensor as an abscissa and a strain value obtained by calculation of each strain bridge corresponding to the end part of the bogie as an ordinate, drawing a transverse load calibration curve between each strain bridge and a single wheel, and obtaining a transverse load-strain coefficient k of each strain bridge and the single wheelQiWherein Q represents a transverse load, and i is a strain bridge number (i is 1-2);
FIG. 9 is a schematic view of a test bed simulating uneven track loading;
simulating rail distortion irregularity to vertically load the truck bogie: keeping the front-end six-degree-of-freedom platform 41 horizontal, controlling the rear-end six-degree-of-freedom platform 42 to deflect a certain angle around the x axis, collecting force signals of each three-way force sensor 5 and output signals of each strain bridge circuit at the moment when one of the front and rear wheels of the bogie is different from the rest three wheels in the same plane, redrawing a vertical load calibration curve and a transverse load calibration curve, and calculating a load transfer coefficient;
the simulation line curve transversely loads the truck bogie: controlling the front-end six-degree-of-freedom platform 41 to deflect clockwise by a certain angle around a z-axis, controlling the rear-end six-degree-of-freedom platform 42 to deflect anticlockwise by the same angle around the z-axis, enabling four wheel flanges of the truck bogie to be in transverse contact with the steel rail 3 at the moment, collecting force signals of the three-way force sensor 5 and output signals of each bridge circuit, drawing a load calibration curve, and calculating a load transfer coefficient;
FIG. 10 is a schematic view of a test stand simulating the loading of a circuit curve;
the load transfer coefficients obtained by three loading tests are ensured to have better consistency. The load transfer coefficients of the bridges are collated to obtain a load transfer coefficient matrix K, and taking the end of a one-side frame one-wheel pair of a bogie as an example, the load transfer coefficient matrix can be expressed as follows:
D. wheel-rail force calculation: in the calibration coefficient test of the C wheel-rail force test bridge, a corresponding wheel-rail load-bogie strain transfer coefficient matrix K is obtained through calculation according to the known wheel-rail acting force of the force sensor and the output signals of each test bridge; the wheel-rail force testing in the actual truck running is the inverse process of the calibration test, the wheel-rail force P and Q are calculated by knowing a wheel-rail load-bogie strain transfer coefficient matrix K and strain values epsilon of each measuring point, and can be specifically expressed as:
wherein the content of the first and second substances,
representing the wheel-rail force of the three large-piece truck 2, K representing the load transfer coefficient matrix,
representing the strain values of the strain bridges at the end of the bogie where each of said three-way force sensors 5 is located.
Compared with the prior art, the invention has the beneficial effects that:
strain gauges in different directions are arranged at load sensitive points of a side frame of a railway wagon bogie, and the size of a wheel rail acting load is reversely pushed through the change of dynamic strain of the side frame of the bogie in the running process of the wagon, so that compared with the traditional force measuring wheel pair technology, the test cost is greatly reduced, large-scale equipment can be arranged in the field of railway wagons, and the requirement of monitoring the wheel rail force of the railway wagon is met; meanwhile, compared with the traditional force measuring steel rail 3 technology, the method belongs to a vehicle-mounted measuring mode, can realize continuous testing of rail-wheel acting force of the rail wagon, and can give real-time early warning to the running safety of the rail wagon;
and secondly, a calibration coefficient test is carried out on the freight car bogie which is finished by arranging points and assembling bridges by utilizing the double six-freedom-degree motion platform to simulate the actual running posture of the freight car bogie, the test result is more real and reliable, and errors caused by manual loading and inconsistency with the actual result are avoided.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (7)
1. The wheel rail force testing method of the three-piece goods wagon bogie is characterized by comprising the following steps of:
s1: selecting a plurality of strain measuring points of three large freight car bogies meeting preset conditions;
s2: determining a bridge combination mode of the strain measuring points according to the main stress mode of each strain measuring point;
s3: according to the bridge assembly mode, an electric bridge circuit is assembled to obtain three large-piece wagon bogies after bridge assembly;
s4: carrying out a calibration coefficient test on the three large freight car bogies after the bridge combination;
s5: and obtaining the wheel rail force of the three large-piece truck bogies according to the calibration coefficient test.
2. The method for testing wheel rail force of three-piece wagon bogie as recited in claim 1, wherein in step S1, the plurality of strain measuring points comprises:
a vertical load strain measuring point and a transverse load strain measuring point.
3. The wheel rail force testing method of a three-piece wagon bogie as recited in claim 2, wherein in the step S1, the preset conditions include:
the sensitivity of the vertical load strain measurement point to the change of the vertical load of the bogie is higher than the sensitivity to the change of the transverse load of the bogie;
the sensitivity of the transverse load strain measurement point to the transverse load change of the bogie is higher than the sensitivity to the vertical load change of the bogie;
the sensitivity of the load change of the bogie two-position wheel pair to a strain measuring point at the end part of the bogie one-position wheel pair is less than or equal to a preset value;
and the sensitivity of the load change of the bogie one-position wheel pair to the strain measuring point at the end part of the bogie two-position wheel pair is less than or equal to the preset value.
4. The wheel rail force testing method of a three-piece wagon bogie as recited in claim 1, wherein the step S4 comprises:
s41: setting a front six-degree-of-freedom loading test bed and a rear six-degree-of-freedom loading test bed according to the wheelbases of the three large-piece freight car bogies;
s42: two three-way force sensors are fixed on each six-degree-of-freedom loading test bed;
s43: fixing a steel rail above each three-way force sensor;
s44: correspondingly placing four wheels of the three large-piece wagon bogie on the four steel rails;
s45: and applying load to the three large-piece wagon bogies according to the actual working states of the three large-piece wagon bogies.
5. The wheel rail force testing method of the three-piece wagon bogie as recited in claim 4, wherein the step S5 comprises:
s51: acquiring vertical force information and/or transverse force information of the current three-way force sensor under different conditions and strain values of strain bridges at the end part of a bogie where the current three-way force sensor is located;
s52: obtaining a vertical load-strain coefficient and/or a transverse load-strain coefficient of the bogie single-ended strain bridge and a single wheel according to the vertical force information and/or the transverse force information and the strain value;
s53: obtaining a load transfer coefficient matrix according to the vertical load-strain coefficient and/or the transverse load-strain coefficient;
s54: and obtaining the wheel rail force of the three-piece goods wagon bogie according to the load transfer coefficient matrix and the strain value of each strain bridge circuit at the end part of the bogie where the three-way force sensor is located.
6. The method for testing wheel rail force of three-piece wagon bogie as recited in claim 5, wherein in the step S53, the load transfer coefficient matrix is:
where K denotes a load transfer coefficient matrix, KPiThe vertical load-strain coefficient is represented, i is a strain bridge number, i is 1-2, P represents the vertical force information, Q represents the transverse force information, k representsQiRepresenting the transverse load-strain coefficient.
7. The method for testing wheel rail force of three-piece goods wagon bogie as claimed in claim 5, wherein in the step S54, the wheel rail force of the three-piece goods wagon bogie is:
wherein the content of the first and second substances,
representing the wheel rail force of the bogie of the three large-piece goods wagon, K representing a load transfer coefficient matrix,
and the strain value of each strain bridge at the end part of the bogie where each three-way force sensor is positioned is shown.
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