CN219749818U - Rail force coefficient calibration device - Google Patents
Rail force coefficient calibration device Download PDFInfo
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- CN219749818U CN219749818U CN202320994036.0U CN202320994036U CN219749818U CN 219749818 U CN219749818 U CN 219749818U CN 202320994036 U CN202320994036 U CN 202320994036U CN 219749818 U CN219749818 U CN 219749818U
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- 238000009434 installation Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
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- 238000004891 communication Methods 0.000 description 1
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Abstract
The utility model discloses a track force coefficient calibration device, which comprises a plurality of groups of first track rail head clamping units, wherein each group of first track rail head clamping units comprises a connecting plate and two opposite sub-clamps which are vertically and detachably clamped at two sides of a track rail head, and the connecting plate is detachably and fixedly connected between the two sub-clamps and can adjust the distance between the two sub-clamps; the horizontal calibration system comprises a plurality of groups of second rail head clamping units, each group of second rail head clamping units comprises a main clamping plate and an auxiliary clamping plate which are oppositely and horizontally detachably clamped at two sides of the rail head, and the auxiliary clamping plates are detachably and fixedly connected to the main clamping plates and can adjust the fixing positions; the rail force loading unit is detachably and fixedly connected between the rail and the first rail head clamping unit and between the rail and the second rail head clamping unit and keeps pressure contact; the track force coefficient calibration unit is connected to the track. The utility model is suitable for various steel rail type and is convenient for transportation and assembly.
Description
Technical Field
The utility model relates to the field of railway engineering detection, in particular to a track force coefficient calibration device.
Background
Whether a new railway or an operating railway is established, derailment coefficients and wheel load shedding rates are important parameters for safety assessment, and the parameters need to be calculated based on vertical force and horizontal force applied to a steel rail when a train passes through. Therefore, accurately obtaining the relationship between the force value of the steel rail and the output value of the force sensor (namely, the rail force coefficient) is the most important basic work, and relates to the rail force test result.
According to the recently issued hot rolled rails for railways (GB/T2585-2021), 7 rail types are totally used, the sizes are different, the existing rail force coefficient calibration device is manufactured according to a single design of a target rail type, and the device is not applicable to other rail types; the existing track force coefficient calibration device is heavy in structure and not easy to carry manually, and needs to be transported independently, but roads are not paved below most railway access doors, so that the original soil roads are most, traffic vehicles cannot pass, calibration equipment needs to be carried manually, the number of testers and workload are greatly increased, the railway skylight point time is short, and if a large amount of time is spent in a transportation stage from an upper bridge passage to a working place, the track force calibration task cannot be completed in enough time.
Disclosure of Invention
The utility model aims to overcome the defects in the prior art and provides a track force coefficient calibration device so as to solve the problems of narrow application range, heavy structure and difficult transportation of the conventional track force coefficient calibration device.
In order to solve the technical problems, the utility model is realized by adopting the following scheme:
the utility model provides a track force coefficient calibration device, which comprises a track force loading unit, a track force coefficient calibration unit, a vertical calibration system and a horizontal calibration system;
the vertical calibration system comprises a plurality of groups of first rail head clamping units, each group of first rail head clamping units comprises a connecting plate and two opposite sub-clamps which are vertically and detachably clamped at two sides of the rail head, and the connecting plate is detachably and fixedly connected between the two sub-clamps and can adjust the distance between the two sub-clamps;
the horizontal calibration system comprises a plurality of groups of second rail head clamping units, each group of second rail head clamping units comprises a main clamping plate and an auxiliary clamping plate which are oppositely and horizontally detachably clamped at two sides of the rail head, and the auxiliary clamping plates are detachably and fixedly connected to the main clamping plates and can adjust the fixing positions;
the rail force loading unit is detachably and fixedly connected between the rail and the first rail head clamping unit and between the rail and the second rail head clamping unit and keeps pressure contact;
the track force coefficient calibration unit is connected to the track.
Further, the sub-clamp comprises a first fixing plate, a second fixing plate, a fifth connecting bolt and two sub-clamping plates, wherein the first fixing plate and the second fixing plate are detachably and fixedly connected between the two sub-clamping plates, and the plurality of fifth connecting bolts penetrate through the two sub-clamping plates, the first fixing plate and the second fixing plate to detachably and fixedly connect the two sub-clamping plates, the first fixing plate and the second fixing plate.
Further, the clamping device further comprises a first connecting bolt, a first mounting hole A with an adjustable locking position is formed in the top of the sub-clamping plate, a second mounting hole is formed in the connecting plate, and a plurality of first connecting bolts penetrate through the first mounting hole A and the second mounting hole to detachably and fixedly connect the sub-clamp and the connecting plate.
Further, the first mounting hole A is a waist-shaped hole, the second mounting hole is circular, and the diameter of the second mounting hole is the same as the circular arc diameter of the first mounting hole A.
Further, the rail clamp further comprises a second connecting bolt, the second connecting bolt penetrates through the lower parts of the two sub-clamps to detachably and fixedly connect the two sub-clamps, and the second connecting bolt is located above the rail.
Further, the novel clamping device further comprises a fourth connecting bolt, a fifth mounting hole A with the adjustable locking position is formed in the main clamping plate, a ninth mounting hole is formed in the auxiliary clamping plate, and a plurality of fourth connecting bolts penetrate through the fifth mounting hole A and the ninth mounting hole to detachably and fixedly connect the main clamping plate and the auxiliary clamping plate.
Further, the fifth mounting hole A is a waist-shaped hole, the ninth mounting hole is circular, and the diameter of the ninth mounting hole is the same as the circular arc diameter of the fifth mounting hole A.
Further, the rail force loading unit comprises a hydraulic jack and an I-beam, and the hydraulic jack and the I-beam are mutually abutted.
Further, the device further comprises a third connecting bolt, a sixth mounting hole is formed in one end of the I-beam, a fifth mounting hole B is formed in one end, far away from the rail, of the main plate, and the third connecting bolt penetrates through the fifth mounting hole B and the sixth mounting hole to be detachably and fixedly connected with the main plate and the I-beam.
Further, the rail force coefficient calibration unit comprises a strain acquisition instrument and a plurality of strain gauges, wherein the strain gauges are symmetrically connected to two sides of the rail bottom surface or two sides of the rail web of the rail, and the strain gauges are electrically connected with the strain acquisition instrument.
Compared with the prior art, the utility model has the beneficial effects that: the utility model is suitable for various rail types of steel rails, combines the common concept of modules through modularized design, is convenient for transportation and assembly due to the bolt connection among the modules, and takes the functions of calibrating the vertical force rail force coefficient and the horizontal rail force coefficient into consideration.
Drawings
FIG. 1 is a front view of a vertical calibration system and a rail force loading unit in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 2 is a side view of a vertical calibration system and a rail force loading unit in a rail force coefficient calibration apparatus according to an embodiment of the present utility model;
FIG. 3 is a schematic structural view of a neutron splint in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 4 is a schematic structural diagram of a connection board in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 5 is a schematic structural view of a first fixing plate in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 6 is a schematic structural diagram of a second fixing plate in the track force coefficient calibration device according to the embodiment of the present utility model;
FIG. 7 is a top view of a horizontal calibration system and a rail force loading unit in a rail force coefficient calibration apparatus according to an embodiment of the present utility model;
FIG. 8 is a side view of a horizontal calibration system and a rail force loading unit in a rail force coefficient calibration apparatus according to an embodiment of the present utility model;
FIG. 9 is a schematic diagram of a main plate in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 10 is a schematic diagram of the structure of an auxiliary clamping plate in the track force coefficient calibration device according to the embodiment of the utility model;
FIG. 11 is a schematic structural diagram of an I-beam in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 12 is a general structural schematic diagram of a connecting bolt in a rail force coefficient calibration device according to an embodiment of the present utility model;
FIG. 13 is an exemplary diagram of strain data for a rail force coefficient calibration device according to an embodiment of the present utility model when the rail force coefficient is calibrated;
FIG. 14 is an exemplary diagram of a relationship between load and strain when a rail force coefficient calibration device is calibrated according to an embodiment of the present utility model;
in the figure: 1. a sub-splint; 2. a connecting plate; 3. a first fixing plate; 4. a second fixing plate; 5. a main plate; 6. an I-beam; 7a, a first connecting bolt; 7b, a second connecting bolt; 7c, a third connecting bolt; 7d, a fourth connecting bolt; 7e, a fifth connecting bolt; 7i, connecting bolts; 8. a hydraulic jack; 9. an auxiliary clamping plate; 10. a steel rail; 101. a first mounting hole A; 102. a first mounting hole B; 201. a second mounting hole; 301. a third mounting hole A; 302. a third mounting hole B; 401. a fourth mounting hole; 501. a fifth mounting hole A; 502. a fifth mounting hole B; 601. a sixth mounting hole; 901. and a ninth mounting hole.
Description of the embodiments
The utility model is further described below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical aspects of the present utility model, and are not intended to limit the scope of the present utility model.
In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in a specific case.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.
As shown in fig. 1 to 12, the present embodiment provides a track force coefficient calibration device, which is composed of a track force loading unit, a track force coefficient calibration unit, a vertical calibration system and a horizontal calibration system, wherein the track force coefficient calibration device is not only suitable for various rail types, but also is convenient to transport and assemble due to the fact that the modular design is combined with the module sharing concept, and the module is connected by bolts, so that the track force coefficient calibration function of the vertical force and the horizontal track force coefficient calibration function are considered.
Specifically, the vertical calibration system comprises a plurality of groups of first rail head clamping units, each group of first rail head clamping units comprises a connecting plate 2 and two opposite sub-clamps which are vertically and detachably clamped on two sides of the rail head, each sub-clamp comprises a first fixing plate 3, a second fixing plate 4, a fifth connecting bolt 7e and two sub-clamping plates 1, and the upper parts and the lower parts of the two sub-clamping plates 1 are respectively connected with the second fixing plate 4 and the first fixing plate 3 into a single sub-clamp through a plurality of fifth connecting bolts 7 e: the first fixing plate 3 and the second fixing plate 4 are detachably and fixedly connected between the two sub-clamping plates 1, and a plurality of fifth connecting bolts 7e penetrate through first mounting holes B102 formed in the two sub-clamping plates 1, third mounting holes B302 formed in the first fixing plate 3 and fourth mounting holes 401 formed in the second fixing plate 4 to detachably and fixedly connect the two sub-clamping plates 1, the first fixing plate and the second fixing plate; first mounting hole A101 that distributes from top to bottom, adjustable locking position have been seted up to every sub-splint 1 top otic placode, have seted up second mounting hole 201 on the connecting plate 2, and connecting plate 2 and two sub-anchor clamps are connected and are dismantled and can adjust the interval of two sub-anchor clamps through a plurality of first connecting bolts 7 a: the plurality of first connecting bolts 7a penetrate through the first mounting holes A101 and the second mounting holes 201 to detachably and fixedly connect the sub-clamp and the connecting plate 2, wherein the first mounting holes A101 are waist-shaped holes, the second mounting holes 201 are round, and the circular arc diameters of the first mounting holes A101 are the same as the diameters of the second mounting holes 201; the first fixing plate 3 is provided with a third mounting hole A301 slightly higher than the top of the rail head, and the second connecting bolt 7b penetrates through the third mounting hole A301 at the lower parts of the two sub-clamps to detachably and fixedly connect the two sub-clamps: the second connecting bolt 7b can lock the arc clamping groove at the lower end of the sub-clamping plate 1 during fixing, so that the clamp is closely attached to the outer edge of the rail head, and the second connecting bolt 7b can be temporarily put on the rail during installation, thereby providing installation convenience and ensuring that the component does not slide down and overturn.
The horizontal calibration system comprises a plurality of groups of second rail head clamping units, each group of second rail head clamping units comprises a main clamping plate 5 and an auxiliary clamping plate 9 which are oppositely and horizontally detachably clamped at two sides of the rail head, and the main clamping plate and the auxiliary clamping plate form a horizontal clamp; the fifth mounting hole A501 with adjustable locking position is formed in the main plate 5, the ninth mounting hole 901 is formed in the auxiliary plate 9, and the auxiliary plate 9 is detachably and fixedly connected to the main plate 5 through the fourth connecting bolt 7d and can adjust the fixing position: the plurality of fourth connecting bolts 7d penetrate through the fifth mounting hole a501 and the ninth mounting hole 901 to detachably and fixedly connect the main clamping plate and the auxiliary clamping plate, wherein the fifth mounting hole a501 is a waist-shaped hole, the ninth mounting hole 901 is circular, and the arc diameter of the fifth mounting hole a501 is the same as the diameter of the ninth mounting hole.
The track force loading unit is used as a shared module and is detachably and fixedly connected between the track and the first track rail head clamping unit and between the track and the second track rail head clamping unit and keeps pressure contact, the track force loading unit comprises a hydraulic jack 8 and an I-beam 6, the hydraulic jack 8 and the I-beam 6 are mutually abutted, a sixth mounting hole 601 is formed in one end of the I-beam 6, a fifth mounting hole B502 is formed in one end, far away from the track, of the main clamping plate 5, and a third connecting bolt 7c penetrates through the fifth mounting hole B502 and the sixth mounting hole 601 to detachably and fixedly connect the main clamping plate 5 and the I-beam 6.
The track force coefficient calibration unit (not shown in the figure) comprises a strain acquisition instrument (not shown in the figure) and a plurality of strain gauges (not shown in the figure), wherein the plurality of strain gauges are symmetrically connected to the two sides of the rail bottom surface or the two sides of the rail web of the track, and the plurality of strain gauges are electrically connected with the strain acquisition instrument.
Working principle:
building a vertical calibration system: firstly, the relative positions of the second mounting holes 201 and the first mounting holes A101 are adjusted according to the rail type of the target steel rail 10, so that the position relation between the connecting plate 2 and the sub clamping plates 1 is adjusted, namely the distance between the two sub clamps is adjusted, and then the two sub clamps are locked through the second connecting bolts 7b, so that the clamps are closely attached to the outer edge of the rail head of the steel rail 10;
setting up a horizontal calibration system: firstly, the relative positions of a fifth mounting hole A501 and a ninth mounting hole 901 are adjusted according to the rail type of a target steel rail 10 to adjust the position relation between the main clamping plate 5 and the auxiliary clamping plate 9, and then the main clamping plate 5 and the auxiliary clamping plate 9 are locked through a fourth connecting bolt 7d, so that the circular arc clamping grooves of the main clamping plate 5 and the auxiliary clamping plate 9 are closely attached to the outer edge of the rail head of the steel rail 10;
calibrating a track vertical force coefficient:
4 strain gages are respectively adhered to the left side and the right side of the rail bottom surface of the steel rail 10, 2 strain gages are arranged in a group at 90 degrees, the opening is opposite, the distance is 110mm, the direction of the strain gages forms an angle of 45 degrees with the longitudinal direction of the steel rail, 8 strain gages form a full bridge circuit, and the full bridge circuit is connected with a strain acquisition instrument;
the vertical calibration system is arranged on the steel rail 10 according to the construction method, the hydraulic jack 8 is arranged between the I-beam 6 and the steel rail 10, the hydraulic jack 8 is positioned in the middle of the connecting line of the 2 groups of strain gauges, and the I-beam 6 and the vertical calibration system are used as counterforces devices to react the vertical force exerted by the hydraulic jack 8 to the top of the rail head of the steel rail 10;
starting the hydraulic jack 8 at a constant speed, calibrating the hydraulic jack according to the first gear of 10kN, recording strain data of each gear by an acquisition instrument, and maximally applying the strain data to be more than 130kN and not less than the estimated maximum load, as shown in fig. 13;
according to the recorded vertical load-strain data of each group, linear calculation is performed to obtain a linear equation of y=kx+a, a relationship between the vertical load and the strain of the steel rail 10 is established, and a proportionality coefficient k in the linear equation is a wheel rail vertical force coefficient, as shown in fig. 14.
The track horizontal force coefficient calibration method comprises the following steps:
4 strain gages are respectively adhered to the left and right sides of the web of the steel rail 10, 2 strain gages are arranged in a group at 90 degrees, the opening is opposite, the distance is 110mm, the direction of the strain gages forms an angle of 45 degrees with the longitudinal direction of the steel rail, and 8 strain gages form a full bridge circuit and are connected with a strain acquisition instrument;
the horizontal calibration system is arranged on the steel rail 10 according to the construction method, the hydraulic jack 8 is arranged between the public module 6 and the steel rail 10, the hydraulic jack 8 is positioned in the middle of the connecting line of the 2 groups of strain gauges, and the I-beam 6 is used as a counterforce device to react the horizontal force exerted by the hydraulic jack 8 to the outer side edge of the rail head of the steel rail;
starting the hydraulic jack 8 at a constant speed, calibrating according to 5kN as a first gear, recording strain data of each gear by an acquisition instrument, and maximally applying more than 50kN and not less than the estimated maximum load, as shown in fig. 13;
according to the recorded horizontal load-strain data of each group, linear calculation is performed to obtain a linear equation of y=kx+a, a horizontal load-strain relation of the steel rail 10 is established, and a proportionality coefficient k in the linear equation is a wheel rail horizontal force coefficient, as shown in fig. 14.
It should be understood that the above-described fig. 13 and 14 are merely examples of strain data, load and strain relationships for the rail force coefficient calibration device at the time of rail force coefficient calibration, and are not specific to the rail vertical force coefficient calibration or the rail horizontal force coefficient calibration.
The foregoing is merely a preferred embodiment of the present utility model, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present utility model, and such modifications and variations should also be regarded as being within the scope of the utility model.
Claims (10)
1. The track force coefficient calibration device is characterized by comprising a track force loading unit, a track force coefficient calibration unit, a vertical calibration system and a horizontal calibration system;
the vertical calibration system comprises a plurality of groups of first rail head clamping units, each group of first rail head clamping units comprises a connecting plate and two opposite sub-clamps which are vertically and detachably clamped at two sides of the rail head, and the connecting plate is detachably and fixedly connected between the two sub-clamps and can adjust the distance between the two sub-clamps;
the horizontal calibration system comprises a plurality of groups of second rail head clamping units, each group of second rail head clamping units comprises a main clamping plate and an auxiliary clamping plate which are oppositely and horizontally detachably clamped at two sides of the rail head, and the auxiliary clamping plates are detachably and fixedly connected to the main clamping plates and can adjust the fixing positions;
the rail force loading unit is detachably and fixedly connected between the rail and the first rail head clamping unit and between the rail and the second rail head clamping unit and keeps pressure contact;
the track force coefficient calibration unit is connected to the track.
2. The track force coefficient calibration device of claim 1, wherein the sub-clamp comprises a first fixing plate, a second fixing plate, a fifth connecting bolt and two sub-clamping plates, wherein the first fixing plate and the second fixing plate are detachably and fixedly connected between the two sub-clamping plates, and the plurality of fifth connecting bolts penetrate through the two sub-clamping plates, the first fixing plate and the second fixing plate and detachably and fixedly connect the two sub-clamping plates, the first fixing plate and the second fixing plate.
3. The track force coefficient calibration device according to claim 2, further comprising a first connecting bolt, wherein the top of the sub-clamping plate is provided with a first mounting hole A capable of adjusting the locking position, the connecting plate is provided with a second mounting hole, and the plurality of first connecting bolts penetrate through the first mounting hole A and the second mounting hole to detachably and fixedly connect the sub-clamp and the connecting plate.
4. A rail force coefficient calibration device according to claim 3, wherein the first mounting hole a is a waist-shaped hole, the second mounting hole is circular, and the diameter of the second mounting hole is the same as the circular arc diameter of the first mounting hole a.
5. The rail force factor calibration device of claim 1, further comprising a second connecting bolt extending through the lower portions of the two sub-clamps to detachably and fixedly connect the two sub-clamps and the second connecting bolt being located above the rail.
6. The track force coefficient calibration device according to claim 1, further comprising a fourth connecting bolt, wherein a fifth mounting hole A capable of adjusting the locking position is formed in the main clamping plate, a ninth mounting hole is formed in the auxiliary clamping plate, and a plurality of fourth connecting bolts penetrate through the fifth mounting hole A and the ninth mounting hole to detachably and fixedly connect the main clamping plate and the auxiliary clamping plate.
7. The track force coefficient calibration apparatus of claim 6, wherein the fifth mounting hole a is a waist-shaped hole, the ninth mounting hole is circular, and the diameter of the ninth mounting hole is the same as the circular arc diameter of the fifth mounting hole a.
8. The track force coefficient calibration device according to claim 1, wherein the track force loading unit comprises a hydraulic jack and an i-beam, and the hydraulic jack and the i-beam are abutted against each other.
9. The track force coefficient calibration device of claim 8, further comprising a third connecting bolt, wherein a sixth mounting hole is formed in one end of the i-beam, a fifth mounting hole B is formed in one end of the main plate, which is far away from the track, and the third connecting bolt penetrates the fifth mounting hole B and the sixth mounting hole to detachably and fixedly connect the main plate and the i-beam.
10. The track force coefficient calibration device according to claim 1, wherein the track force coefficient calibration unit comprises a strain gauge and a plurality of strain gauges, the plurality of strain gauges are symmetrically connected to both sides of the rail bottom surface or the rail web of the track, and the plurality of strain gauges are electrically connected to the strain gauge.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320994036.0U CN219749818U (en) | 2023-04-27 | 2023-04-27 | Rail force coefficient calibration device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320994036.0U CN219749818U (en) | 2023-04-27 | 2023-04-27 | Rail force coefficient calibration device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219749818U true CN219749818U (en) | 2023-09-26 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320994036.0U Active CN219749818U (en) | 2023-04-27 | 2023-04-27 | Rail force coefficient calibration device |
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| Country | Link |
|---|---|
| CN (1) | CN219749818U (en) |
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- 2023-04-27 CN CN202320994036.0U patent/CN219749818U/en active Active
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