CN209085834U - Transverse direction and vertical dynamic force loading device for wheel track ground testing system - Google Patents
Transverse direction and vertical dynamic force loading device for wheel track ground testing system Download PDFInfo
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- CN209085834U CN209085834U CN201821361956.4U CN201821361956U CN209085834U CN 209085834 U CN209085834 U CN 209085834U CN 201821361956 U CN201821361956 U CN 201821361956U CN 209085834 U CN209085834 U CN 209085834U
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Abstract
The utility model discloses a kind of transverse directions for wheel track ground testing system and vertical dynamic force loading device, the transverse direction and vertical dynamic force loading device, which are firmly hammered into shape using dynamic hammering method to rail, applies dynamic force, and the power hammer includes tup, hammer body and dynamic force test sensor.The method for carrying out vertical wheel rail force calibration with hammering method can solve the problem of existing vertical wheel rail force ground is demarcated with this loading method, improve measurement accuracy and calibration accuracy, while solving the not portable disadvantage of loading system heaviness.
Description
Technical field
The utility model relates to railway engineering the field of test technology, are used for wheel track ground testing system more particularly to one kind
Transverse direction and vertical dynamic force loading device.
Background technique
When train orbits, the active force between wheel track be guarantee train safety traffic design important parameter it
One, the safety indexes for being related to train derailing and toppling, i.e. derailment coefficients and rate of wheel load reduction.The accurate meter of this two parameters
Calculate the accurate measurement and calibration depended on to wheel rail force.Wheel rail force can be accurately detected, the snake to train will be directly related to
The judgement of the danger operation state such as row unstability, wheel tread flat, Super leaning load.And in wheel rail force test, it can be accurately right
Wheel rail force is demarcated, and will be directly related to the test result of wheel rail force, to influence to comment the judgement of train operational safety
Valence.
The ground calibration test of wheel rail force is according to People's Republic of China's railroad industry standard TB/T 2489-2016 at present
" wheel-rail lateral force and vertical force ground test method ", the standard specifies lateral and vertical loading method, position and phases
Arrangement and group bridge connection type of the strain transducer for the strain measurement answered etc., the test of wheel rail force is using between deformation of rail strain
Measurement is connect, since the structure and rigidity of actual track are different, the deformation and distribution that rail generates under same stress condition are not
Together, thus the test of wheel rail force need to corresponding track carry out on-line proving.
Loading method and device laterally are demarcated such as with vertical force as defined in above-mentioned railroad industry standard TB/T 2489-2016
It is static loading mode shown in Fig. 7 and Fig. 8, transverse direction and vertical force is applied by the loading device 8 being mounted on rail 4.
Loading frame 7 is a rectangular frame in vertical force loading system shown in Fig. 8, and the lower beam and rail 4 of frame are flat
Row, loading device 8, which is suspended on the lower beam of frame, applies vertical force, two rigidity hooks 9 at frame both ends to rail downwards
It is contacted with rail foot surface.During reinforcing, when reinforcing head applies pressure to rail downwards, due to the reaction force of rail
Necessarily to loading frame generate an opposition, the result is that the hook 9 at loading frame both ends the bottom surface of rail generate to
On pulling force, as shown in figure 9, this is with track, wheel is applied on rail generated forces acted on rail state in actual operation
Loading force distribution is entirely different.
Figure 10 and Figure 11 gives with theoretical modeling analysis as a result, comparing in 3 kinds of vertical support stiffness of different tracks
Under conditions of rail deformation, there are two types of vertical forces suffered by the rail of consideration, first is that in the two neighboring sleeper intermediate point of rail
Apply the vertical force for being applied to rail of vertical force simulating wheel, second situation is that simulation uses vertical force loading system (Fig. 8
And Fig. 9) mode apply vertical force.It under two kinds of loading environments, is influenced by the vertical support stiffness of track, the maximum of rail becomes
Shape amount is different along the spreading range of track length with deformation.As can be seen that due to the loading frame hook tape of vertical force loading system
The influence of the reaction force come, vertical force load(ing) point and vertical force amplitude under the same conditions, using vertical shown in Fig. 8
Force loading system, the maximum deformation quantity of rail is low than correctly reinforcing mode (above-mentioned the first), in Fig. 6 and shown in Fig. 7
In example, difference has reached 50%-60%.
Above-mentioned analysis result indicates the loading method of the calibration of vertical wheel rail force specified in TB/T 2489-2016
First be also its major defect, i.e., vertical wheel rail force measurement calibration can underestimate deformation of rail (strain) thus bring high error,
The accuracy for affecting vertical wheel rail force calibration value leads to the reliability drop of the rail security parameter calculated based on measurement result
It is low, potential security risk is brought to the railway system.
Secondly, in actual measurement, using the loading method of vertical wheel rail force discussed above, loading frame itself first is wanted
Have enough rigidity, while in order to reach required vertical wheel rail force, loading device be essentially all with additional hydraulic device come
It is loaded to rail, keeps a whole set of vertical force loading system heavier.Especially when measurement place is narrow have inconvenient traffic when, such as in tunnel
In road or on bridge, whole system can not use vehicle transport to tested point, can only manual handling, increase the work of tester
It measures.
Third, there is no detailed regulation is made to the size rigidity etc. of loading frame, this is resulted in TB/T 2489-2016
Basic size, stiffness parameters and the deflection of loading frame of loading system etc. used designed by different gaugers can all have
Institute is different, so not can guarantee the consistency of measurement result.
Utility model content
In order to solve above-mentioned technical problem, the purpose of this utility model is: providing a kind of for wheel track ground
The transverse direction of test macro and vertical dynamic force loading device, propose the method for carrying out vertical wheel rail force calibration with hammering method, use
This loading method can solve the problem of existing vertical wheel rail force ground calibration, improve measurement accuracy and calibration accuracy, together
When solve the not portable disadvantage of loading system heaviness.
The technical solution of the utility model is:
A kind of transverse direction and vertical dynamic force loading device, the transverse direction and vertical dynamic for wheel track ground testing system
Force loading device, which is firmly hammered into shape using dynamic hammering method to rail, applies dynamic force, and the power hammer includes tup, hammer body and dynamic force
Test sensor.
In preferred technical solution, the hammer body of the transverse direction and vertical dynamic force loading device includes operating device, is used for
Drive tup.
In preferred technical solution, the hammer body of the transverse direction and vertical dynamic force loading device is integrated composition or by multiple
The complex of unit composition, the hypophysis are made of high density material.
In preferred technical solution, the size of the hammer force of the power hammer by tup quality and drop hammer/go hammer into shape speed into
Row control.
In preferred technical solution, when applying lateral dynamic force, the hammer body that power is hammered into shape is hung on bracket with rope level,
The tup is directed at rail head；When applying vertical dynamic force, the end face opposite with hammer body that power is hammered into shape is hung in branch with elastic rope
On frame, the tup is perpendicular to rail head.
Compared with prior art, the utility model has the advantages that:
The emphasis of the utility model is wheel rail force test on-line proving using dynamic hammering normal direction rail application dynamic force, is taken
Accurate wheel is obtained for static loading mode and loading device specified in above-mentioned railroad industry standard TB/T 2489-2016
The calibration of rail dynamic force solves to underestimate high measurement error brought by track vertical wheel rail force present in TB/T 2489-2016,
The consistency of calibration result is improved, while a whole set of scaling scheme device has the characteristics that measurement accuracy is high, high efficiency is easy to operate.
The utility model is more of practical significance in the wheel rail force calibration of high-speed railway rail, because with train running speed
Raising, the dynamic force between wheel track also increases as, demarcate with the mode of dynamic force more scientific and reasonable.
Detailed description of the invention
The utility model is further described with reference to the accompanying drawings and embodiments:
Fig. 1 is the schematic diagram of wheel track dynamic force ground test calibration system (applying vertical dynamic force)；
Fig. 2 is the schematic diagram of wheel track dynamic force ground test calibration system (applying lateral dynamic force)；
Fig. 3 is the schematic diagram of lateral static force augmentor；
Fig. 4 is lateral and vertical dynamic force loading device schematic diagram；
Fig. 5 is that (wheel-rail lateral force calibration) schematic diagram is arranged in strain gauge means foil gauge patch and group bridge；
Fig. 6 is that (vertical wheel rail force calibration) schematic diagram is arranged in strain gauge means foil gauge patch and group bridge；
Fig. 7 is that the wheel-rail lateral force that TB/T 2489-2016 recommends demarcates loading device schematic diagram；
Fig. 8 is that the vertical wheel rail force that TB/T 2489-2016 recommends demarcates loading device schematic diagram；
Fig. 9 is based on TB/T 2489-2016 " wheel-rail lateral force and vertical force ground test method " vertical force loading device
Rail actual loading schematic diagram；
Figure 10 is that two kinds of vertical wheel rail forces demarcate loading method (the utility model and TB/T 2489-2016) deformation of rail
Compare deformation schematic diagram one；
Figure 11 is that two kinds of vertical wheel rail forces demarcate loading method (the utility model and TB/T 2489-2016) deformation of rail
Compare deformation schematic diagram two；
Figure 12 is other wheel track dynamic cross forces calibration reinforcing schematic diagram；
Figure 13 is other wheel track dynamic vertical forces calibration reinforcing schematic diagram one；
Figure 14 is other wheel track dynamic vertical forces calibration reinforcing schematic diagram two.
Specific embodiment
To make the objectives, technical solutions and advantages of the present invention clearer, With reference to embodiment
And referring to attached drawing, the utility model is further described.It should be understood that these descriptions are merely illustrative, and do not really want
Limit the scope of the utility model.In addition, in the following description, descriptions of well-known structures and technologies are omitted, to avoid not
Necessarily obscure the concept of the utility model.
Embodiment 1:
In conjunction with shown in Fig. 1-3, test calibration system is loaded by laterally static force loading device 1, lateral and vertical dynamic force
Device 2, static force and dynamic force and the deformation strain measuring device 3 of rail composition pass through load dress to the rail 4 of rail system
Set the deformation strain amount that the deformation strain acquisition unit force rail of rail is measured under conditions of applying known loading force, unit force steel
The calibration content of the deformation strain amount of rail includes lateral static deformation dependent variable and lateral dynamic deformation dependent variable and vertical dynamic
Deformation strain amount, unit force include static force and dynamic force, and static force and dynamic force are by force sensor measuring, deformation of rail strain
Amount is measured by strain transducer 5.
Laterally static state force loading device 1, by loading head 11, load bar 12, load cell 13, loading mechanism 14 and rail head
15 composition of bearing.
Laterally static state force loading device 1 is horizontally set between two rail 4, and laterally one end of static state force loading device 1 is set
It is equipped with loading head 11, laterally the other end of static state force loading device 1 connects the rail head 41 of another rail 4 by rail head bearing 15,
Loading head 11 is connect with rail head bearing 15 by load bar 12 and loading mechanism 14, and loading mechanism 14 therein is drive load bar
12 apply the device of cross force to rail head 41, can use hydraulic-driven, be also possible to screw-rod structure and driven manually by Wrench
Dynamic or any suitable driving method.Load cell 13 can be force snesor or corresponding strain transducer for measuring
Cross force suffered by rail head of rail.
Loading head 11 applies static load power to 41 single-point of rail head of tested rail 4, and laterally static state force loading device 1 is another
One end rail head supports 15 reaction forces and is undertaken by another rail 4, and load cell 1 can be force snesor or corresponding strain
Sensor.
Lateral and vertical dynamic force loading device 2, augmentor used are dynamic force hammer 21.
21 are firmly hammered into shape using dynamic hammering method in wheel rail force test on-line proving applies vertical or lateral dynamic to rail 4
Power, as shown in figure 4, power hammer 21 is made of tup 22, hammer body 23 and dynamic force test sensor 24 etc., dynamic force test therein
Sensor 24 is mounted between tup 22 and hypophysis 23, the vertical or lateral dynamic force being subject to for measuring hammer rail.
It in wheel rail force calibration process, is hammered into shape using the power with handle, with waving the mode of power hammer 21 manually to rail rail
First 41 apply vertical and cross force respectively, and tup 23 uses metallic aluminium tup.
At 90, the drop point site repeatedly measured will be weighed for the longitudinal direction of the decline route and tested rail that guarantee tup when reinforcing
Renaturation is high.
Deformation of rail strain is measured by strain transducer 5, and strain transducer used is resistance strain plate 51 and strain
Piece group bridge unit 52.
Carry out wheel track it is quiet/calibration of dynamic cross force when, the rail under wheel track laterally static and lateral dynamic force effect
Deformation strain is measured by strain transducer, i.e., resistance strain plate 51 is arranged in 4 two sides rail bottom upper surface of rail with patch mode.
It is every a pair of for (or the orthogonal type strain of two orthogonal foil gauges as shown in figure 5, totally 4 pairs of resistance strain plate used
Flower) with the longitudinal angle at 45 ° of rail；Horizontal position asymmetrical arrangement center line between the bearing of adjacent sleeper 6 (at vertical force load)
Rail bottom edge 20-25mm is left at two sides, 160-250mm of distance, the center of foil gauge.The foil gauge group bridge unit is by 4 pairs
Resistance strain plate forms a full-bridge 52, and series connection two is in 4 rail bottom upper surface same side of rail but symmetrical on each bridge arm
In the foil gauge of two adjacent 6 center lines of sleeper.
When carrying out the calibration of wheel track dynamic vertical force, the deformation strain of rail is by straining under the vertical dynamic force effect of wheel track
Sensor measurement, i.e. resistance strain plate 51 are arranged on the central axis web of the rail of rail two sides with patch mode, as shown in Figure 6.
Totally 4 pairs of resistance strain plate used, every a pair is that two orthogonal foil gauges (or an orthogonal type strain rosette) are pasted onto steel
The two sides of the rail web of the rail, and with the longitudinal angle at 45 ° of rail；The vertical position of foil gauge is at the natural axis of rail, horizontal position
Asymmetrical arrangement center line (at vertical force load) two sides, distance 160-250mm between the bearing of adjacent sleeper 6.The strain
Piece group bridge unit forms a full-bridge 52 by 4 pairs of resistance strain plates, and series connection two is same in steel rail web 42 on each bridge arm
Side but the foil gauge for being symmetrical with two adjacent 6 center lines of sleeper.
The length of resistance strain plate should be not more than 5mm, and patch angles and positions error should be not more than 5 ° and 2mm respectively,
Insulation resistance after strain gauge adhesion is no less than 500M ' Ω.
In order to guarantee the accuracy of track wheel rail force calibration and the calculating reliability of subsequent rail relevant parameter, rail two sides
The patch location of rail bottom upper surface 43 and the resistance strain plate on the central axis web of the rail face of rail two sides is arranged on rail
Same cross-sectional position.
The theoretical analysis result of Figure 10-11 show identical vertical force act under, the maximum deformation quantity of rail and deformation
Longitudinal Extension degree influenced by rail system support stiffness, therefore the rail system for carrying out above-mentioned preceding 5 demarcating steps is answered
This and the rail system surveyed online have identical track vertical and lateral support system, including railway roadbed fastener etc..
Embodiment 2:
Used measuring process and scaling method and measuring device are equal to 1 phase of the above embodiments in this embodiment
Together, it is to apply lateral and vertical dynamic force to rail using different hammer modes of dropping hammer or go without putting.
When applying lateral dynamic force, the tup 22 of power hammer 21 is hung on bracket (Figure 12) with rope, bracket is foldable
Portable, when test site environment is unfavorable for laying bracket, two experimenters can be with bearing or portable mode slings hammer
Head is because using dynamically load mode, and the weight of tup does not have to very greatly, and this loading method feasibility is high and is not measured
Place limitation.
When applying vertical dynamic force, the tup 22 that power hammers 21 into shape can be hung on bracket with elastic rope, with the mode of dropping hammer
Apply vertical dynamic force, as shown in figure 13, power hammer 21 is hung on bracket using spring 25 is dropped hammer, tup slings mode and Figure 12
It is similar, it can also use and hold the method that handle drops hammer, as shown in figure 14 etc..
The size of hammer force is controlled by tup quality with dropping hammer/going hammer speed.Tup can be it is knockdown, by more
A mass block is composed, and is controlled convenient for tup quality.
It should be understood that the above-mentioned specific embodiment of the utility model is used only for exemplary illustration or explains this reality
With novel principle, without constituting limitations of the present invention.Therefore, in the spirit and scope without departing from the utility model
In the case of any modification, equivalent substitution, improvement and etc. done, should be included within the scope of protection of this utility model.In addition,
The appended claims for the utility model are intended to cover to fall into attached claim scope and boundary or this range and boundary
Whole change and modification in equivalent form.
Claims (4)
1. a kind of transverse direction for wheel track ground testing system and vertical dynamic force loading device, which is characterized in that the transverse direction
It is firmly hammered into shape using dynamic hammering method to rail with vertical dynamic force loading device and applies dynamic force, the power hammer includes tup, hammer
Body and dynamic force test sensor.
2. the transverse direction according to claim 1 for wheel track ground testing system and vertical dynamic force loading device, special
Sign is that the hammer body of the transverse direction and vertical dynamic force loading device includes operating device, for driving tup.
3. the transverse direction according to claim 1 for wheel track ground testing system and vertical dynamic force loading device, special
Sign is that the hammer body of the transverse direction and vertical dynamic force loading device is integrated the complex for constituting or being composed of multiple units,
The hammer body is made of high density material.
4. the transverse direction according to claim 1 for wheel track ground testing system and vertical dynamic force loading device, special
Sign is that the size of the hammer force of the power hammer is controlled by tup quality and hammer speed of dropping hammer/go.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821361956.4U CN209085834U (en) | 2018-08-23 | 2018-08-23 | Transverse direction and vertical dynamic force loading device for wheel track ground testing system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821361956.4U CN209085834U (en) | 2018-08-23 | 2018-08-23 | Transverse direction and vertical dynamic force loading device for wheel track ground testing system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110254467A (en) * | 2019-06-21 | 2019-09-20 | 中国神华能源股份有限公司 | Caliberating device |
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2018
- 2018-08-23 CN CN201821361956.4U patent/CN209085834U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110254467A (en) * | 2019-06-21 | 2019-09-20 | 中国神华能源股份有限公司 | Caliberating device |
| CN110254467B (en) * | 2019-06-21 | 2020-07-07 | 中国神华能源股份有限公司 | Calibration device |
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