WO2020082408A1 - 一种轨道车辆碰撞试验系统及方法 - Google Patents

一种轨道车辆碰撞试验系统及方法 Download PDF

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Publication number
WO2020082408A1
WO2020082408A1 PCT/CN2018/113352 CN2018113352W WO2020082408A1 WO 2020082408 A1 WO2020082408 A1 WO 2020082408A1 CN 2018113352 W CN2018113352 W CN 2018113352W WO 2020082408 A1 WO2020082408 A1 WO 2020082408A1
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WIPO (PCT)
Prior art keywords
test
barrier
vehicle
trolley
end wall
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PCT/CN2018/113352
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English (en)
French (fr)
Inventor
王卉子
安超
冯超
张相宁
李志永
伊召锋
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2020082408A1 publication Critical patent/WO2020082408A1/zh

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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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M7/00—Vibration-testing of structures; Shock-testing of structures
    • G01M7/08—Shock-testing

Definitions

  • the present application relates to the technical field of rail vehicles, in particular, to a rail vehicle crash test system and method.
  • the crash test system of related rail vehicles generally draws on the relatively mature car crash test of crash test research, that is, when carrying out the crash test of rail vehicles, the reinforced concrete building is built at the end of the track line as a fixed
  • a real locomotive is used as a power source device to drive the test vehicle to accelerate, and then it hits a fixed barrier built at the end of the line to complete the crash test.
  • rail vehicles are usually composed of several sections, or even dozens of vehicles.
  • EMUs the mass of a single section vehicle is 60 tons, and at least eight vehicles are formed. Therefore, rail vehicles have large volume and large mass.
  • Characteristics the instantaneous impact load of rail vehicles during collision is very large, as a fixed barrier for rail vehicle crash tests needs to withstand huge impact loads, therefore, it is necessary to build a large-area reinforced concrete building with a foundation structure As a fixed barrier, the construction cost often needs to cost tens of millions or even hundreds of millions of yuan, and the construction of reinforced concrete buildings requires a fixed site, resulting in higher construction costs and the construction of fixed barrier sites can no longer be used for other purposes.
  • Rail vehicles are always operated in the fixed line network domain.
  • the type of accident is relatively fixed, generally including the collision or rear-end of rail passenger cars, and rail passenger cars and rails.
  • Due to the collision or rear-end collision of freight cars the design conditions defined in the collision standard of rail vehicles are: two trains of the same marshalling collide with each other, or collide with a moving equivalent freight car. Therefore, the collision test between rail vehicles and fixed buildings cannot meet the crash standards of rail vehicles, nor can it truly reflect the actual situation of collision between rail vehicles.
  • the embodiments of the present application provide a rail vehicle crash test system and method.
  • the rail vehicle crash test system uses a barrier vehicle that can move along the track instead of a fixed barrier, without the need to build a reinforced concrete building at the end of the track, and can The collision test is completed on the relevant rail through the collision of the barrier car and the test trolley. Therefore, it can solve the problem that the fixed barrier of the relevant collision test system covers a large area, has a high construction cost, and cannot truly reflect the actual situation of the collision between the rail vehicles problem.
  • a rail vehicle crash test system including:
  • a barrier vehicle which can move along the track
  • test trolley which can move along the track and is opposite to the barrier vehicle along the track;
  • a power source device which is detachably connected to the test trolley and / or the barrier vehicle for driving the test trolley and / or the barrier vehicle to The barrier vehicle and the test trolley collide at a predetermined speed.
  • the barrier vehicle includes:
  • a vehicle body, an end of the vehicle body facing the test trolley is provided with a first end wall for performing a crash test, and a first end for connecting the power source device is provided on the other end facing away from the test trolley Connection structure
  • a first running part, the first running part is fixedly connected to the bottom of the vehicle body and can move along the track;
  • the first braking system is used to brake the first running part.
  • the barrier vehicle further includes a mass center of gravity adjustment mechanism disposed on the vehicle body, and the mass center of gravity adjustment mechanism is used to adjust the mass and the center of gravity height of the barrier vehicle.
  • the mass center of gravity adjustment mechanism includes a first frame adjustably mounted on the vehicle body and a first counterweight mounted on the first frame.
  • the vehicle body is further provided with a second end wall opposite to the first end wall, and a second end wall fixedly connected between the first end wall and the second end wall A first side wall and a second side wall fixedly connected between the first end wall and the second end wall;
  • the second side wall is parallel and opposite to the first side wall, and an accommodating space for installing the first frame is formed between the first side wall and the second side wall;
  • the first frame is installed on the first side wall and the second side wall.
  • the first side wall includes a plurality of first pillars spaced apart in the horizontal direction, and a plurality of first pillars spaced apart in the vertical direction and fixedly connected to the first pillars A beam, one end of the first beam is connected to the first end wall, and the other end is connected to the second end wall;
  • the second side wall includes a second upright column one-to-one opposite to the first upright column, and a second crossbeam one-to-one opposite to the first crossbeam and fixedly connected to the second upright column
  • One end of the beam is connected to the first end wall, and the other end is connected to the second end wall;
  • One end of the first frame is mounted on the first beam, and the other end is mounted on the second beam.
  • a side surface of the first beam facing the second beam is provided with a plurality of first mounting holes arranged in a vertical direction;
  • the second crossbeam is provided with a plurality of second mounting holes arranged in a vertical direction on a side surface facing the first crossbeam;
  • the first frame is provided with a plurality of third mounting holes corresponding to the plurality of first mounting holes on one side surface facing the first beam, and on the other side surface facing the second beam A plurality of fourth mounting holes corresponding to the plurality of second mounting holes are provided;
  • the first frame is fixedly connected to the first beam by first fasteners penetrating the corresponding first mounting holes and the third mounting holes, and is penetrating the corresponding second mounting holes and the first
  • the second fasteners in the four mounting holes are fixedly connected to the second crossbeam.
  • the first weight block is a steel plate, a steel block or a lead block, and the first weight block is provided with a first fixed through hole;
  • the first frame is provided with a first fixing hole corresponding to the first fixing through hole;
  • the first weight is fixedly connected to the first frame by a third fastener passing through the first fixing through hole and the first fixing hole.
  • the vehicle body is further provided with a plurality of first reinforcements fixedly connected between the first end wall and the vehicle body, and fixedly connected to the second end wall And a plurality of second reinforcements between the vehicle body;
  • a plurality of the first reinforcements are used to enhance the strength of the first end wall; a plurality of the second reinforcements are used to enhance the strength of the second end wall.
  • the vehicle body is provided with a first brake trigger device for controlling the action of the first brake system.
  • the first brake triggering device is a travel switch, a lever protruding from the vehicle body, or a handle protruding from the vehicle body.
  • the first end wall is provided with at least one of a first through hole, a first threaded hole, and a first T-shaped groove on a surface facing away from the second end wall;
  • the first connection structure is at least one of a coupler, a second through hole, a second threaded hole, and a second T-shaped groove provided on a surface of the second end wall facing away from the first end wall.
  • the test trolley includes:
  • An underframe the underframe is provided with a collision end wall at an end facing the barrier car;
  • a second running part, the second running part is installed at the bottom of the bottom frame and can move along the track;
  • the test trolley further includes a mass adjustment mechanism disposed on the chassis, and the quality adjustment mechanism is used to adjust the quality of the test trolley.
  • the mass adjustment mechanism includes a second weight that is fixedly connected to the chassis.
  • the test trolley further includes a limit structure disposed on the underframe, and the limit structure is used to limit the second counterweight to limit the The second weight is held on the chassis.
  • the limit structure includes a plurality of limit posts disposed along the circumferential direction of the second weight block.
  • test trolley is also provided with a reinforcing structure for enhancing the structural strength of the collision end wall.
  • the reinforcement structure includes a plurality of third reinforcement members fixedly connected to the collision end wall and the chassis.
  • the test trolley further includes an installation seat and / or a second connection structure provided on the underframe and opposite the collision end wall, the installation seat and the first connection structure Both connection structures are used to connect the power source equipment to carry and transmit the driving load of the power source equipment to drive the test trolley.
  • the mounting base is provided with a mounting plane at an end facing away from the collision end wall;
  • the second connection structure is detachably mounted on the installation plane.
  • At least one of a third through hole, a third threaded hole, and a third T-shaped slot is provided on a side surface of the collision end wall facing away from the chassis.
  • the test trolley further includes a second brake trigger device disposed on the chassis and used to control the action of the second brake system.
  • the second brake triggering device is a travel switch, a lever protruding from the chassis, or a handle protruding from the chassis.
  • the power source device may be, but not limited to, a locomotive, a traction motor system, an air gun, or a hydraulic gun.
  • it further includes a test and data acquisition device for acquiring collision data and images during the collision test, and a synchronous triggering device provided on the barrier vehicle or the test vehicle The synchronous triggering device is used to control the action of the test and data acquisition equipment when the barrier vehicle collides with the test vehicle.
  • the test and data acquisition device is at least one of a high-speed camera, a strain gauge, a grating, and a sensor;
  • the synchronous triggering device is a metal dome-type piezoelectric switch or a ribbon switch.
  • test method for performing a crash test using any one of the above technical solutions.
  • the test method includes the following steps:
  • barrier cars Provide rails, barrier cars, test trolleys, and power source equipment, and park the barrier cars on the rails;
  • the power source device is separated from the test trolley, and the power source device is braked;
  • test method for performing a crash test using any one of the above technical solutions.
  • the test method includes the following steps:
  • the power source device is used to drive the test trolley to move along the track toward the barrier vehicle, and the power source is driven when the distance between the test trolley and the barrier vehicle reaches a predetermined distance
  • the equipment is detached from the test trolley, and the speed of the test trolley when reaching the collision position is the impact speed;
  • the test trolley hits the barrier vehicle
  • the synchronous trigger device starts and controls the test and data collection equipment to start to collect collision data during the collision test;
  • the steps of determining the mass of the barrier vehicle and the mass of the test trolley, and determining the impact speed of the test trolley against the barrier vehicle according to The test piece and the momentum theorem of the test trolley determine the mass of the barrier car, the mass of the test trolley, and the impact velocity.
  • the rail vehicle crash test system provided in the embodiments of the present application is used, because the barrier vehicle and the test vehicle in the crash test system can relatively move on the track, and the motion of the test vehicle or the barrier vehicle is driven by the power source device.
  • the crash test of rail vehicles can be completed. Therefore, the crash test system can use a barrier car moving along the track instead of a fixed barrier, without the need to build a reinforced concrete building as a fixed barrier at the end of the track, without occupying a separate site and capable of Reduce the construction cost, and can complete the collision test of the barrier car and the test trolley on the relevant track through the driving of the power source device, which can truly reflect the actual situation of the collision of the rail vehicle. Therefore, the above rail vehicle collision test system can solve The fixed barriers of the related collision test system occupy a large area, have a high construction cost, and cannot truly reflect the actual situation of collision between rail vehicles.
  • FIG. 1A is a schematic structural diagram of a rail vehicle crash test system provided by an embodiment of the present application.
  • FIG. 1B is a plan view of the rail vehicle crash test system in FIG. 1A;
  • FIG. 2 is a schematic diagram of a collision between a test vehicle and a barrier vehicle in the rail vehicle collision test system of FIG. 1A;
  • FIG. 3 is a schematic structural diagram of a barrier car of the rail vehicle crash test system in FIG. 1A;
  • FIG. 4 is a schematic diagram of the A-direction structure of the barrier vehicle in FIG. 3;
  • FIG. 5 is a schematic diagram of the B-direction structure of the first end wall of the barrier car in FIG. 3;
  • FIG. 6 is a schematic view of the C-direction structure of the second end wall of the barrier car in FIG. 3;
  • FIG. 7 is a partial enlarged view of part D of the first end wall of the barrier car in FIG. 3;
  • FIG. 8 is a schematic diagram of the connection structure between the barrier cars in FIG. 3;
  • FIG. 9 is a schematic structural diagram of a test vehicle of the rail vehicle collision test system in FIG. 1A;
  • FIG. 10 is a schematic diagram of the E-direction structure of the test trolley in FIG. 9;
  • FIG. 11 is a schematic view of the structure of the test piece installed on the test trolley of FIG. 9;
  • FIG. 12 is a partial enlarged view of part F of the test trolley with the test piece installed in FIG. 11;
  • FIG. 13 is a flowchart of a rail vehicle crash test method provided by an embodiment of the present application.
  • 3-barrier car 31-body; 32-first connection structure; 33-first running part; 34-first braking system; 35-mass center of gravity adjustment mechanism; 36-bolt; 37-nut; 311-3 First end wall; 312-second end wall; 313-first side wall; 314-second side wall; 315-first reinforcement; 316-second reinforcement; 341-first braking device; 342- First brake cylinder; 343-first brake trigger device; 351-first frame; 352-first counterweight; 353-connecting plate; 354-third fastener; 3111-first T-shaped groove; 3112-first transverse T-shaped groove; 3113-first longitudinal T-shaped groove; 3121-second through hole; 3131-first upright column; 3132-first crossbeam; 3141-second upright column; 3142-second crossbeam;
  • 4-Test trolley 41-Underframe; 42-Second running part; 43-Second brake system; 44-Quality adjustment mechanism; 45-Limit structure; 46-Mounting seat; 47-Second connection structure; 411-collision end wall; 412-reinforcement structure; 431-second brake device; 432-second brake cylinder; 433-second brake trigger device; 441 second counterweight; 442-fixture; 451- Limit post; 452-limiting plate; 4521-first support; 4522-second support; 461-installation plane; 462-third reinforcement; 4111 third T-shaped groove;
  • 6-test and data collection equipment 61-ground test and data collection equipment; 62-first vehicle test and data collection equipment; 63-second vehicle test and data collection equipment;
  • the technical staff found that the crash test system of the relevant rail vehicle uses the reinforced concrete building built at the end of the line as a fixed barrier, which has a large area of the fixed barrier, high construction cost and cannot be truly reflected The actual situation of collision between rail vehicles.
  • an embodiment of the present application provides a rail vehicle crash test system and method.
  • the rail vehicle crash test system includes a rail, a barrier car, a test vehicle, and a power source device; the barrier car can move along the rail;
  • the test trolley can move along the track, and is arranged along the track relative to the barrier truck;
  • the power source device is detachably connected to the test trolley and / or barrier truck to drive the test trolley and / or the test trolley connected to it Or barrier car movement; detachable connection means that the power source device can push the test trolley or barrier car from the rear to move toward the direction of the test impact position, so as to accelerate and maintain the test trolley 4 or barrier car
  • the power source equipment is separated from the test vehicle or barrier vehicle, and the traction power to the test vehicle or barrier vehicle is stopped.
  • the crash test system uses a barrier car that can move along the track instead of a fixed barrier, without the need to build a reinforced concrete building at the end of the track, and can complete the crash test through the collision of the barrier car and the test vehicle on the relevant track. Therefore, The invention can solve the problems that the fixed barrier of the related collision test system covers a large area, has a high construction cost, and cannot truly reflect the actual situation of collision between rail vehicles.
  • the above-mentioned rail vehicle may be any vehicle traveling along a fixed rail, such as a rail passenger car, a rail freight car, a city rail train, a locomotive, a tram, an EMU, a high-speed rail vehicle, and the like.
  • the crash test of rail vehicles can be a crash test between two rail vehicles of the same type, a crash test between two rail vehicles of different types, or a crash test can be performed on various parts of the rail vehicle.
  • An embodiment of the present application provides a rail vehicle crash test system 1, as shown in the structure of FIGS. 1A, 1B, and 2, the crash test system 1 includes:
  • Track 2 the track 2 can use any track 2 such as monorail, dual-rail, etc. used by existing rail vehicles, or a rail track specially constructed for crash test of rail vehicles: track; in order to reduce the test cost, you can Use existing railway tracks;
  • the barrier car 3, the barrier car 3 can move along the track 2; as shown in the structure of FIGS. 1A and 1B, the barrier car 3 can be parked on the track 2 statically, or can move along the track 2; the barrier car 3 can It is made of refitted old rail vehicles and can meet the test index requirements by changing the quality of the barrier car 3; the barrier car 3 can be used as a rigid wall in the crash test system 1 or as a moving rail vehicle;
  • Test trolley 4 the test trolley 4 can move along the track 2 and is opposite to the barrier vehicle 3 along the track 2; as shown in the structure of FIG. 1A and FIG. 1B, the test trolley 4 can move along the track 2 and move with the wall
  • the barrier car 3 is relatively set; the test trolley 4 can also be made from refitted old rail vehicles, and can meet the test index requirements by changing its own quality;
  • a power source device 5 the power source device 5 is detachably connected to the test vehicle 4 and / or the barrier vehicle 3 for driving the test vehicle 4 and / or the barrier vehicle 3 connected thereto to The barrier vehicle 3 and the test vehicle 4 collide at a predetermined speed.
  • the power source device 5 may be one.
  • the power source device 5 is connected to the test cart 4 or the barrier car 3 to drive the test cart 4 connected thereto or After the barrier car 3 reaches the predetermined speed required by the crash test, it can be slowed down by the braking system of the power source device 5 to automatically disengage from the test car 4 or the barrier car 3 to make the test car 4 operate independently.
  • the rail vehicle crash test system 1 provided in the embodiment of the present application is used, because the barrier car 3 and the test trolley 4 in the crash test system 1 can relatively move on the rail 2, and the test trolley is driven by the power source device 5 4 and / or the barrier car 3 can be moved to complete the crash test of the rail vehicle.
  • the crash test system 1 can use the barrier car 3 instead of the fixed barrier, without the need to build a reinforced concrete building as a fixed barrier at the end of the track 2 It does not need to occupy a separate site and can reduce the construction cost, and can complete various crash tests of the barrier car 3 and the test trolley 4 on the existing track 2 by the driving of the power source device 5, and the barrier car 3
  • the mass and the mass of the test trolley 4 are equal and larger, for example, when the mass of the barrier car 3 and the mass of the test trolley 4 are set to 60 tons, the collision between rail vehicles of the same weight can be simulated
  • the real situation can truly reflect the actual situation of the rail vehicle collision. Therefore, the use of the above rail vehicle collision test system 1 can solve the existing fixed barrier of the collision test system 1 with a large footprint and construction. This high and can not be a true reflection of the actual situation of the problem of collision between rail vehicles.
  • the barrier vehicle 3 may adopt the following embodiments:
  • the barrier car 3 used in the rail vehicle crash test system 1 may include a car body 31, a first running part 33, and a first braking system 34;
  • Car body 31 the end of the car body 31 facing the test trolley 4 is provided with a first end wall 311 for crash test, and the first connection structure 32 is provided at the other end facing away from the test trolley 4;
  • the body 31 is provided with a first end wall 311 for crash test at an end facing the test vehicle 4, that is, the first end wall 311 can be used as an impact surface during a crash test between rail vehicles;
  • a second end wall 312 is provided at the other end of the vehicle body 31 facing away from the test trolley 4.
  • the second end wall 312 can also be used as an impact surface in a crash test, and can also be provided with a first end for connecting the power source device 5.
  • a connection structure 32, the first connection structure 32 may be a coupler, or one or a combination of a second through hole 3121, a second threaded hole and a second T-shaped slot provided with the coupler;
  • the first connection structure 32 can be connected to a power source device 5 such as a locomotive, and the barrier vehicle 3 can be driven to move along the track through the power source device 5; as shown in the structure of FIG. 8, two or Multiple barrier cars 3 are connected together;
  • the first running part 33 is fixedly connected to the bottom of the vehicle body 31 and can move along the track 2; the first running part 33 is fixedly connected to the bottom of the vehicle body 31 and can move along the track 2 for driving the vehicle body 31 Move along the track 2; as shown in the structure of FIG. 3, the first running portion 33 may be a bogie, which enables the barrier car 3 to move along the track 2 under the drive of the power source device 5, so that the barrier car 3 can Move to the test position along the track 2 and can leave the test position along the track 2 after the collision test is completed, being dragged to an idle position, so that the track 2 can be used normally outside the time of the crash test, and the barrier car 3 does not need to occupy a fixed site;
  • the first braking system 34 which is used to brake the first running portion 33.
  • the bottom of the vehicle body 31 is provided with a first brake system 34 for braking the barrier car 3.
  • the first brake system 34 can accurately stop the barrier car 3 on the track 2
  • the designated position on the top is convenient for the crash test; under normal circumstances, the first brake system 34 may include a first brake device 341, a first brake cylinder 342 for driving the first brake device 341 action, in this book
  • the first brake system 34 may further include a first brake trigger device 343 provided on the vehicle body 31, and the first brake cylinder 342 and the first brake are activated by activating the first brake trigger device 343
  • the device 341 communicates, and the first brake device 341 starts to operate by driving the first brake cylinder 342 to brake the first running portion 33 of the barrier car 3.
  • the first brake system 34 may be a pneumatic brake system, a hydraulic brake system, or an electromagnetic brake system; as shown in the structure of FIG. 3, the first brake device 341 may be a brake caliper mounted on the first running portion 33 ; The first brake cylinder 342 may be a brake air cylinder or a brake cylinder.
  • the barrier car 3 is provided with a first end wall 311 for crash test at one end of the vehicle body 31. During the crash test of a rail vehicle, the first end wall 311 of the barrier car 3 may be used as an impact surface. Therefore, the barrier car 3 can replace the reinforced concrete building used as a fixed barrier in the related art; the barrier car 3 can be converted into a new railroad car or a new one.
  • the existing rail 2 can be used as the movement track of the barrier car 3, therefore, the barrier car 3 can not only replace the fixed barrier in the related art, but also move, and can truly reflect the collision between rail vehicles And it is flexible to use and does not need to occupy a fixed site. It can be removed from the track 2 after the collision test is completed.
  • the barrier truck 3 and the track 2 can be reused multiple times, and the utilization rate is high.
  • the barrier car 3 has the characteristics of low manufacturing cost, no need to occupy a fixed site, reusability and high utilization rate, and can solve the problems of large floor space and high construction cost of the relevant reinforced concrete building.
  • the barrier vehicle 3 further includes a mass center of gravity adjustment mechanism 35 provided on the vehicle body 31, and the mass center of gravity adjustment mechanism 35 is used to adjust the mass and the center of gravity of the barrier vehicle 3.
  • the barrier vehicle 3 Since the barrier vehicle 3 is provided with a mass center of gravity adjustment mechanism 35 on the vehicle body 31, the total mass and the center of gravity height of the barrier vehicle 3 can be adjusted by the mass center of gravity adjustment mechanism 35, therefore, before the crash test, the mass center of gravity adjustment mechanism can be used 35 Adjust the total mass and the height of the center of gravity of the barrier car 3, and then the mass ratio between the barrier car 3 and the test trolley 4 can be adjusted to meet the test index of the fixed barrier during the crash test of the rail vehicle, so that the crash test It can truly reflect the test results of the rail vehicle with a larger mass during the collision process, and is convenient for the later improvement of the design structure and safety of the rail vehicle.
  • the mass center of gravity adjustment mechanism 35 includes a first frame 351 adjustably mounted on the vehicle body 31 and a first weight 352 mounted on the first frame 351.
  • the first frame 351 can be directly mounted on the vehicle body 31 through the circumferential direction and / or the bottom.
  • the first frame 351 can be any structure such as a tray-like structure, a bracket, a plate-like structure, etc.
  • the frame 351 may also be installed on the first side wall 313 and the second side wall 314 of the vehicle body 31 through fasteners such as bolts 36 and nuts 37, or may be installed on the first side wall 313 and second wall 314 of the vehicle body 31 through bolts 36 and nuts 37.
  • the first weight 352 can be fixedly connected to the first frame 351 by a third fastener 354.
  • the installation position and height of the first frame 351 on the vehicle body 31 can be adjusted, and then the installation position and height of the first weight 352 can be adjusted, so as to adjust the total mass and height of the center of gravity of the barrier truck 3.
  • the first weight block 352 may be a steel plate, a steel block, a lead block, an iron block, or a reinforced concrete block, etc., which has a relatively large mass.
  • the installation height and position of the first frame 351 can be The height and position of the first counterweight 352 can be adjusted by the first frame 351 installed on the vehicle body 31. Therefore, the total mass and the position of the center of gravity of the barrier car 3 can be adjusted by adjusting the installation of the first frame 351 The height and the number of the first weights 352 are changed so that the total mass and height of the center of gravity of the barrier vehicle 3 meet the requirements of the crash test.
  • the barrier car 3 can also meet the requirements of different crash tests for fixed barriers, so that the barrier car 3 can be used for different tracks In the collision test of the vehicle, the use range and utilization efficiency of the barrier car 3 are improved.
  • the car body 31 is also provided with a second end wall 312 opposite to the first end wall 311, fixedly connected to the first end wall A first side wall 313 between the 311 and the second end wall 312, and a second side wall 314 fixedly connected between the first end wall 311 and the second end wall 312;
  • the first side wall 313 may include a plurality of first pillars 3131 arranged at intervals in the horizontal direction, and a plurality of first beams 3132 arranged at intervals in the vertical direction and fixedly connected to the first pillars 3131, one end of the first beam 3132 Connected to the first end wall 311 and the other end to the second end wall 312; as shown in the structure of FIGS.
  • the first side wall 313 may include four first uprights 3131 that are vertically and spaced apart from the car body 31 And five first beams 3132 arranged horizontally on the first pillar 3131, and the two ends of the first beam 3132 are connected to the first end wall 311 and the second end wall 312 respectively; the first pillars 3131 and the third A beam 3132 forms a first side wall 313;
  • the second side wall 314 includes a second vertical column 3141 corresponding to the first vertical column 3131, and a second horizontal beam 3142 corresponding to the first horizontal beam 3132 and fixedly connected to the second vertical column 3141.
  • One end of the second horizontal beam 3142 Connected to the first end wall 311 and the other end to the second end wall 312; as shown in the structure of FIGS.
  • the second side wall 314 may include four second uprights 3141 that are vertically and spaced apart from the car body 31 And five second beams 3142 arranged on the second pillar 3141 in the horizontal direction, and the two ends of the second beam 3142 are connected to the first end wall 311 and the second end wall 312 respectively; the second pillar 3141 and the first The second beam 3142 forms a second side wall 314;
  • the second side wall 314 is parallel to and opposite to the first side wall 313, and a receiving space for installing the first frame 351 is formed between the first side wall 313 and the second side wall 314 ;
  • the first frame 351 is installed on the first side wall 313 and the second side wall 314; as shown in the structure of FIGS. 3 and 4, a first frame 351 is formed between the first side wall 313 and the second side wall 314 for installation The receiving space; one end of the first frame 351 is mounted on the first beam 3132, and the other end is mounted on the second beam 3142.
  • the first side wall 313 and the second side wall 314 in the barrier vehicle 3 are formed by cross columns and beams, and the first side wall 313 and the second side wall 314 are opposed to the first ends of the car body 31
  • the wall 311 and the second end wall 312 are supported and strengthened, which can increase the structural strength and rigidity of the first end wall 311 and the second end wall 312, and make the structure of the barrier car 3 the same as the structure of a real rail vehicle. Improve the authenticity of the rail vehicle crash test, which can improve the accuracy and reliability of the test results.
  • the number of the first uprights 3131 and the first beams 3132 forming the first side wall 313 and the number of the second uprights 3141 and the second beams 3142 forming the second side wall 314 are not limited to the figures. 4 limited by the structure, in the actual design, production, manufacturing and use, the number of first posts 3131 can be four, or one, two, three or more, and the number of first beams 3132 It may also be one, two, three, or more; and the specific formation structure of the first side wall 313 and the second side wall 314 is not limited to the structure in which the post and the beam cross in FIG. 3, the first side wall 313
  • the second side wall 314 may also be composed of components of any structural form such as steel plates and cement plates.
  • the first beam 3132 may be provided on the side surface facing the second beam 3142 along the vertical Multiple first mounting holes arranged in directions; the first mounting holes may be through holes, threaded holes, etc .;
  • the second beam 3142 is provided with a plurality of second mounting holes arranged in a vertical direction on a side surface facing the first beam 3132; the second mounting holes may correspond one-to-one with the first mounting holes;
  • the first frame 351 is provided with a plurality of third mounting holes corresponding to the plurality of first mounting holes on one side surface facing the first beam 3132, and provided with a plurality of multiple mounting holes on the other side surface facing the second beam 3142 A plurality of fourth mounting holes corresponding to the second mounting holes;
  • the first frame 351 is fixedly connected to the first beam 3132 by a first fastener threaded through the corresponding first mounting hole and the third mounting hole, and is threaded through the corresponding second mounting hole and the fourth mounting hole
  • the second fastener in the hole is fixedly connected to the second beam 3142.
  • the first frame 351 can be mounted on the first beam 3132 and the second beam 3142 by fasteners, and The installation positions of the first frame 351 on the first cross beam 3132 and the second cross beam 3142 can be adjusted through a plurality of mounting holes, which is convenient for adjusting the total mass and height of the center of gravity of the barrier truck 3.
  • the first weight block 352 may be a steel plate, a steel block, a lead block, an iron block, or a reinforced concrete block and other large-quality objects.
  • the first weight block 352 is fixedly installed on the first frame 351, such as As shown in the structure of FIG. 4, the first counterweight block 352 is provided with a first fixed through hole, and the first frame 351 is provided with a first fixed hole corresponding to the first fixed through hole, the first counterweight block 352
  • the third fastener 354 passing through the first fixing through hole and the first fixing hole is fixedly connected to the first frame 351.
  • the third fastener 354 may be a fastener such as a bolt 36, a screw, a rivet, or the like.
  • the first weight 352 is fixedly connected to the first frame 351 by the third fastener 354, the first weight 352 can be easily installed on or removed from the first frame 351 Down; through the disassembly and assembly of the first counterweight 352 can easily and flexibly change the number, and then can easily adjust the total mass and height of the center of gravity of the barrier car 3.
  • a connecting plate 353 is further provided between the first weights 352, so that at least two third fasteners 354 pass through the connecting plate 353, and a plurality of third fasteners 354 are formed into an integrated structure through the connecting plate 353,
  • the first weight block 352 is fixedly installed on the first frame 351, and the connecting plate 353 is a long plate-shaped structure or a square plate-shaped structure, which can improve the stability and reliability of the first weight block 352, and can improve Safety of crash test.
  • the vehicle body 31 is further provided with a plurality of first reinforcement members 315 fixedly connected between the first end wall 311 and the vehicle body 31, and fixedly connected to the second end wall 312 and the vehicle A plurality of second reinforcements 316 between the bodies 31; a plurality of first reinforcements 315 are used to enhance the strength of the first end wall 311; a plurality of second reinforcements 316 are used to enhance the strength of the second end wall 312.
  • the first reinforcement member 315 and the second reinforcement member 316 are both support columns. One end of the support column is connected to the end wall and the other end is connected to the car body 31. The structural strength and strength of the end wall are strengthened by the support column.
  • the first reinforcing member 315 and the second reinforcing member 316 may be not only support columns, but also plate-shaped members or block-shaped members, as long as they can serve the purpose of strengthening the structural strength of the end wall.
  • the vehicle body 31 is further provided with a first brake trigger device 343 for controlling the action of the first brake system 34.
  • the first brake triggering device 343 may be a travel switch, a lever protruding from the vehicle body 31 or a handle protruding from the vehicle body 31.
  • the first brake in the first brake system 34 can be started by triggering the first brake trigger device 343
  • the actuating cylinder 342 operates so that the first brake cylinder 342 communicates with the first brake device 341, and the first brake device 341 starts to operate by driving the first brake cylinder 342 to achieve the first
  • the running unit 33 brakes to brake the barrier car 3, so the barrier car 3 can be braked by the first brake system 34 during the crash test or during the movement of the barrier car 3, to The speed and position of the barrier car 3 are controlled, and the occurrence of danger can be prevented, which is beneficial to improve the safety of the crash test.
  • the first end wall 311 is provided with a first through hole, a first threaded hole, and a first T-shaped groove 3111 on the surface facing away from the second end wall 312 At least one of; as shown in the structure of FIG.
  • the surface of the first end wall 311 is provided with a first T-shaped groove 3111, and the first T-shaped groove 3111 may include a first lateral T-shaped groove 3312 extending in the horizontal direction And the first longitudinal T-shaped groove 3113 extending in the vertical direction, only the first horizontal T-shaped groove 3312 extending in the horizontal direction or the first longitudinal T-shaped groove 3113 extending in the vertical direction may be provided, or
  • the surface of one end wall 311 facing away from the second end wall 312 is provided with a first T-shaped groove 3111 at an angle to the vertical direction, that is, to form an angle between the extending direction of the first T-shaped groove 3111 and the vertical direction,
  • the included angle may be any angle between 0 and 90 °, such as: 30 °, 45 °, 60 °, 75 °; and the surface of the first end wall 311 may also be provided with a first through hole and / or a first thread The hole shown in FIG.
  • the first T-shaped groove 3111 is only a specific arrangement structure of the first T-shaped groove 3111.
  • the first The specific structure of the surface of one end wall 311 can be set according to actual needs; the specific structure of the first T-shaped groove 3111 can refer to FIG. 7, the bolt head of the bolt 36 can be inserted into the first T-shaped groove 3111, and then by extending the first The screw of the T-shaped groove 3111 is used to install any component or device such as the test piece 8, buffer device, detection device or barrier car 3; through the first through hole, the first threaded hole or the first provided on the surface of the first end wall 311
  • the T-shaped groove 3111 can increase the use range of the barrier car 3.
  • the first connection structure 32 is at least one of a coupler, a second through hole 3121, a second threaded hole, and a second T-shaped groove provided on the surface of the second end wall 312 facing away from the first end wall 311;
  • 3 shows the structure, the surface of the second end wall 312 is provided with a coupler, through which the coupler can be connected to any power source device 5 such as a locomotive, so that the barrier vehicle 3 moves along the track 2 by the drive of the power source device 5;
  • the surface of the second end wall 312 is provided with a plurality of second through holes 3121.
  • another barrier vehicle 3 can also be connected by bolts 36 and nuts 37, that is, Two or more barrier cars 3 are connected to form a barrier car group to increase the total mass of the barrier car group as a fixed barrier, and any components or devices such as other parts can also be connected through the second through hole 3121; Moreover, the arrangement structure and the number of the second through holes 3121 are not limited to those shown in FIG. 6, and can be specifically set according to the actual situation.
  • the above-mentioned barrier car 3 can be used as a rigid barrier in the rail vehicle crash test system 1 and has the advantage of being able to move, and it can be converted into or rebuilt with an existing waste rail vehicle; fixed with an existing reinforced concrete building Compared with the barrier, it has the characteristics of low manufacturing cost, no need to occupy a fixed site and can be reused.
  • test vehicle 4 may adopt the following embodiments:
  • the test trolley 4 may include an undercarriage 41, a second running part 42 and a second braking system 43; the undercarriage 41 is provided with a collision end wall 411 at the end facing the barrier car 3
  • the second running part 42 is installed at the bottom of the bottom frame 41 and can move along the track 2; the second braking system 43 is used to brake the second running part 42.
  • the second brake system 43 may include a second brake device 431 mounted on the second running portion 42 and a second brake cylinder 432 for driving the second brake device 431 to brake.
  • the second brake system 43 may be a pneumatic brake system, a hydraulic brake system, or an electromagnetic brake system; as shown in the structure of FIG. 9, the second brake device 431 may be a brake caliper mounted on the second running portion 42 ;
  • the second brake cylinder 432 may be a brake cylinder or a brake cylinder.
  • the above test trolley 4 can move along the track 2 through the second running part 42 and collide with the barrier car 3 through the collision end wall 411 provided at one end of the chassis 41 to complete Crash test; the test trolley 4 can reach the predetermined speed and test location required by the crash test under the drive of the power source device 5, and leave the test location along the track 2 after the crash test is completed; therefore, the track 2 remains after the crash test is completed It can continue to be used, and the test trolley 4 and the barrier car 3 can be driven off the track 2 by the power source device 5 or can be reused; therefore, the flexibility and utilization rate of the rail vehicle crash test system 1 can be improved.
  • the test trolley 4 may further include a mass adjustment mechanism 44 provided on the bottom frame 41, and the mass adjustment mechanism 44 is used to adjust the quality of the test trolley 4.
  • the mass and the center of gravity of the test trolley 4 can be adjusted by the mass adjustment mechanism 44, so the test bench can be adjusted by the mass adjustment mechanism 44 before the crash test
  • the total mass and height of the center of gravity of the car 4 can further adjust the mass ratio between the barrier car 3 and the test trolley 4 to meet the test indicators of the test trolley 4 during the crash test of the rail vehicle, so that the crash test can be truly It reflects the test results of the rail vehicle with a larger mass during the collision and facilitates the improvement of the design structure and safety of the rail vehicle in the later period.
  • both the barrier car 3 and the test trolley 4 can change their own masses according to the actual test conditions to simulate the crash test between rail cars of various qualities;
  • the momentum theorem of dynamics shows that during the collision between the test vehicle 4 and the barrier vehicle 3, part of the initial kinetic energy of the test vehicle 4 is converted into the deformation energy of the test piece 8 during the collision, and the other part of the kinetic energy Then it is converted into the kinetic energy of the barrier car 3 and the test trolley 4, such as: making the barrier car 3 retreat along the track 2 and / or moving the test trolley 4 in the reverse direction; of course, after the collision, the barrier car 3 gains In the case of a part of the kinetic energy, the backward movement may occur.
  • the test trolley 4 may be stopped, reversed, or continued to move forward; the situation after the collision and the quality of the barrier car 3 at the time of the collision, The quality of the test trolley 4, the energy absorption performance of the test piece 8 and the impact speed of the test trolley 4 are all related.
  • the kinetic energy absorbed by the barrier car 3, the test trolley 4 and the test piece 8 are all related to the ratio of the mass of the test trolley 4 and the barrier car 3; when a full plastic collision occurs, the test piece 8
  • the energy absorbed can be calculated by the following formula:
  • T 1 is the initial kinetic energy of the test trolley 4 before the collision
  • m 1 is the total mass of the test trolley 4 and the test piece 8
  • m 2 is the total mass of the barrier truck 3
  • ⁇ T is the collision The energy absorbed by the test piece 8.
  • the collision test requirements of various test pieces 8 can be met, and the barrier vehicle 3 and the test vehicle 4 can be calculated according to the formula To retreat the distance in order to grasp the range of the collision area during the collision test, so that the ground test and data collection equipment 61 such as high-speed cameras, strain gauges, gratings, sensors, accelerometers, etc. can be arranged within the collision area before the collision test, so as to facilitate Collection of various data during the crash test.
  • the ground test and data collection equipment 61 such as high-speed cameras, strain gauges, gratings, sensors, accelerometers, etc.
  • the mass adjustment mechanism 44 includes a plurality of second weights 441 fixedly connected to the chassis 41.
  • the mass adjustment mechanism 44 may include a plurality of second weights 441 fixedly connected to the bottom frame 41.
  • the plurality of second weights 441 may be neatly stacked on the bottom frame 41 by a plurality of second weights provided on the bottom frame 41.
  • the second counterweight 441 can adjust the quality of the test trolley 4 so that the mass ratio of the test trolley 4 to the barrier vehicle 3 reaches the test index; the second counterweight 441 can be fixedly installed on the bottom frame 41 or the bottom
  • the frame 41 is integrally formed; by increasing or decreasing the number of the second weights 441, various rail vehicles can be simulated to achieve the accuracy and authenticity of the crash test.
  • the second weight 441 may be made of the same material as the first weight 352, and the second weight 441 may also be a steel plate, steel block, lead block, iron block, or reinforced concrete block, etc. Objects.
  • the masses of the first counterweight 352 and the second counterweight 441 may be 1 ton, 2 ton, 3 ton, 4 ton, and 5 ton.
  • the test trolley 4 Since the mass of the second weight 441 is large, and the impact load of the test trolley 4 is large during the crash test, in order to improve the safety of the crash test, the second weight 441 is prevented from being exposed to a large impact load.
  • the test trolley 4, the barrier vehicle 3 or the track 2 are damaged under the action, as shown in the structure of FIG. 9 and FIG. 10, the test trolley 4 further includes a limit structure 45 provided on the bottom frame 41.
  • the limit structure 45 is used for The second weight 441 is restricted to position the second weight 441 on the bottom frame 41.
  • the limit structure 45 may include a plurality of limit posts 451 provided along the circumferential direction of the second weight block 441, or may include a plurality of limit plates 452 provided around the second weight block 441, or may be provided by A plurality of limit posts 451 and a plurality of limit plates 452 in the circumferential direction of the second weight block 441 are formed, and the purpose is to limit the second weight block 441 through the limit structure 45 to make the second weight block 441 always remains on the chassis 41 during the collision. As shown in the structure of FIG.
  • the second weight 441 is a steel plate with a rectangular parallelepiped structure
  • the limit structure 45 includes a plurality of limit posts 451 disposed on both sides of the second weight 441 and a second weight
  • the limiting plates 452 on the other two sides of the 441, at the same time, in order to improve the structural strength of the limiting plate 452, a first support 4521 and a second support 4522 are provided on the side of the limiting plate 452 facing away from the second weight 441
  • a third support the first support 4521 and the second support 4522 can be pillars, and the third support can be a support plate;
  • the support structure of the limit plate 452 is not limited to the structure in the figure, each limit
  • the bit plate 452 may adopt any combination of the first supporting member 4521, the second supporting member 4522, or the third supporting member, or may adopt other supporting structures to strengthen its structural strength.
  • the test trolley 4 further includes a limit structure 45 disposed on the bottom frame 41 and limiting the second weight 441, the second weight 441 is held on the bottom frame 41 by the limit structure 45 to prevent During the collision, the second weight 441 is detached from the test trolley 4 under the impact of the impact load and is dangerous. Therefore, the safety and stability of the collision test can be improved by the provided limit structure 45.
  • the test trolley 4 is also provided with a reinforcement structure 412 for enhancing the structural strength of the collision end wall 411.
  • the reinforcing structure 412 may include a plurality of third reinforcing members fixedly connected to the collision end wall 411 and the bottom frame 41. As shown in the structure of FIG. 9, FIG.
  • the test trolley 4 is provided with a plurality of third reinforcement members such as a plurality of pillars serving as a reinforcement structure 412 between the collision end wall 411 and the bottom frame 41.
  • the reinforcement structure 412 is not limited to the pillars It may also be a reinforcing structure such as a reinforcing rib, as long as it can enhance the structural strength of the collision end wall 411 to meet the requirements.
  • the test trolley 4 is provided with a reinforcing structure 412 for enhancing the structural strength of the crash end wall 411, the structural strength and rigidity of the crash end wall 411 can be enhanced by the reinforcing structure 412, so that the structural strength and rigidity of the crash end wall 411 can reach the track The true strength and rigidity of the vehicle end wall to ensure the accuracy and reliability of the crash test results.
  • the test trolley 4 further includes a mounting seat 46 and / or provided on the bottom frame 41 and opposite the collision end wall 411
  • the second connection structure 47, the mounting base 46 and the second connection structure 47 can all be used to connect with the power source device 5.
  • the test trolley 4 shown in the structure of FIG. 9 includes a mounting base 46 and a second connecting structure 47 mounted on the mounting base 46.
  • the mounting base 46 can be used to connect with a power source device 5 such as a traction motor system, an air gun or a hydraulic gun Or bear a dynamic load
  • the second connection structure 47 can be a coupler, etc., used to connect with power source equipment 5 such as rail locomotives, traction motor systems; however, the test trolley 4 can also be provided with only the mounting seat 46 or the second connection
  • the arrangement of the structure 47, the mounting seat 46 and the second connection structure 47 can be optionally replaced according to the actual situation of the crash test. As shown in the structure of FIG.
  • the mounting base 46 may be provided with an installation plane 461 at the end facing away from the collision end wall 411, and the external power source device 5 or the second connection structure 47 may be connected through the installation plane 461;
  • a third reinforcing member 462 such as a reinforcing rib or a supporting plate may also be provided on one side of the mounting plane 461.
  • the piece 462 reinforces the mounting base 46 so that the mounting base 46 has sufficient structural strength to withstand the driving load caused by the power source device 5; and when the mounting base 46 and the second connection structure 47 are provided on the chassis 41 at the same time, the first The second connection structure 47 is detachably installed on the installation plane 461.
  • test vehicle 4 further includes a mounting seat 46 and / or a second connection structure 47, and the mounting seat 46 and the second connection structure 47 can be connected to different power source devices 5, respectively, the test vehicle 4 can use different power
  • the source device 5 is driven, which is convenient to be applied to the collision test system 1 having different power source devices 5, which increases the flexibility of using the test trolley 4 and facilitates the collision test.
  • the second connecting structure 47 since the second connecting structure 47 is detachably mounted on the mounting plane 461 of the mounting base 46, the second connecting structure 47 can be installed on the mounting base 46 or the second connecting structure 47 can be removed from the actual situation of the crash test The mounting seat 46 is detached, and the flexibility of the test trolley 4 in use can be improved when the choice of the power source device 5 can be increased.
  • the above rail vehicle crash test system can be used not only for crash tests between rail vehicles, but also for crash tests on various parts of rail vehicles.
  • the collision end wall 411 is away from At least one of the third through hole, the third screw hole, and the third T-shaped groove 4111 is provided on one side surface of the bottom chassis 41.
  • the collision end wall 411 is provided with a third T-shaped groove 4111 on the side surface facing away from the bottom frame 41.
  • the collision end wall 411 may also be provided with a third through hole or a third threaded hole on the surface facing away from the bottom frame 41, or any combination of the third through hole, the third threaded hole and the third T-shaped slot 4111,
  • the third through hole and the third T-shaped groove 4111 may be provided at the same time.
  • the third T-shaped groove 4111 may include a third T-shaped groove 4111 extending in the vertical direction and / or a third T-shaped groove 4111 extending in the horizontal direction, and may also include an angle extending from the vertical direction ⁇ ⁇ T ⁇ ⁇ 4111 ⁇
  • the third T-shaped groove 4111 may also be provided with a third through hole or a third threaded hole on the surface facing away from the bottom frame 41, or any combination of the third through hole, the third threaded hole and the third T-shaped slot 4111,
  • the third through hole and the third T-shaped groove 4111 may be provided at the same time.
  • the third T-shaped groove 4111 may include a
  • the collision end wall 411 is provided with at least one of a third through hole, a third threaded hole, and a third T-shaped groove 4111 on the side surface facing away from the bottom frame 41, the side surface of the collision end wall 411 can be
  • the test piece 8 is fixed by the fastener passing through the third through hole, the third threaded hole or the third T-shaped groove 4111, as shown in FIG.
  • the bolt head of the bolt 36 is installed in the third T-shaped groove 4111, and the screw is passed through After passing through the third T-shaped groove 4111 and the fixing hole 81 on the test piece 8, it is screwed to the nut 37, and then the test piece 8 is fixedly installed on the side surface of the collision end wall 411, and then passes through the test trolley 4 and the barrier car The collision between the 3 and the collision test on the test piece 8 is completed.
  • the test piece 8 can be fixedly installed with the collision end wall 411, and then the test piece 8 is subjected to a collision test to make the rail vehicle collide
  • the test system 1 can not only realize the collision test between rail vehicles, but also perform crash tests on various parts of the rail vehicles. Therefore, the scope of use of the rail vehicle crash test system 1 is expanded, which is also conducive to improving the rail vehicle crash test system 1 utilization rate.
  • the test vehicle 4 further includes a second brake trigger device 433 provided on the chassis 41 and used to control the operation of the second brake system 43.
  • the second brake trigger device 433 may be a travel switch, a lever protruding from the bottom frame 41 or a handle protruding from the bottom frame 41.
  • the second brake trigger device 433 shown in the structure of FIGS. 9 and 10 is a handle protruding from the chassis 41.
  • the second brake cylinder 432 can be operated by triggering the second brake trigger device 433 to cause the second
  • the brake cylinder 432 communicates with the second brake device 431, and the driving of the second brake cylinder 432 causes the second brake device 431 to brake the second running portion 42 to brake the test vehicle 4, therefore, It can brake the test trolley 4 through the second brake system 43 during the collision test or during the movement of the test trolley 4 to control the speed and position of the test trolley 4 and prevent the occurrence of danger , Help to improve the safety of crash tests.
  • the power source device 5 in the rail vehicle crash test system 1 may be a rail locomotive, a traction motor system, an air gun, or a hydraulic gun.
  • the power source device 5 may be used to drive the barrier vehicle 3 and / or the test trolley 4 described above.
  • the power source device 5 can also be formed by the potential energy of the barrier truck 3 or the test trolley 4 located at a high position, that is, one end of the track 2 is at the top of the slope, and the other end of the track 2 is at the bottom of the slope, At this time, before the crash test, the barrier car 3 or the test trolley 4 is set at the top or middle position of the slope, and can be pushed or started by the relevant equipment. At this time, the barrier car 3 or the test trolley 4 With a larger potential energy, the power supply demand of the power source device 5 is reduced, and the barrier vehicle 3 or the test vehicle 4 can reach a predetermined speed by converting the potential energy into kinetic energy.
  • the various rail vehicle crash test systems 1 may also include test and data acquisition equipment 6 for acquiring various data and images during the crash test, and a synchronous trigger device 7 provided on the barrier car 3 or the test trolley 4,
  • the synchronous trigger device 7 is used to control the action of the test and data acquisition device 6 when the barrier car 3 collides with the test trolley 4.
  • the synchronous triggering device 7 may be a metal dome type piezoelectric switch.
  • the test and data acquisition equipment 6 may include a ground test and data acquisition equipment 61 installed on the rail 2 or in the vicinity of the impact test location, and installed on the barrier vehicle
  • the vehicle-mounted test and data collection equipment 63 may include, but is not limited to, high-speed cameras, strain gauges, gratings, sensors, accelerometers, and other various test equipment and data collection equipment.
  • Both the first running part 33 and the second running part 42 can use bogies, such as a two-axle bogie and a three-axle bogie, or a chute that can be shaped to fit the rail 2 and can slide along the rail 2, and Other structures that can move relative to the track 2 can be used.
  • bogies such as a two-axle bogie and a three-axle bogie, or a chute that can be shaped to fit the rail 2 and can slide along the rail 2, and Other structures that can move relative to the track 2 can be used.
  • the rail vehicle crash test system 1 drives the barrier vehicle 3 and / or the test trolley 4 to move on the rail 2 relative to each other through the drive of the power source device 5 to complete the crash test.
  • test method for performing a crash test using any of the rail vehicle crash test systems 1 in the above embodiments. As shown in the flowchart of FIG. 13, the test method includes the following steps:
  • Step S110 providing the rail 2, the barrier car 3, the test trolley 4 and the power source device 5, and parking the barrier car 3 on the rail 2 at rest;
  • Step S120 the power source device 5 is used to drive the test vehicle 4 to move along the track 2 toward the barrier vehicle 3, so that the test vehicle 4 reaches and maintains the predetermined speed;
  • Step S130 the test trolley 4 is separated from the power source device 5, and the power source device 5 is braked;
  • step S140 the test vehicle 4 is caused to hit the barrier vehicle 3 at a predetermined speed, and the collision test ends.
  • the synchronous trigger device 7 in the crash test system 1 starts, all the test and data acquisition equipment 6 in the crash test system 1 starts working, and the test piece 8 is tested and collected and hits the wall The collision process of obstacle car 3;
  • the test trolley 4 and the barrier vehicle 3 move in the same direction or reverse direction at a certain speed, or automatically stop after running for a distance.
  • the test vehicle 4 and the barrier vehicle 3 move at a high speed, or when the preset vehicle brake travel switch position is exceeded, the second brake trigger device 433 of the test vehicle 4 starts, and the test vehicle 4 brakes and stops Then, the first brake trigger device 343 of the barrier car 3 is activated, the barrier car 3 stops and the impact test is terminated.
  • the above test method is carried out using the barrier car 3 and the test trolley 4 that are relatively moving on the track 2.
  • the barrier car 3 can be driven along the track through the power source device 5, or a locomotive, or human power.
  • test vehicle 4 hits the stationary barrier vehicle 3 at a predetermined speed
  • barrier vehicle 3 can also be caused to hit the stationary test vehicle 4 at a predetermined speed, or the barrier vehicle 3 It collides with the test trolley 4 at a predetermined speed.
  • the rail vehicle can be Carry out a crash test, you can also perform a crash test on a part of the rail vehicle to test the rail vehicle or its parts; when a crash test is performed on a part, the test piece 8 to be tested can be installed in the test
  • the trolley 4 faces one end of the barrier car 3, so that when the test trolley 4 hits the barrier car 3, the test piece 8 first hits the barrier car 3 under the driving of the test trolley 4; Test piece 8 to determine the quality of the barrier truck 3 and the quality of the test trolley 4;
  • test trolley 4 Determine the impact speed of the test trolley 4 when it hits the barrier car 3; in the process of determining the impact speed of the test trolley 4 when it hits the barrier car 3, the test trolley can be determined according to the specific conditions of the test piece 8 and the momentum theorem 4 The impact speed when hitting the barrier car 3;
  • ground test and data acquisition equipment 61 is installed at the collision position on both sides of the track 2 One end of the barrier car 3;
  • the power source device 5 is used to drive the test trolley 4 to move along the track 2 toward the barrier car 3, and when the distance between the test trolley 4 and the barrier car 3 reaches a predetermined distance, the power source device 5 is disengaged from the test trolley 4 , And the speed of the test trolley 4 when it reaches the collision position is the impact speed;
  • Test trolley 4 hits barrier car 3;
  • the synchronous trigger device 7 starts and controls the test and data collection equipment 6 to start to collect collision data and images during the collision test;
  • the first step is to determine the impact test technical indicators such as impact speed, test trolley 4 quality, barrier car 3 quality, etc. according to the standard of rail vehicle crash test, such as: impact speed 30km / h, quality of barrier car 3 60 tons, the quality of the test trolley 4 is 20 tons;
  • the quality of the barrier truck 3 and the test trolley 4 are adjusted through a single counterweight with a mass of 2 tons, 3 tons or 5 tons, so that the barrier truck 3 and the test
  • the parameters of the trolley 4 meet the test index for example, the quality of the barrier truck 3 can be 60 tons, 100 tons or 200 tons, and the quality of the test trolley 4 can be 20 tons, 50 tons or 60 tons; when the test When the trolley 4 and the barrier car 3 are set to the same weight, for example, when they are both set to 60 tons, the mass of the test trolley 4 and the barrier car 3 are equal and equal to the mass of the real rail vehicle.
  • the barrier car 3 and the test trolley 4 can truly simulate the relative collision between two trains of the same weight and reflect the collision of the two trains;
  • the rail locomotive, manpower or power source equipment 5 is used to connect to the barrier car 3 through the first connection structure 32, and the barrier car 3 is driven to the place designated by the crash test, and the barrier car 3 is parked at rest;
  • the fourth step is to use the power source device 5 to drive the test vehicle 4 along the track 2 toward the barrier vehicle 3, so that the test vehicle 4 reaches and maintains a predetermined speed, for example, accelerates the test vehicle 4 to a collision test speed of 30km / h ;
  • Step 5 The power source device 5 brakes itself and disengages from the test trolley 4.
  • the test trolley 4 continues to move toward the barrier car 3 at the test speed of 30 km / h, and hits the barrier car 3, and the test trolley 4 and For the moment of collision of the barrier car 3, refer to the structure shown in Fig. 2;
  • Step 6 At the moment when the test vehicle 4 collides with the barrier vehicle 3, the synchronous trigger device 7 installed on the barrier vehicle 3 and / or the test vehicle 4 is triggered, and the synchronous trigger device 7 controls the action of the test and data collection equipment 6 To collect relevant data such as deformation, displacement, speed, acceleration, and force during the collision to complete the collision test and achieve the purpose of the test;
  • the test trolley 4 and the barrier vehicle 3 move in phase or in reverse respectively at a certain speed, or automatically stop after running for a distance of several meters.
  • the test vehicle 4 and the barrier vehicle 3 move at a high speed, or when the preset vehicle brake travel switch position is exceeded, the second brake trigger device 433 of the test vehicle 4 starts, and the test vehicle 4 brakes and stops Then, the first brake trigger device 343 of the barrier car 3 is activated, the barrier car 3 brakes and stops, and the collision test is terminated.

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Abstract

一种轨道车辆碰撞试验系统及方法，其中，轨道车辆碰撞试验系统（1）包括轨道（2）、壁障车（3）、试验台车（4）以及动力源设备（5）；壁障车（3）能够沿轨道（2）运动；试验台车（4）能够沿轨道（2）运动、且沿轨道（2）与壁障车（3）相对设置；动力源设备（5）与试验台车（4）和/或壁障车（3）之间脱离地连接，用于驱动试验台车（4）和/或壁障车（3）运动。该碰撞试验系统（1）采用能够沿轨道（2）移动的壁障车（3）代替固定壁障，无需在轨道末端建设钢筋混凝土建筑物，并能够在相关轨道上通过壁障车（3）和试验台车（4）的碰撞完成碰撞试验，因此，能够解决相关碰撞试验系统的固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。

Description

一种轨道车辆碰撞试验系统及方法 技术领域
本申请涉及轨道车辆技术领域，具体地，涉及一种轨道车辆碰撞试验系统及方法。
背景技术
随着我国高速铁路运行速度的逐渐提升以及高铁路网的快速发展，轨道车辆的被动安全性成为行业内日益关注的关键技术。为了对轨道车辆的碰撞试验进行研究，相关轨道车辆的碰撞试验系统一般借鉴碰撞试验研究比较成熟的汽车碰撞试验，即，在开展轨道车辆碰撞试验时，在轨道线路末端建设钢筋混凝土建筑物作为固定壁障，采用真实的机车作为动力源设备，推动测试车辆实现加速，然后撞击建设在线路末端的固定壁障完成碰撞试验。
但是，轨道车辆通常是几节，甚至是十几节车辆编组而成，就动车组而言单节车辆质量为60吨，并且至少八辆编组，因此，轨道车辆具有体积大、自身质量大的特点，轨道车辆在碰撞过程中瞬时冲击载荷非常大，作为轨道车辆碰撞试验用的固定壁障需要承受巨大的冲击载荷，因此，需要建设一个占地面积大且带有地基结构的钢筋混凝土建筑物作为固定壁障，建筑成本往往需要花费几千万元甚至上亿元，并且建设钢筋混凝土建筑物需要一个固定场地，导致建设成本较高且建设固定壁障的场地不能再做它用。
同时，轨道车辆的运行环境与汽车的运行环境不同，轨道车辆始终运营在固定线路网域内，在发生碰撞事故时，事故类型相对固定，一般包括轨道客车的对碰或追尾、以及轨道客车和轨道货车的对碰或追尾等情况，因此，轨道车辆的碰撞标准中定义的设计工况是：两列相同编组列车相对碰，或者是与可以移动的等效货车发生碰撞。因此，采用轨道车辆与固定建筑物的碰撞试验不能满足轨道车辆的碰撞标准，也不能真实地反映轨道车辆之间发生碰撞的实际情 况。
技术人员发现，相关轨道车辆的碰撞试验系统具有固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
发明内容
本申请实施例中提供了一种轨道车辆碰撞试验系统及方法，该轨道车辆碰撞试验系统采用能够沿轨道移动的壁障车代替固定壁障，无需在轨道末端建设钢筋混凝土建筑物，并能够在相关轨道上通过壁障车和试验台车的碰撞完成碰撞试验，因此，能够解决相关碰撞试验系统的固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
根据本申请实施例的第一个方面，提供了一种轨道车辆碰撞试验系统，该碰撞试验系统包括：
轨道；
壁障车，所述壁障车能够沿所述轨道运动；
试验台车，所述试验台车能够沿所述轨道运动、且沿所述轨道与所述壁障车相对设置；
以及动力源设备，所述动力源设备与所述试验台车和/或所述壁障车之间可脱离地连接，用于驱动所述试验台车和/或所述壁障车运动，以使所述壁障车和所述试验台车以预定速度进行碰撞。
在一些可选的实现方式中，所述壁障车包括：
车体，所述车体朝向所述试验台车的一端设置有用于进行碰撞试验的第一端墙、且在背离所述试验台车的另一端设置有用于连接所述动力源设备的第一连接结构；
第一走行部，所述第一走行部固定连接于所述车体底部且能够沿轨道运动；
以及第一制动系统，所述第一制动系统用于对所述第一走行部进行制动。
在一些可选的实现方式中，所述壁障车还包括设置于所述车体的质量重心调节机构，所述质量重心调节机构用于调节所述壁障车的质量和重心高度。
在一些可选的实现方式中，所述质量重心调节机构包括可调节地安装于所述车体的第一框架以及安装于所述第一框架的第一配重块。
在一些可选的实现方式中，所述车体还设置有与所述第一端墙相对设置的第二端墙、固定连接于所述第一端墙与所述第二端墙之间的第一侧墙、以及固定连接于所述第一端墙与所述第二端墙之间的第二侧墙；
所述第二侧墙与所述第一侧墙平行且相对设置，并在所述第一侧墙和所述第二侧墙之间形成用于安装所述第一框架的容置空间；
所述第一框架安装于所述第一侧墙和所述第二侧墙。
在一些可选的实现方式中，所述第一侧墙包括多个沿水平方向间隔设置的第一立柱、以及多个沿竖直方向间隔排列且与所述第一立柱均固定连接的第一横梁，所述第一横梁的一端连接所述第一端墙、且另一端连接所述第二端墙；
所述第二侧墙包括与所述第一立柱一一相对的第二立柱、以及与所述第一横梁一一相对且与所述第二立柱均固定连接的第二横梁，所述第二横梁的一端连接所述第一端墙、且另一端连接所述第二端墙；
所述第一框架的一端安装于所述第一横梁、且另一端安装于所述第二横梁。
在一些可选的实现方式中，所述第一横梁在朝向所述第二横梁的一侧表面设置有沿竖直方向排列的多个第一安装孔；
所述第二横梁在朝向所述第一横梁的一侧表面设置有沿竖直方向排列的多个第二安装孔；
所述第一框架在朝向所述第一横梁的一侧表面设置有与多个所述第一安装孔相对应的多个第三安装孔、且在朝向所述第二横梁的另一侧表面设置有与多个所述第二安装孔相对应的多个第四安装孔；
所述第一框架通过穿设于相对应的第一安装孔和第三安装孔的第一紧固件固定连接于所述第一横梁，并通过穿设于相对应的第二安装孔和第四安装孔中的第二紧固件固定连接于所述第二横梁。
在一些可选的实现方式中，所述第一配重块为钢板、钢块或铅块，且所述 第一配重块上设置有第一固定通孔；
所述第一框架上设置有与所述第一固定通孔相对应的第一固定孔；
所述第一配重块通过穿设于所述第一固定通孔和所述第一固定孔的第三紧固件固定连接于所述第一框架。
在一些可选的实现方式中，所述车体还设置有固定连接于所述第一端墙和所述车体之间的多个第一加强件、以及固定连接于所述第二端墙和所述车体之间的多个第二加强件；
多个所述第一加强件用于增强所述第一端墙的强度；多个所述第二加强件用于增强所述第二端墙的强度。
在一些可选的实现方式中，所述车体上设置有用于控制所述第一制动系统动作的第一制动触发装置。
在一些可选的实现方式中，所述第一制动触发装置为行程开关、突出于所述车体的拨杆或突出于所述车体的手柄。
在一些可选的实现方式中，所述第一端墙在背离所述第二端墙的一侧表面设置有第一通孔、第一螺纹孔和第一T形槽中的至少一种；
所述第一连接结构为所述第二端墙在背离所述第一端墙的一侧表面设置的车钩、第二通孔、第二螺纹孔和第二T形槽中的至少一种。
在一些可选的实现方式中，所述试验台车包括：
底架，所述底架在朝向所述壁障车的一端设置有碰撞端墙；
第二走行部，所述第二走行部安装于所述底架的底部且能够沿所述轨道运动；
以及第二制动系统，所述第二制动系统用于对所述第二走行部进行制动。
在一些可选的实现方式中，所述试验台车还包括设置于所述底架的质量调节机构，所述质量调节机构用于调节所述试验台车的质量。
在一些可选的实现方式中，所述质量调节机构包括固定连接于所述底架的第二配重块。
在一些可选的实现方式中，所述试验台车还包括设置于所述底架的限位结构，所述限位结构用于对所述第二配重块进行限位，以将所述第二配重块保持在所述底架上。
在一些可选的实现方式中，所述限位结构包括沿所述第二配重块周向设置的多个限位柱。
在一些可选的实现方式中，所述试验台车还设置有用于增强所述碰撞端墙的结构强度的加强结构。
在一些可选的实现方式中，所述加强结构包括固定连接于所述碰撞端墙与所述底架的多个第三加强件。
在一些可选的实现方式中，所述试验台车还包括设置于所述底架且与所述碰撞端墙相对设置的安装座和/或第二连接结构，所述安装座和所述第二连接结构均用于连接所述动力源设备，以承载和传递所述动力源设备驱动所述试验台车的驱动载荷。
在一些可选的实现方式中，所述安装座在背离所述碰撞端墙的一端设置有安装平面；
所述底架设置有所述安装座和所述第二连接结构时，所述第二连接结构可拆卸地安装于所述安装平面。
在一些可选的实现方式中，所述碰撞端墙背离所述底架的一侧表面设置有第三通孔、第三螺纹孔和第三T形槽中的至少一种。
在一些可选的实现方式中，所述试验台车还包括设置于所述底架、且用于控制所述第二制动系统动作的第二制动触发装置。
在一些可选的实现方式中，所述第二制动触发装置为行程开关、突出于所述底架的拨杆或突出于所述底架的手柄。
在一些可选的实现方式中，所述动力源设备可以是但不限于为机车、牵引电机系统、空气炮或液压炮。
在一些可选的实现方式中，还包括用于获取碰撞试验过程中碰撞数据和图 像的测试及数据采集设备、以及设置于所述壁障车或所述试验台车的同步触发装置，所述同步触发装置用于在所述壁障车与所述试验台车碰撞的同时控制所述测试及数据采集设备动作。
在一些可选的实现方式中，所述测试及数据采集设备为高速摄像机、应变片、光栅以及传感器中的至少一种；
所述同步触发装置为金属弹片式压电开关或带状开关。
根据本申请实施例的第二个方面，提供了一种采用上述技术方案中任意一项所述碰撞试验系统进行碰撞试验的试验方法，该试验方法包括以下步骤：
提供轨道、壁障车、试验台车以及动力源设备，并使所述壁障车静止停放于所述轨道上；
采用所述动力源设备驱动所述试验台车沿所述轨道朝向所述壁障车运动，以使所述试验台车达到并保持预定速度；
所述动力源设备与所述试验台车脱离，并制动所述动力源设备；
使所述试验台车以预定速度撞击所述壁障车；
碰撞试验结束。
根据本申请实施例的第三个方面，提供了一种采用上述技术方案中任意一项所述碰撞试验系统进行碰撞试验的试验方法，该试验方法包括以下步骤：
确定所述壁障车的质量和所述试验台车的质量，并根据确定的质量分别对所述壁障车和所述试验台车所述进行配重；
确定所述试验台车撞击所述壁障车的撞击速度；
确定所述试验台车与所述壁障车在所述轨道上的碰撞位置；
设置同步触发装置和测试及数据采集设备；
设置所述壁障车静止停放在碰撞位置上；
采用所述动力源设备驱动所述试验台车沿所述轨道朝向所述壁障车运动，并在所述试验台车与所述壁障车之间的距离达到预定距离时使所述动力源设备与所述试验台车脱离，且使所述试验台车在到达碰撞位置时的速度为撞击速 度；
所述试验台车撞击所述壁障车；
在所述试验台车撞击所述壁障车的同时，所述同步触发装置启动且控制测试及数据采集设备开始动作，以采集碰撞试验过程中的碰撞数据；
待所述壁障车和所述试验台车均静止后，试验结束。
在一些可选的实现方式中，在确定所述壁障车的质量和所述试验台车的质量、以及确定所述试验台车撞击所述壁障车的撞击速度的步骤中，根据安装于所述试验台车的试验件和动量定理，确定所述壁障车的质量、所述试验台车的质量以及所述撞击速度。
采用本申请实施例中提供的轨道车辆碰撞试验系统，由于该碰撞试验系统中的壁障车和试验台车能够在轨道上相对运动，并通过动力源设备驱动试验台车或壁障车运动即可完成轨道车辆的碰撞试验，因此，该碰撞试验系统能够采用沿轨道移动的壁障车代替固定壁障，无需在轨道末端建设作为固定壁障的钢筋混凝土建筑物，不需要占用单独场地且能够降低建设成本，并能够通过动力源设备的驱动在相关轨道上完成壁障车和试验台车的碰撞试验，能够真实地反映轨道车辆碰撞的实际情况，因此，采用上述轨道车辆碰撞试验系统能够解决相关碰撞试验系统的固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1A为本申请实施例提供的一种轨道车辆碰撞试验系统的结构示意图；
图1B为图1A中轨道车辆碰撞试验系统的俯视图；
图2为图1A中轨道车辆碰撞试验系统中试验台车与壁障车相撞时的示意图；
图3为图1A中轨道车辆碰撞试验系统的壁障车的一种结构示意图；
图4为图3中壁障车的A向结构示意图；
图5为图3中壁障车的第一端墙的B向结构示意图；
图6为图3中壁障车的第二端墙的C向结构示意图；
图7为图3中壁障车的第一端墙的D部分的局部放大图；
图8为图3中壁障车之间的连接结构示意图；
图9为图1A中轨道车辆碰撞试验系统的试验台车的一种结构示意图；
图10为图9中试验台车的E向结构示意图；
图11为在图9中试验台车上安装有试验件的结构示意图；
图12为图11中安装有试验件的试验台车的F部分的局部放大图；
图13为本申请实施例提供的一种轨道车辆碰撞试验方法的流程图。
附图标记：
1-碰撞试验系统；
2-轨道；
3-壁障车；31-车体；32-第一连接结构；33-第一走行部；34-第一制动系统；35-质量重心调节机构；36-螺栓；37-螺母；311-第一端墙；312-第二端墙；313-第一侧墙；314-第二侧墙；315-第一加强件；316-第二加强件；341-第一制动装置；342-第一制动缸；343-第一制动触发装置；351-第一框架；352-第一配重块；353-连接板；354-第三紧固件；3111-第一T形槽；3112-第一横向T形槽；3113-第一纵向T形槽；3121-第二通孔；3131-第一立柱；3132-第一横梁；3141-第二立柱；3142-第二横梁；
4-试验台车；41-底架；42-第二走行部；43-第二制动系统；44-质量调节机构；45-限位结构；46-安装座；47-第二连接结构；411-碰撞端墙；412-加强结构；431-第二制动装置；432-第二制动缸；433-第二制动触发装置；441第二配重块；442-固定件；451-限位柱；452-限位板；4521-第一支撑件；4522-第二支撑件；461-安装平面；462-第三加强件；4111第三T形槽；
5-动力源设备；
6-测试及数据采集设备；61-地面测试及数据采集设备；62-第一车载测试及数据采集设备；63-第二车载测试及数据采集设备；
7-同步触发装置；
8-试验件；81-试验件固定孔。
具体实施方式
在实现本申请的过程中，技术人员发现，相关轨道车辆的碰撞试验系统采用建设在线路末端的钢筋混凝土建筑物作为固定壁障，具有固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
针对上述问题，本申请实施例中提供了一种轨道车辆碰撞试验系统及方法，该轨道车辆碰撞试验系统包括轨道、壁障车、试验台车以及动力源设备；壁障车能够沿轨道运动；试验台车能够沿轨道运动、且沿轨道与壁障车相对设置；动力源设备与试验台车和/或壁障车之间可脱离地连接，用于驱动与其相连接的试验台车和/或壁障车运动；可脱离地连接是指：动力源设备可以从后方推动试验台车或壁障车实现朝向试验撞击位置的方向运动，从而实现当试验台车4或壁障车加速并保持到预定速度时，动力源设备与试验台车或壁障车脱离，停止向试验台车或壁障车提供牵引动力。该碰撞试验系统采用能够沿轨道移动的壁障车代替固定壁障，无需在轨道末端建设钢筋混凝土建筑物，并能够在相关轨道上通过壁障车和试验台车的碰撞完成碰撞试验，因此，能够解决相关碰撞试验系统的固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
上述轨道车辆可以为轨道客车、轨道货车、城轨列车、机车、有轨电车、动车组、高速铁路车辆等任何沿固定轨道行驶的车辆。轨道车辆的碰撞试验可以为两辆同类型的轨道车辆之间的碰撞试验、两辆不同类型的轨道车辆之间的碰撞试验，还可以对轨道车辆的各个零部件进行碰撞试验。
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对 本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例一
本申请实施例提供了一种轨道车辆碰撞试验系统1，如图1A、图1B和图2结构所示，该碰撞试验系统1包括：
轨道2；该轨道2可以采用现有轨道车辆运行用的如单轨铁路、双轨铁路等任意轨道2，也可以采用专门为进行轨道车辆碰撞试验建设的铁路轨道：轨道；为了能够降低试验成本，可以采用现有的铁路轨道；
壁障车3，壁障车3能够沿轨道2运动；如图1A和图1B结构所示，壁障车3可以静止地停放于轨道2上，也可以沿轨道2运动；壁障车3可以采用废旧的轨道车辆改装制成，并且可以通过改变壁障车3的质量来满足试验指标要求；壁障车3可以用作碰撞试验系统1中的刚性墙，也可以用作运动的轨道车辆；
试验台车4，试验台车4能够沿轨道2运动、且沿轨道2与壁障车3相对设置；如图1A和图1B结构所示，试验台车4能够沿轨道2运动，并且与壁障车3相对设置；试验台车4也可以采用废旧的轨道车辆改装制成，并且可以通过改变自身的质量来满足试验指标要求；
以及动力源设备5，动力源设备5与试验台车4和/或壁障车3之间可脱离地连接，用于驱动与其相连接的试验台车4和/或壁障车3运动，以使壁障车3和试验台车4以预定速度进行碰撞。动力源设备5可以为一个，当设置有一个动力源设备5时，动力源设备5与试验台车4连接，也可以与壁障车3连接，用于驱动与其相连接的试验台车4或壁障车3达到碰撞试验要求的预定速度后，可通过动力源设备5的制动系统减慢运行速度，与试验台车4或壁障车3自动脱离，以使试验台车4独立运行，并以预定速度与壁障车3在轨道2上进行碰撞，或使壁障车3独立运行，并以预定速度与试验台车4在轨道2上进行碰撞； 动力源设备5还可以为两个，当设置有两个动力源设备5时，其中一个动力源设备5与试验台车4连接，另一个动力源设备5与壁障车3连接，通过两个动力源设备5分别对壁障车3和试验台车4进行驱动，使壁障车3和试验台车4分别达到碰撞试验要求的预定速度后，可通过动力源设备5的制动系统减慢运行速度，与试验台车4或壁障车3自动脱离使壁障车3和试验台车4独立运行，并在轨道2上以预定的速度发生相对碰撞。
采用本申请实施例中提供的轨道车辆碰撞试验系统1，由于该碰撞试验系统1中的壁障车3和试验台车4能够在轨道2上相对运动，并通过动力源设备5驱动试验台车4和/或壁障车3运动即可完成轨道车辆的碰撞试验，因此，该碰撞试验系统1能够采用壁障车3代替固定壁障，无需在轨道2末端建设作为固定壁障的钢筋混凝土建筑物，不需要占用单独场地且能够降低建设成本，并能够通过动力源设备5的驱动在现有轨道2上完成壁障车3和试验台车4的各种碰撞试验，在壁障车3的质量和试验台车4的质量相等且均较大时，如，将壁障车3的质量和试验台车4的质量分别设置为60吨时，即可模拟同等重量的轨道车辆之间碰撞的真实情况，能够真实地反映轨道车辆碰撞的实际情况，因此，采用上述轨道车辆碰撞试验系统1能够解决现有碰撞试验系统1的固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
在上述轨道车辆碰撞试验系统1中，壁障车3可以采用以下实施方式：
如图3和图4结构所示，用于轨道车辆碰撞试验系统1中的壁障车3可以包括车体31、第一走行部33以及第一制动系统34；
车体31，车体31朝向试验台车4的一端设置有用于进行碰撞试验的第一端墙311、且在背离试验台车4的另一端设置有第一连接结构32；如图3和图4结构所示，车体31在朝向试验台车4的一端设置有用于进行碰撞试验的第一端墙311，即，第一端墙311可以用作轨道车辆之间碰撞试验时的撞击面；同时，在车体31背离试验台车4的另一端设置有第二端墙312，第二端墙312 也可以用作碰撞试验中的撞击面，还可以设置有用于连接动力源设备5的第一连接结构32，第一连接结构32可以为车钩，也可以为在设置有车钩的同时还设置有第二通孔3121、第二螺纹孔和第二T形槽中的一种或组合；通过第一连接结构32可以与机车等动力源设备5进行连接，通过动力源设备5可以驱动壁障车3沿轨道移动；如图8结构所示，也可以通过第一连接结构32将两个或多个壁障车3连接在一起；
第一走行部33，第一走行部33固定连接于车体31底部且能够沿轨道2运动；第一走行部33固定连接于车体31底部且能够沿轨道2运动，用于带动车体31沿轨道2运动；如图3结构所示，第一走行部33可以为转向架，通过转向架使壁障车3能够在动力源设备5的驱动下沿轨道2移动，使壁障车3能够沿轨道2移动到试验位置，并能够在碰撞试验完毕后沿轨道2离开试验位置，被拖动到空闲位置，使轨道2在碰撞试验之外的时间能够正常使用，壁障车3无需占用固定场地；
以及第一制动系统34，第一制动系统34用于对第一走行部33进行制动。如图3结构所示，车体31的底部设置有用于使壁障车3进行制动的第一制动系统34，通过第一制动系统34能够使壁障车3准确地停止于轨道2上的指定位置，方便碰撞试验的进行；一般情况下，第一制动系统34可以包括第一制动装置341、用于驱动第一制动装置341动作的第一制动缸342，在本申请实施例中，第一制动系统34还可以包括设置于车体31的第一制动触发装置343，通过激活第一制动触发装置343而使第一制动缸342与第一制动装置341连通，通过第一制动缸342的驱动使第一制动装置341开始动作以实现对壁障车3的第一走行部33进行制动。第一制动系统34可以为气动制动系统、液压制动系统或电磁制动系统；如图3结构所示，第一制动装置341可以为安装于第一走行部33的制动夹钳；第一制动缸342可以为制动风缸或制动油缸。
上述壁障车3在车体31的一端设置有用于进行碰撞试验的第一端墙311，在轨道车辆的碰撞试验过程中，可以采用该壁障车3的第一端墙311作为撞击 面，因此，该壁障车3可以代替相关技术中用作固定壁障的钢筋混凝土建筑物；上述壁障车3可以采用废旧的轨道车辆进行改装制成或新造，因此，壁障车3的制造成本低；同时，由于该壁障车3在车体31的底部安装有第一走行部33，在第一连接结构32连接的动力源设备5的驱动下能够使壁障车3沿轨道2进行移动，可以选用现有的轨道2作为壁障车3的运动轨道，因此，该壁障车3既可以替代相关技术中的固定壁障，还可以移动，能够真实地反映轨道车辆之间的碰撞情况，并且使用灵活，无需占用固定场地，在碰撞试验完成后可以从轨道2上移开，该壁障车3和轨道2均可以多次重复使用，利用率高。
因此，上述壁障车3具有制造成本低、无需占用固定场地、能够重复利用且利用率高的特点，能够解决相关钢筋混凝土建筑物具有占地面积大和建设成本高的问题。
具体地，壁障车3还包括设置于车体31的质量重心调节机构35，质量重心调节机构35用于调节壁障车3的质量和重心高度。
由于壁障车3在车体31上设置有质量重心调节机构35，能够通过质量重心调节机构35调节壁障车3的总质量和重心高度，因此，在碰撞试验之前，可以通过质量重心调节机构35调节壁障车3的总质量和重心高度，进而能够调节壁障车3与试验台车4之间的质量比，以满足轨道车辆在碰撞试验过程中固定壁障的试验指标，使碰撞试验能够真实地反映质量较大的轨道车辆在碰撞过程中的试验结果，并便于后期对于轨道车辆的设计结构的改进和安全性的改善。
更进一步地，质量重心调节机构35包括可调节地安装于车体31的第一框架351以及安装于第一框架351的第一配重块352。如图3和图4结构所示，第一框架351可以通过周向和/或底部直接安装于车体31，第一框架351可以为托盘状结构、支架、板状结构等任意结构；第一框架351也可以通过螺栓36和螺母37等紧固件安装于车体31的第一侧墙313和第二侧墙314，或者通过螺栓36和螺母37等紧固件安装于车体31的第一端墙311和第二端墙312；第 一配重块352可以通过第三紧固件354固定连接于第一框架351。第一框架351在车体31上的安装位置和高度均可以调节，进而调节第一配重块352的安装位置和高度，从而实现壁障车3的总质量和重心高度的调节。上述第一配重块352可以为钢板、钢块、铅块、铁块或钢筋混凝土块等质量较大的物体。
由于壁障车3在车体31上设置有质量重心调节机构35，并且质量重心调节机构35的第一框架351可以调节地安装于车体31上，第一框架351的安装高度和位置均可以调节，进而能够通过安装于车体31的第一框架351来调节第一配重块352的安装高度和位置，因此，壁障车3的总质量和重心位置能够通过调节第一框架351的安装高度和第一配重块352的数量进行改变，以使壁障车3的总质量和重心高度满足碰撞试验的要求。
同时，通过调节第一框架351的安装高度和第一配重块352的数量还能使壁障车3满足不同碰撞试验对固定壁障的要求，使上述壁障车3能够用于不同的轨道车辆的碰撞试验中，提高壁障车3的使用范围和利用效率。
为了能够真实地反映轨道车辆的碰撞试验结果，如图3和图4结构所示，车体31还设置有与第一端墙311相对设置的第二端墙312、固定连接于第一端墙311与第二端墙312之间的第一侧墙313、以及固定连接于第一端墙311与第二端墙312之间的第二侧墙314；
第一侧墙313可以包括多个沿水平方向间隔设置的第一立柱3131、以及多个沿竖直方向间隔排列且与第一立柱3131均固定连接的第一横梁3132，第一横梁3132的一端连接第一端墙311、且另一端连接第二端墙312；如图3和图4结构所示，第一侧墙313可以包括竖直且间隔设置于车体31的四个第一立柱3131、以及沿水平方向设置于第一立柱3131的五个第一横梁3132，并且第一横梁3132的两端分别连接第一端墙311和第二端墙312；交叉设置的第一立柱3131和第一横梁3132形成第一侧墙313；
第二侧墙314包括与第一立柱3131一一对应的第二立柱3141、以及与第一横梁3132一一对应且与第二立柱3141均固定连接的第二横梁3142，第二横 梁3142的一端连接第一端墙311、且另一端连接第二端墙312；如图3和图4结构所示，第二侧墙314可以包括竖直且间隔设置于车体31的四个第二立柱3141、以及沿水平方向设置于第二立柱3141的五个第二横梁3142，并且第二横梁3142的两端分别连接第一端墙311和第二端墙312；交叉设置的第二立柱3141和第二横梁3142形成第二侧墙314；
如图4结构所示，第二侧墙314与第一侧墙313平行且相对设置，并在第一侧墙313和第二侧墙314之间形成用于安装第一框架351的容置空间；
第一框架351安装于第一侧墙313和第二侧墙314；如图3和图4结构所示，在第一侧墙313和第二侧墙314之间形成有用于安装第一框架351的容置空间；第一框架351的一端安装于第一横梁3132、且另一端安装于第二横梁3142。
上述壁障车3中的第一侧墙313和第二侧墙314均通过交叉设置的立柱和横梁构成，并通过第一侧墙313和第二侧墙314对车体31两端的第一端墙311与第二端墙312进行支撑和加强，能够提高第一端墙311和第二端墙312的结构强度和刚度，并使壁障车3的结构与现实中轨道车辆的结构相同，以提高轨道车辆碰撞试验的真实性，进而能够提高试验结果的准确性和可靠性。
在上述壁障车3中，形成第一侧墙313的第一立柱3131和第一横梁3132的数量、以及形成第二侧墙314的第二立柱3141和第二横梁3142的数量均不限于图4中结构所限，在实际设计、生产、制造和使用过程中，第一立柱3131的数量可以为四个，也可以为一个、两个、三个或多个，并且第一横梁3132的数量也可以为一个、两个、三个或多个；并且第一侧墙313和第二侧墙314的具体形成结构也不限于图3中的立柱和横梁交叉的结构形式，第一侧墙313和第二侧墙314也可以由钢板、水泥板等任意结构形式的零部件构成。
当第一框架351安装于第一侧墙313和第二侧墙314时，如图3和图4结构所示，第一横梁3132可以在朝向第二横梁3142的一侧表面设置有沿竖直方向排列的多个第一安装孔；第一安装孔可以为通孔、螺纹孔等；
第二横梁3142在朝向第一横梁3132的一侧表面设置有沿竖直方向排列的多个第二安装孔；第二安装孔可以与第一安装孔一一对应；
第一框架351在朝向第一横梁3132的一侧表面设置有与多个第一安装孔相对应的多个第三安装孔、且在朝向第二横梁3142的另一侧表面设置有与多个第二安装孔相对应的多个第四安装孔；
第一框架351通过穿设于相对应的第一安装孔和第三安装孔的第一紧固件固定连接于第一横梁3132，并通过穿设于相对应的第二安装孔和第四安装孔中的第二紧固件固定连接于第二横梁3142。
由于在第一框架351、第一横梁3132和第二横梁3142上设置有对应的安装孔，因此，能够通过紧固件将第一框架351安装于第一横梁3132和第二横梁3142上，并且通过设置的多个安装孔，可以调节第一框架351在第一横梁3132和第二横梁3142上的安装位置，便于调节壁障车3的总质量和重心高度。
上述第一配重块352可以为钢板、钢块、铅块、铁块或钢筋混凝土块等质量较大的物体，且为了方便将第一配重块352固定安装到第一框架351上，如图4结构所示，第一配重块352上设置有第一固定通孔，并在第一框架351上设置有与第一固定通孔相对应的第一固定孔，第一配重块352通过穿设于第一固定通孔和第一固定孔的第三紧固件354固定连接于第一框架351。第三紧固件354可以为螺栓36、螺钉、铆钉等紧固件。
由于第一配重块352通过第三紧固件354固定连接于第一框架351，因此，第一配重块352能够方便地安装于第一框架351上或方便地从第一框架351上拆卸下来；通过第一配重块352的拆装能够方便、灵活地改变数量，进而能够方便地调节壁障车3的总质量和重心高度。
在将多个第一配重块352安装于第一框架351时，为了提高第一配重块352安装于第一框架351的稳定性和可靠性，以及保证在碰撞试验过程中的安全性，在第一配重块352之间还设置有连接板353，使至少两个第三紧固件354均穿过连接板353，通过连接板353使多个第三紧固件354形成一体结构，并将第 一配重块352固定安装于第一框架351，连接板353为长条形板状结构或方形板状结构，能够提高第一配重块352的稳定性和可靠性，并能提高碰撞试验的安全性。
如图3和图4结构所示，车体31还设置有固定连接于第一端墙311和车体31之间的多个第一加强件315、以及固定连接于第二端墙312和车体31之间的多个第二加强件316；多个第一加强件315用于增强第一端墙311的强度；多个第二加强件316用于增强第二端墙312的强度。在图3和图4中，第一加强件315和第二加强件316均为支撑柱，支撑柱的一端连接端墙、且另一端连接车体31，通过支撑柱加强端墙的结构强度和刚度，使第一端墙311在碰撞过程中具有足够的强度，以此来检验被碰撞的试验台车4等轨道车辆、安装于试验台车4的试验件8或者安装于壁障车3的试验件8的碰撞性能。第一加强件315和第二加强件316不仅可以为支撑柱，也可以为板状件或块状件，只要能起到加强端墙的结构强度的目的即可。
在上述壁障车3的各种实施例的基础上，如图3结构所示，车体31上还设置有用于控制第一制动系统34动作的第一制动触发装置343。第一制动触发装置343可以为行程开关、突出于车体31的拨杆或突出于车体31的手柄。
由于在车体31上还设置有控制第一制动系统34动作的第一制动触发装置343，能够通过对第一制动触发装置343的触发启动第一制动系统34中的第一制动缸342动作，以使第一制动缸342与第一制动装置341连通，通过第一制动缸342的驱动使第一制动装置341开始动作以实现对壁障车3的第一走行部33进行制动，以对壁障车3进行制动，因此，能够在碰撞试验过程中或壁障车3运动过程中通过第一制动系统34对壁障车3进行制动，以对壁障车3的速度和位置进行控制，并可防止危险的发生，有利于提高碰撞试验的安全性。
为了扩大轨道车辆碰撞试验系统1的使用范围和使用灵活性，第一端墙311在背离第二端墙312的一侧表面设置有第一通孔、第一螺纹孔和第一T形槽3111中的至少一种；如图5结构所示，第一端墙311的表面设置有第一T 形槽3111，并且第一T形槽3111可以包括沿水平方向延伸的第一横向T形槽3312和沿竖直方向延伸的第一纵向T形槽3113，也可以只设置沿水平方向延伸的第一横向T形槽3312或沿竖直方向延伸的第一纵向T形槽3113，还可以在第一端墙311背离第二端墙312的表面设置与竖直方向成一定角度的第一T形槽3111，即，使第一T形槽3111的延伸方向与竖直方向之间形成夹角，夹角可以为0～90°之间的任意角度，如：30°、45°、60°、75°；并且第一端墙311的表面还可以设置有第一通孔和/或第一螺纹孔；图5中示出的只是一种第一T形槽3111的具体设置结构，在实际使用过程中，第一端墙311表面的具体结构可以根据实际需要进行设置；第一T形槽3111的具体结构可以参考图7，可以使螺栓36的螺栓头插入第一T形槽3111中，进而通过伸出第一T形槽3111的螺杆去安装试验件8、缓冲装置、检测装置或壁障车3等任意构件或装置；通过在第一端墙311表面设置的第一通孔、第一螺纹孔或第一T形槽3111能够增大壁障车3的使用范围。
第一连接结构32为第二端墙312在背离第一端墙311的一侧表面设置的车钩、第二通孔3121、第二螺纹孔和第二T形槽中的至少一种；如图3结构所示，第二端墙312的表面设置有车钩，通过车钩可以与机车等任意动力源设备5进行连接，以通过动力源设备5的驱动使壁障车3进行沿轨道2的移动；如图6结构所示，第二端墙312的表面设置有多个第二通孔3121，如图8结构所示还可以通过螺栓36和螺母37连接另一辆壁障车3，即，将两辆或多辆壁障车3连接起来形成壁障车组以增大作为固定壁障的壁障车组的总质量，还可以通过第二通孔3121连接其它零部件等任意构件或装置；并且第二通孔3121的设置结构和数量也不限于图6中所示，可以根据实际情况进行具体设置。
上述壁障车3可以用作轨道车辆碰撞试验系统1中的刚性壁障，并具有能够移动的优点，且可以用现有废旧轨道车辆改装制成或新造；与现有钢筋混凝土建筑物的固定壁障相比，具有制造成本低、无需占用固定场地且能够重复利用的特点。
在上述轨道车辆碰撞试验系统1和壁障车3的各种实施方式的基础上，试验台车4可以采用以下实施方式：
如图9和图10结构所示，试验台车4可以包括底架41、第二走行部42以及第二制动系统43；底架41在朝向壁障车3的一端设置有碰撞端墙411；第二走行部42安装于底架41的底部且能够沿轨道2运动；第二制动系统43用于对第二走行部42进行制动。如图9结构所示，第二制动系统43可以包括安装于第二走行部42的第二制动装置431和用于驱动第二制动装置431进行制动的第二制动缸432。第二制动系统43可以为气动制动系统、液压制动系统或电磁制动系统；如图9结构所示，第二制动装置431可以为安装于第二走行部42的制动夹钳；第二制动缸432可以为制动风缸或制动油缸。
上述试验台车4在动力源设备5的驱动下，能够通过第二走行部42沿轨道2运动，并通过设置在底架41一端的碰撞端墙411与上述壁障车3进行碰撞，以完成碰撞试验；试验台车4在动力源设备5的驱动下能够达到碰撞试验要求的预定速度和试验地点，并在碰撞试验完成后沿轨道2离开试验地点；所以，轨道2在碰撞试验完成后仍可以继续使用，而试验台车4和壁障车3可以在动力源设备5的驱动下离开轨道2，也可以重复利用；因此，能够提高轨道车辆碰撞试验系统1的灵活性和利用率。
如图9和图10结构所示，试验台车4还可以包括设置于底架41的质量调节机构44，质量调节机构44用于调节试验台车4的质量。
由于试验台车4在底架41上设置有质量调节机构44，能够通过质量调节机构44调节试验台车4的质量和重心高度，因此，在碰撞试验之前，可以通过质量调节机构44调节试验台车4的总质量和重心高度，进而能够调节壁障车3与试验台车4之间的质量比，以满足轨道车辆在碰撞试验过程中试验台车4的试验指标，使碰撞试验能够真实地反映质量较大的轨道车辆在碰撞过程中的试验结果，并便于后期对于轨道车辆的设计结构的改进和安全性的改善。
根据上述轨道车辆碰撞试验系统1的具体实施方式可知，壁障车3和试验 台车4均能够根据实际试验条件改变其自身的质量，以模拟各种质量的轨道车辆之间的碰撞试验；根据动力学的动量定理可知，在试验台车4与壁障车3进行碰撞的过程中，试验台车4的初始动能中的一部分动能在碰撞过程中转化为试验件8的变形能，另一部分动能则转化为壁障车3和试验台车4的动能，如：使壁障车3沿轨道2后退和/或使试验台车4反向运动；当然，在碰撞之后，壁障车3在获得一部分动能的情况下会出现后退运动的情况，试验台车4可能会出现被撞停、反向后退运动或继续向前运动的情况；碰撞之后出现的情况与碰撞时壁障车3的质量、试验台车4的质量、试验件8的吸能性能和试验台车4的撞击速度均有关。
在碰撞过程中，壁障车3、试验台车4以及试验件8吸收的动能均与试验台车4的质量和壁障车3的质量之比有关系；当发生完全塑性碰撞时，试验件8吸收的能量能够由下式计算得出：
Figure PCTCN2018113352-appb-000001
在上式中，T 1为试验台车4在碰撞之前的初始动能，m 1为试验台车4和试验件8的总质量，m 2为壁障车3的总质量，ΔT为碰撞过程中试验件8吸收的能量。
因此，通过上述计算公式可知，通过调整试验台车4和壁障车3的质量比，可以满足各种试验件8的碰撞试验需求，并且可以根据公式计算出壁障车3和试验台车4的后退距离，以掌握碰撞试验过程中的碰撞区域范围，便于在碰撞试验前将高速摄像机、应变片、光栅、传感器、加速度计等地面测试及数据采集设备61布置在碰撞区域范围内，以便于碰撞试验过程中各种数据的采集。
如图9和图10结构所示，质量调节机构44包括固定连接于底架41的多个第二配重块441。
质量调节机构44可以包括固定连接于底架41的多个第二配重块441，多个第二配重块441可以整齐堆叠在底架41上，通过设置在底架41上的多个第 二配重块441能够调节试验台车4的质量，使试验台车4与壁障车3的质量比达到试验指标；第二配重块441可以固定安装于底架41上，也可以与底架41一体成型；通过第二配重块441的数量增减可以模拟各种轨道车辆，以实现碰撞试验的准确性和真实性。
并且，第二配重块441可以与第一配重块352采用相同的材料制成，第二配重块441也可以为钢板、钢块、铅块、铁块或钢筋混凝土块等质量较大的物体。第一配重块352和第二配重块441的质量均可以为1吨、2吨、3吨、4吨、5吨。
由于第二配重块441的质量较大，并且在碰撞试验过程中，试验台车4的冲击载荷较大，为了提高碰撞试验的安全性，防止第二配重块441在较大冲击载荷的作用下损坏试验台车4、壁障车3或轨道2，如图9和图10结构所示，试验台车4还包括设置于底架41的限位结构45，限位结构45用于对第二配重块441进行限位，以将第二配重块441限位在底架41上。限位结构45可以包括沿第二配重块441周向设置的多个限位柱451，也可以包括设置于第二配重块441周向的多个限位板452，还可以由设置于第二配重块441周向的多个限位柱451和多个限位板452构成，目的是通过限位结构45对第二配重块441起到限位作用，使第二配重块441在碰撞过程中始终保持在底架41上。如图10结构所示，第二配重块441为长方体结构的钢板，限位结构45包括设置于第二配重块441两侧的多个限位柱451、以及设置于第二配重块441另外两侧的限位板452，同时，为了提高限位板452的结构强度，在限位板452背离第二配重块441的一侧设置有第一支撑件4521、第二支撑件4522或第三支撑件，第一支撑件4521和第二支撑件4522均可以为支柱，第三支撑件可以为支板；限位板452的支撑结构并不限于图中结构所限，每个限位板452可以采用任意组合的第一支撑件4521、第二支撑件4522或第三支撑件，也可以采用其它的支撑结构对其结构强度进行加强。
由于试验台车4还包括设置于底架41且对第二配重块441进行限位的限 位结构45，通过限位结构45将第二配重块441保持在底架41上，以防止在碰撞过程中第二配重块441在冲击载荷的作用下脱离试验台车4而带来危险，因此，能够通过设置的限位结构45提高碰撞试验的安全性和稳定性。同理，为了能够使碰撞试验真实地反映轨道车辆碰撞时的真实结果，试验台车4还设置有用于增强碰撞端墙411的结构强度的加强结构412。加强结构412可以包括固定连接于碰撞端墙411与底架41的多个第三加强件。如图9、图10和图11结构所示，试验台车4在碰撞端墙411与底架41之间设置有用作加强结构412的多个支柱等第三加强件，加强结构412不限于支柱，也可以为加强肋等加强结构，只要能够增强碰撞端墙411的结构强度即可满足要求。
由于试验台车4设置有用于增强碰撞端墙411的结构强度的加强结构412，通过加强结构412能够增强碰撞端墙411的结构强度和刚度，使碰撞端墙411的结构强度和刚度能够达到轨道车辆端墙的真实强度和刚度，以确保碰撞试验结果的准确性和可靠性。
为了方便动力源设备5与试验台车4的连接，如图9和图10结构所示，试验台车4还包括设置于底架41且与碰撞端墙411相对设置的安装座46和/或第二连接结构47，安装座46和第二连接结构47均可用于与动力源设备5连接。如图9结构所示的试验台车4包括安装座46和安装于安装座46的第二连接结构47，安装座46可以用来与牵引电机系统、空气炮或液压炮等动力源设备5连接或承受动力载荷，而第二连接结构47可以为车钩等，用来与轨道机车、牵引电机系统等动力源设备5联挂；但是，试验台车4也可以只设置安装座46或第二连接结构47，安装座46和第二连接结构47的设置可以根据碰撞试验的实际情况进行可选性替换安装。如图9结构所示，安装座46在背离碰撞端墙411的一端可以设置有安装平面461可以通过安装平面461来连接外置的动力源设备5或第二连接结构47；在安装座46背离安装平面461的一侧还可以设置有加强肋或支板等第三加强件462，第三加强件462的一端固定连接于底架41、另一端固定连接于安装座46，以通过第三加强件462对安装座 46进行加强，使安装座46具有足够的结构强度，承受动力源设备5带来的驱动载荷；并且在底架41同时设置有安装座46和第二连接结构47时，第二连接结构47可脱离地安装于安装平面461。
由于试验台车4还包括安装座46和/或第二连接结构47，并且安装座46和第二连接结构47可以分别连接不同的动力源设备5，因此，试验台车4能够采用不同的动力源设备5进行驱动，便于适用于拥有不同动力源设备5的碰撞试验系统1，增加了试验台车4使用的灵活性，方便碰撞试验的进行。
同时，由于第二连接结构47可脱离地安装于安装座46的安装平面461，因此，可以根据碰撞试验的实际情况，将第二连接结构47安装于安装座46或者将第二连接结构47从安装座46上拆卸下来，在能够增加动力源设备5选择的情况下还提高了试验台车4使用时的灵活性。
上述轨道车辆碰撞试验系统不仅能够用于轨道车辆之间的碰撞试验，还可以对轨道车辆的各个零部件进行碰撞试验，为了方便对轨道车辆的各个零部件进行碰撞试验，碰撞端墙411在背离底架41的一侧表面设置有第三通孔、第三螺纹孔和第三T形槽4111中的至少一种。如图9、图11和图12的结构所示，碰撞端墙411在背离底架41的一侧表面设置有第三T形槽4111。碰撞端墙411在背离底架41的一侧表面还可以设置第三通孔或第三螺纹孔，也可以设置第三通孔、第三螺纹孔和第三T形槽4111中的任意组合，例如：可以同时设置有第三通孔和第三T形槽4111。同理，第三T形槽4111可以包括沿竖直方向延伸的第三T形槽4111和/或沿水平方向延伸的第三T形槽4111，还可以包括延伸方向与竖直方向成一定角度的第三T形槽4111。
由于碰撞端墙411在背离底架41的一侧表面设置有第三通孔、第三螺纹孔和第三T形槽4111中的至少一种，因此，在碰撞端墙411的一侧表面能够采用通过第三通孔、第三螺纹孔或第三T形槽4111的紧固件固定试验件8，如图12中螺栓36的螺栓头安装于第三T形槽4111内，并使螺杆穿过第三T形槽4111和试验件8上的固定孔81后与螺母37螺纹连接，进而将试验件8固 定安装在碰撞端墙411的一侧表面，再通过试验台车4与壁障车3之间的碰撞，完成对试验件8的碰撞试验。
通过设置于碰撞端墙411的第三通孔、第三螺纹孔和第三T形槽4111可以将试验件8固定安装有碰撞端墙411，进而对试验件8进行碰撞试验，使轨道车辆碰撞试验系统1不仅能够实现轨道车辆之间的碰撞试验，而且还能对轨道车辆的各零部件进行碰撞试验，因此，扩大了轨道车辆碰撞试验系统1使用范围，也有利于提高轨道车辆碰撞试验系统1的利用率。
为了控制试验台车4的第二制动系统43，试验台车4还包括设置于底架41、且用于控制第二制动系统43动作的第二制动触发装置433。第二制动触发装置433可以为行程开关、突出于底架41的拨杆或突出于底架41的手柄。如图9和图10结构所示的第二制动触发装置433为突出于底架41的手柄。
由于试验台车4还设置有控制第二制动系统43动作的第二制动触发装置433，能够通过对第二制动触发装置433的触发使第二制动缸432进行动作以使第二制动缸432与第二制动装置431连通，通过第二制动缸432的驱动使第二制动装置431对第二走行部42进行制动，以对试验台车4进行制动，因此，能够在碰撞试验过程中或试验台车4运动过程中通过第二制动系统43对试验台车4进行制动，以对试验台车4的速度和位置进行控制，并可防止危险的发生，有利于提高碰撞试验的安全性。
上述轨道车辆碰撞试验系统1中的动力源设备5可以为轨道机车、牵引电机系统、空气炮或液压炮等。动力源设备5可以用于驱动上述壁障车3和/或试验台车4。动力源设备5还可以借助由位于高处的壁障车3或试验台车4的势能构成共同构成，即，轨道2的一端处于斜坡的顶端，而轨道2的另一端处于斜坡的底端，此时，在碰撞试验之前，将壁障车3或试验台车4设置于斜坡的顶端或中间位置，并由相关的设备推动或启动即可，此时，壁障车3或试验台车4具有较大的势能，减少了动力源设备5的动力供能需求，可以通过将势能转换为动能而使壁障车3或试验台车4达到预定速度。
上述各种轨道车辆碰撞试验系统1还可以包括用于获取碰撞试验过程中各种数据和图像的测试及数据采集设备6、以及设置于壁障车3或试验台车4的同步触发装置7，同步触发装置7用于在壁障车3与试验台车4碰撞的同时控制测试及数据采集设备6动作。同步触发装置7可以为金属弹片式压电开关。
如图1A和图1B结构所示，根据安装位置的不同，测试及数据采集设备6可以包括设置于轨道2上或撞击试验位置的附近区域的地面测试及数据采集设备61、安装于壁障车3上的第一车载测试及数据采集设备62以及安装于试验台车4上的第二车载测试及数据采集设备；地面测试及数据采集设备61、第一车载测试及数据采集设备62和第二车载测试及数据采集设备63均可以包括但不限于高速摄像机、应变片、光栅、传感器、加速度计等各种测试设备和数据采集设备。
上述第一走行部33和第二走行部42均可以采用转向架，如：双轴转向架、三轴转向架，也可以采用能够与轨道2形状配合且能沿轨道2滑动的滑槽，还可以采用其它的能够与轨道2相对运动的结构。
综上所述，本申请实施例提供的轨道车辆碰撞试验系统1通过动力源设备5的驱动，使壁障车3和/或试验台车4在轨道2上相对运动以完成碰撞试验，能够解决相关碰撞试验系统1的固定壁障占地面积大、建设成本高且不能真实反映轨道车辆之间碰撞的实际情况的问题。
实施例二
本申请实施例提供了一种采用上述实施例中任意一种轨道车辆碰撞试验系统1进行碰撞试验的试验方法，如图13的流程图所示，该试验方法包括以下步骤：
步骤S110，提供轨道2、壁障车3、试验台车4以及动力源设备5，并使壁障车3静止停放于轨道2上；
步骤S120，采用动力源设备5驱动试验台车4沿轨道2朝向壁障车3运动， 以使试验台车4达到并保持预定速度；
步骤S130，试验台车4与动力源设备5脱离，并制动动力源设备5；
步骤S140，使试验台车4以预定速度撞击壁障车3，碰撞试验结束。
在试验台车4撞击壁障车3的瞬间，碰撞试验系统1中的同步触发装置7启动，碰撞试验系统1内所有的测试及数据采集设备6开始工作，测试并采集试验件8撞向壁障车3的碰撞过程；
撞击完成后，试验台车4、壁障车3分别以一定的速度同向或反向运动，或运行一段距离自动静止。当试验台车4、壁障车3运动速度较大时，或者超出了预设车辆制动行程开关位置时，试验台车4的第二制动触发装置433启动，试验台车4制动停车，壁障车3的第一制动触发装置343启动，壁障车3制动停车，撞击试验终止。
上述试验方法采用在轨道2上相对运动的壁障车3和试验台车4进行，在试验开始之前的准备过程中，可以通过动力源设备5，或机车，或人力驱动壁障车3沿轨道2运动，并使壁障车3移动到指定位置，然后，通过动力源设备5驱动试验台车4沿轨道2运动，并使试验台车4达到并保持碰撞试验要求的预定速度，试验台车4以预定速度撞击壁障车3完成碰撞试验；在上述试验中，虽然壁障车3在车辆碰撞过程中会有一定的运动，但其功能性等同于固定刚性墙，充当碰撞壁障。
在上述试验方法中，并不限于试验台车4以预定速度撞击静止的壁障车3的情况，还可以使壁障车3以预定速度撞击静止的试验台车4，或者使壁障车3和试验台车4均以预定速度相对运动而进行对撞。
通过上述试验方法，无需在轨道2的末端建设固定刚性墙体，可以采用质量较大的壁障车3作为碰撞壁障，在降低碰撞试验系统1研建成本的同时，也节约了固定壁障永久占用土地或线路的问题。
在具体试验过程中，上述试验方法还可以采用以下具体步骤进行：
确定壁障车3的质量和试验台车4的质量，并根据确定的质量分别对壁障 车3和试验台车4进行配重；需要说明的是：在具体试验过程中，可以对轨道车辆进行碰撞试验，也可以对轨道车辆的某个部件进行碰撞试验，以对轨道车辆或其零部件进行测试；当对某个零部件进行碰撞测试时，可将欲测试的试验件8安装于试验台车4朝向壁障车3的一端，使试验台车4在撞击壁障车3的时候，试验件8在试验台车4的带动下首先撞击壁障车3；根据安装于试验台车4的试验件8，确定壁障车3的质量以及试验台车4的质量；
确定试验台车4撞击壁障车3时的撞击速度；在确定试验台车4撞击壁障车3时的撞击速度的过程中，可以根据试验件8的具体情况和动量定理，确定试验台车4撞击壁障车3时的撞击速度；
确定壁障车3和试验台车4在轨道2上的碰撞位置；
设置同步触发装置7、测试及数据采集设备6；如图1B结构所示，在轨道2的两侧碰撞位置附件设置有地面测试及数据采集设备61，同步触发装置7安装于试验台车4朝向壁障车3的一端；
设置壁障车3静止停放于碰撞位置；
采用动力源设备5驱动试验台车4沿轨道2朝向壁障车3运动，并在试验台车4与壁障车3之间的距离达到预定距离时使动力源设备5与试验台车4脱离，且使试验台车4在到达碰撞位置时的速度为撞击速度；
试验台车4撞击壁障车3；
在试验台车4撞击壁障车3的同时，同步触发装置7启动且控制测试及数据采集设备6开始动作，以采集碰撞试验过程中的碰撞数据和图像；
待壁障车3和试验台车4均静止后，试验结束。
下面以采用上述轨道车辆碰撞试验系统1和试验方法进行碰撞试验的整个过程为例，详细讲述轨道车辆碰撞试验的整个过程：
第一步，根据轨道车辆碰撞试验的标准确定撞击速度、试验台车4的质量、壁障车3的质量等碰撞试验的技术指标，如：撞击速度为30km/h，壁障车3的质量位60吨，试验台车4的质量为20吨；
第二步，根据确定的技术指标，通过质量可以为2吨、3吨或5吨的单个配重块对壁障车3和试验台车4的质量进行调整，以使壁障车3和试验台车4的各项参数均满足试验指标，如，壁障车3的质量可以为60吨、100吨或200吨，试验台车4的质量可以为20吨、50吨或60吨；当试验台车4和壁障车3的设置为同等重量时，例如，均设置为60吨时，试验台车4的质量和壁障车3的质量相等且与真实的轨道车辆的质量相当，此时，壁障车3和试验台车4可以真实地模拟两列相同重量轨道列车车辆相对碰撞情形，真实地反映两列轨道车辆的碰撞情况；
第三步，采用轨道机车、人力或动力源设备5通过第一连接结构32与壁障车3连接，并驱动壁障车3到达碰撞试验指定的地点，并静止停放壁障车3；
第四步，采用动力源设备5驱动试验台车4沿轨道2朝向壁障车3运动，以使试验台车4达到并保持预定速度，例如将试验台车4加速至碰撞试验速度30km/h；
第五步：动力源设备5自身制动，并与试验台车4脱离，试验台车4继续以试验速度30km/h向壁障车3运动，撞向壁障车3，试验台车4与壁障车3碰撞瞬间可参考图2结构所示；
第六步：在试验台车4与壁障车3撞击的瞬间，触发安装于壁障车3和/或试验台车4的同步触发装置7，同步触发装置7控制测试及数据采集设备6动作，以对碰撞过程中的变形、位移、速度、加速度、受力等相关数据进行采集，以完成碰撞试验并达到试验测试目的；
第七步，撞击完成后，试验台车4、壁障车3分别以一定的速度同相或反向运动，或运行一段几米的距离自动静止下来。当试验台车4、壁障车3运动速度较大时，或者超出了预设车辆制动行程开关位置时，试验台车4的第二制动触发装置433启动，试验台车4制动停车，壁障车3的第一制动触发装置343启动，壁障车3制动停车，碰撞试验终止。
尽管已描述了本申请一些可选的实施例，但本领域内的技术人员一旦得知 了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (30)

  1. 一种轨道车辆碰撞试验系统，其特征在于，包括：
    轨道；
    壁障车，所述壁障车能够沿所述轨道运动；
    试验台车，所述试验台车能够沿所述轨道运动、且沿所述轨道与所述壁障车相对设置；
    以及动力源设备，所述动力源设备与所述试验台车和/或所述壁障车之间可脱离地连接，用于驱动所述试验台车和/或所述壁障车运动，以使所述壁障车和所述试验台车以预定速度进行碰撞。
  2. 根据权利要求1所述的系统，其特征在于，所述壁障车包括：
    车体，所述车体朝向所述试验台车的一端设置有用于进行碰撞试验的第一端墙、且在背离所述试验台车的另一端设置有用于连接所述动力源设备的第一连接结构；
    第一走行部，所述第一走行部固定连接于所述车体底部且能够沿轨道运动；
    以及第一制动系统，所述第一制动系统用于对所述第一走行部进行制动。
  3. 根据权利要求2所述的系统，其特征在于，所述壁障车还包括设置于所述车体的质量重心调节机构，所述质量重心调节机构用于调节所述壁障车的质量和重心高度。
  4. 根据权利要求3所述的系统，其特征在于，所述质量重心调节机构包括可调节地安装于所述车体的第一框架以及安装于所述第一框架的第一配重块。
  5. 根据权利要求4所述的系统，其特征在于，所述车体还设置有与所述第一端墙相对设置的第二端墙、固定连接于所述第一端墙与所述第二端墙之间的第一侧墙、以及固定连接于所述第一端墙与所述第二端墙之间的第二侧墙；
    所述第二侧墙与所述第一侧墙平行且相对设置，并在所述第一侧墙和所述第二侧墙之间形成用于安装所述第一框架的容置空间；
    所述第一框架安装于所述第一侧墙和所述第二侧墙。
  6. 根据权利要求5所述的系统，其特征在于，所述第一侧墙包括多个沿水平方向间隔设置的第一立柱、以及多个沿竖直方向间隔排列且与所述第一立柱均固定连接的第一横梁，所述第一横梁的一端连接所述第一端墙、且另一端连接所述第二端墙；
    所述第二侧墙包括与所述第一立柱一一相对的第二立柱、以及与所述第一横梁一一相对且与所述第二立柱均固定连接的第二横梁，所述第二横梁的一端连接所述第一端墙、且另一端连接所述第二端墙；
    所述第一框架的一端安装于所述第一横梁、且另一端安装于所述第二横梁。
  7. 根据权利要求6所述的系统，其特征在于，所述第一横梁在朝向所述第二横梁的一侧表面设置有沿竖直方向排列的多个第一安装孔；
    所述第二横梁在朝向所述第一横梁的一侧表面设置有沿竖直方向排列的多个第二安装孔；
    所述第一框架在朝向所述第一横梁的一侧表面设置有与多个所述第一安装孔相对应的多个第三安装孔、且在朝向所述第二横梁的另一侧表面设置有与多个所述第二安装孔相对应的多个第四安装孔；
    所述第一框架通过穿设于相对应的第一安装孔和第三安装孔的第一紧固件固定连接于所述第一横梁，并通过穿设于相对应的第二安装孔和第四安装孔中的第二紧固件固定连接于所述第二横梁。
  8. 根据权利要求4所述的系统，其特征在于，所述第一配重块为钢板、钢块或铅块，且所述第一配重块上设置有第一固定通孔；
    所述第一框架上设置有与所述第一固定通孔相对应的第一固定孔；
    所述第一配重块通过穿设于所述第一固定通孔和所述第一固定孔的第三紧固件固定连接于所述第一框架。
  9. 根据权利要求5所述的系统，其特征在于，所述车体还设置有固定连接于所述第一端墙和所述车体之间的多个第一加强件、以及固定连接于所述第二端墙和所述车体之间的多个第二加强件；
    多个所述第一加强件用于增强所述第一端墙的强度；多个所述第二加强件用于增强所述第二端墙的强度。
  10. 根据权利要求2所述的系统，其特征在于，所述车体上设置有用于控制所述第一制动系统动作的第一制动触发装置。
  11. 根据权利要求10所述的系统，其特征在于，所述第一制动触发装置为行程开关、突出于所述车体的拨杆或突出于所述车体的手柄。
  12. 根据权利要求5所述的系统，其特征在于，所述第一端墙在背离所述第二端墙的一侧表面设置有第一通孔、第一螺纹孔和第一T形槽中的至少一种；
    所述第一连接结构为所述第二端墙在背离所述第一端墙的一侧表面设置的车钩、第二通孔、第二螺纹孔和第二T形槽中的至少一种。
  13. 根据权利要求1-12任一项所述的系统，其特征在于，所述试验台车包括：
    底架，所述底架在朝向所述壁障车的一端设置有碰撞端墙；
    第二走行部，所述第二走行部安装于所述底架的底部且能够沿所述轨道运动；
    以及第二制动系统，所述第二制动系统用于对所述第二走行部进行制动。
  14. 根据权利要求13所述的系统，其特征在于，所述试验台车还包括设置于所述底架的质量调节机构，所述质量调节机构用于调节所述试验台车的质量。
  15. 根据权利要求14所述的系统，其特征在于，所述质量调节机构包括固定连接于所述底架的第二配重块。
  16. 根据权利要求15所述的系统，其特征在于，所述试验台车还包括设置于所述底架的限位结构，所述限位结构用于对所述第二配重块进行限位，以将所述第二配重块保持在所述底架上。
  17. 根据权利要求16所述的系统，其特征在于，所述限位结构包括沿所 述第二配重块周向设置的多个限位柱。
  18. 根据权利要求13所述的系统，其特征在于，所述试验台车还设置有用于增强所述碰撞端墙的结构强度的加强结构。
  19. 根据权利要求18所述的系统，其特征在于，所述加强结构包括固定连接于所述碰撞端墙与所述底架的多个第三加强件。
  20. 根据权利要求13所述的系统，其特征在于，所述试验台车还包括设置于所述底架且与所述碰撞端墙相对设置的安装座和/或第二连接结构，所述安装座和所述第二连接结构均用于连接所述动力源设备，以承载和传递所述动力源设备驱动所述试验台车的驱动载荷。
  21. 根据权利要求20所述的系统，其特征在于，所述安装座在背离所述碰撞端墙的一端设置有安装平面；
    所述底架设置有所述安装座和所述第二连接结构时，所述第二连接结构可拆卸地安装于所述安装平面。
  22. 根据权利要求13所述的系统，其特征在于，所述碰撞端墙背离所述底架的一侧表面设置有第三通孔、第三螺纹孔和第三T形槽中的至少一种。
  23. 根据权利要求13所述的系统，其特征在于，所述试验台车还包括设置于所述底架、且用于控制所述第二制动系统动作的第二制动触发装置。
  24. 根据权利要求23所述的系统，其特征在于，所述第二制动触发装置为行程开关、突出于所述底架的拨杆或突出于所述底架的手柄。
  25. 根据权利要求1-12任一项所述的系统，其特征在于，所述动力源设备为机车、牵引电机系统、空气炮或液压炮。
  26. 根据权利要求1-12任一项所述的系统，其特征在于，还包括用于获取碰撞试验过程中碰撞数据和图像的测试及数据采集设备、以及设置于所述壁障车或所述试验台车的同步触发装置，所述同步触发装置用于在所述壁障车与所述试验台车碰撞的同时控制所述测试及数据采集设备动作。
  27. 根据权利要求26所述的系统，其特征在于，所述测试及数据采集设 备为高速摄像机、应变片、光栅以及传感器中的至少一种；
    所述同步触发装置为金属弹片式压电开关或带状开关。
  28. 一种采用权利要求1-27中任意一项所述的碰撞试验系统进行碰撞试验的试验方法，其特征在于，包括：
    提供轨道、壁障车、试验台车以及动力源设备，并使所述壁障车静止停放于所述轨道上；
    采用所述动力源设备驱动所述试验台车沿所述轨道朝向所述壁障车运动，以使所述试验台车达到并保持预定速度；
    所述动力源设备与所述试验台车脱离，并制动所述动力源设备；
    使所述试验台车以预定速度撞击所述壁障车，碰撞试验结束。
  29. 一种采用权利要求26或27所述的碰撞试验系统进行碰撞试验的试验方法，其特征在于，包括以下步骤：
    确定所述壁障车的质量和所述试验台车的质量，并根据确定的质量分别对所述壁障车和所述试验台车所述进行配重；
    确定所述试验台车撞击所述壁障车的撞击速度；
    确定所述试验台车与所述壁障车在所述轨道上的碰撞位置；
    设置同步触发装置和测试及数据采集设备；
    设置所述壁障车静止停放在碰撞位置上；
    采用所述动力源设备驱动所述试验台车沿所述轨道朝向所述壁障车运动，并在所述试验台车与所述壁障车之间的距离达到预定距离时使所述动力源设备与所述试验台车脱离，且使所述试验台车在到达碰撞位置时的速度为撞击速度；
    所述试验台车撞击所述壁障车；
    在所述试验台车撞击所述壁障车的同时，所述同步触发装置启动且控制测试及数据采集设备开始动作，以采集碰撞试验过程中的碰撞数据；
    待所述壁障车和所述试验台车均静止后，试验结束。
  30. 根据权利要求29所述的试验方法，其特征在于，在确定所述壁障车的质量和所述试验台车的质量、以及确定所述试验台车撞击所述壁障车的撞击速度的步骤中，根据安装于所述试验台车的试验件和动量定理，确定所述壁障车的质量、所述试验台车的质量以及所述撞击速度。
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