WO2021227309A1 - 轨道碰撞台车 - Google Patents

轨道碰撞台车 Download PDF

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Publication number
WO2021227309A1
WO2021227309A1 PCT/CN2020/112972 CN2020112972W WO2021227309A1 WO 2021227309 A1 WO2021227309 A1 WO 2021227309A1 CN 2020112972 W CN2020112972 W CN 2020112972W WO 2021227309 A1 WO2021227309 A1 WO 2021227309A1
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WIPO (PCT)
Prior art keywords
unit
frame
lifting
saddle
weight
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PCT/CN2020/112972
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English (en)
French (fr)
Inventor
李本怀
张猛
杨姝
苏建
胡常青
Original Assignee
中车长春轨道客车股份有限公司
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Publication of WO2021227309A1 publication Critical patent/WO2021227309A1/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 invention relates to the technical field of rail vehicle collision tests, in particular to a rail collision trolley.
  • the rail crash trolley In the field of rail vehicle crash test, due to the high cost of using real-vehicle crash test and a certain degree of danger, the rail crash trolley is the most direct and effective method to study the crash of rail vehicles.
  • the main method is to install the tested parts such as coupler buffer device, anti-climbing device, crush tube, structural energy absorption area, end energy absorption system, etc. on the track collision trolley, and use the track collision trolley to replace the actual vehicle for testing.
  • Research on the collision performance of components because the track collision trolley can be used repeatedly, and the processing is simple, which greatly reduces the cost and risk of the test.
  • the object of the present invention is to provide a rail collision trolley whose test versatility is improved.
  • the present invention provides a rail collision trolley, including a saddle-shaped frame, a center of mass adjustment unit, and a running unit.
  • the center of mass adjustment unit and the running unit are mounted on the saddle-shaped frame, and the The center of mass adjustment unit is used to adjust the height of the vertical center of mass of the rail collision trolley.
  • the saddle-shaped frame includes a cross beam and a longitudinal beam arranged in the longitudinal direction along the traveling direction, two adjacent longitudinal beams are connected by the cross beam, and the longitudinal beam includes a straight rod-shaped longitudinal beam and is located at an intermediate position.
  • the saddle-shaped longitudinal beam, the straight rod-shaped longitudinal beam is located on both sides of the saddle-shaped longitudinal beam, the upper surface of the saddle-shaped longitudinal beam forms a U-shaped beam with high front and rear ends and a low middle, and the walking unit is located Below the saddle-shaped longitudinal beam, the middle recessed position of the saddle-shaped longitudinal beam is located between the walking units on the front and rear sides.
  • the saddle-shaped frame further includes a traveling unit connecting seat installed under the saddle-shaped longitudinal beam;
  • the traveling unit includes a traveling unit support frame and multiple sets of traveling unit bearing housings, the traveling unit bearing housing is fixedly connected to the traveling unit connecting base, and the traveling unit bearing housings are located on the left and right sides below the traveling unit supporting frame
  • the supporting frame of the traveling unit is rotatably connected with the bearing seat of the traveling unit through a bearing.
  • the center of mass adjustment unit includes a weight frame unit and a lifting device
  • the weight frame unit includes a weight weight and a weight frame
  • the weight weight is detachably mounted on the weight.
  • the weight frame is connected to the lifting end of the lifting device, and at least two specifications of the weight weight can be installed on the weight frame, and the center of mass of the rail collision trolley is located in the The track collides with the center line of the trolley.
  • the weight frame includes a first weight frame located in the middle recessed part of the saddle-shaped stringer and a second weight frame located at the high position of the tail of the saddle-shaped stringer, the first weight frame
  • the second weight frame and the second weight frame are used to install the weights of different specifications, and two adjacent second weight frames are separated by a spacer, and the spacer is clamped to the saddle-shaped longitudinal beam
  • the spacers correspond to the saddle-shaped longitudinal beams one-to-one.
  • the lifting device includes:
  • a lifting support frame comprising a top frame and a supporting vertical beam for supporting the top frame, the top frame comprising two supporting beams and two supporting longitudinal beams connecting the two supporting beams;
  • the lifting unit is installed on the top frame, and the lifting end of the lifting unit is connected with the weight frame.
  • the lifting unit includes a controller, an anti-seize lifting unit, a lifting leg, and a pull-wire displacement sensor for sensing the lifting position of the weight frame, and the upper end of the anti-seize lifting unit is installed on the lifting
  • the upper end of the cable displacement sensor is connected with the lifting leg, the lower end is connected with the weight frame, and the bottom end of the lifting leg is installed on the On the saddle-shaped frame, the top end of the lifting leg is installed on the top frame, the cable displacement sensor is connected to the controller, and the controller controls the anti-seizing lifting unit to work.
  • the anti-seizure lifting unit includes a lower cross shaft unit, a worm gear lifting device and an upper cross shaft unit, and the worm gear lifting device has a self-locking device;
  • the lower cross shaft unit and the upper cross shaft unit are anti-seize lifting units, and the anti-seize lifting unit includes an upper seat, a lower seat and a cross shaft;
  • the upper seat includes an upper supporting plate and two upper fixing plates installed below the upper supporting plate, the upper fixing plate is sleeved on the installation shaft of the cross shaft and is in clearance fit with the installation shaft;
  • the lower seat includes a lower support plate and two lower fixing plates installed on the upper surface of the lower support plate, the lower fixing plate is sleeved on the mounting shaft of the cross shaft and is in clearance fit with the mounting shaft ,
  • the four mounting shafts of the cross shaft are in one-to-one correspondence with the upper fixing plate and the lower fixing plate;
  • the lower seat, the upper seat and the central position of the cross shaft are provided with through holes for the lead screw of the worm gear lifting device to pass through;
  • the lower seat of the upper cross shaft unit is installed on the lifting leg, and the worm gear lifting device is installed on the upper seat of the upper cross shaft unit;
  • the lower seat of the lower cross shaft unit is fixedly connected with a nut threadedly connected with the worm, and the counterweight frame is installed on the upper seat of the lower cross shaft unit.
  • the worm gear lifting device further includes a crank for manually shaking the worm wheel of the worm gear lifting device to rotate.
  • the lower surface of the weight frame abuts against the upper surface of the saddle-shaped frame; when the weight frame is in the high position, the upper surface of the weight frame is in contact with The lower surface of the top frame abuts.
  • the multiple lifting units are symmetrically arranged on the left and right sides of the upper surface of the saddle-shaped frame.
  • the rail collision trolley provided by the present invention includes a saddle-shaped frame, a center of mass adjustment unit, and a running unit.
  • the center of mass adjustment unit and the running unit are installed on the saddle-shaped frame, and the center of mass adjustment unit is used to adjust the rail collision table.
  • the frame is a saddle-shaped frame
  • the center of mass adjustment unit is provided to adjust the height of the center of mass, thereby realizing different simulations.
  • the function of the vehicle therefore, the test versatility of the rail collision trolley provided in this application is improved.
  • Fig. 1 is an axial side projection view of a rail collision trolley provided by an embodiment of the present invention
  • Fig. 2 is a front projection view of a rail collision trolley provided by an embodiment of the present invention
  • Fig. 3 is an axial projection view of a saddle-shaped frame provided by an embodiment of the present invention.
  • Figure 4 is a front projection view of a saddle-shaped frame provided by an embodiment of the present invention.
  • Figure 5 is a front sectional projection view of a saddle-shaped frame provided by an embodiment of the present invention.
  • Fig. 6 is an axial projection view of the walking unit provided by the embodiment of the present invention.
  • FIG. 7 is a top view projection view of a traveling unit provided by an embodiment of the present invention.
  • FIG. 8 is an axial projection view of a center of mass adjustment unit provided by an embodiment of the present invention.
  • FIG. 9 is a front projection view of a centroid adjustment unit provided by an embodiment of the present invention.
  • FIG. 10 is an axial projection view of a weight frame unit provided by an embodiment of the present invention.
  • Figure 11 is a front projection view of a weight frame unit provided by an embodiment of the present invention.
  • Fig. 12 is a bottom projection view of a weight frame unit provided by an embodiment of the present invention.
  • Figure 13 is a left projection view of a weight frame unit provided by an embodiment of the present invention.
  • Fig. 14 is an axial projection view of a lifting device provided by an embodiment of the present invention.
  • Figure 16 is an axial projection view of a lifting unit provided by an embodiment of the present invention.
  • Figure 17 is a rear projection view of a lifting unit provided by an embodiment of the present invention.
  • 19 is a front projection view of the anti-seize lifting unit provided by the embodiment of the present invention.
  • 21 is an exploded shaft side projection view of the lower cross shaft unit and the screw nut provided by the embodiment of the present invention.
  • 22 is a front projection view of the center of mass of the rail collision trolley at a high place provided by an embodiment of the present invention
  • FIG. 23 is a front projection view of the center of mass of the track collision trolley at a low position provided by an embodiment of the present invention.
  • FIG. 1-23 1-saddle-shaped frame, 2-center of mass adjustment unit, 3-traveling unit, 4-traveling unit connecting seat, 5-traveling unit bearing seat, 6-weight frame unit, 7- Lifting device, 8-counterweight weight, 9-weight frame, 10-lower cross shaft unit, 11-lifting unit, 12-anti-stuck lifting unit, 13-lifting leg, 14-pull wire displacement sensor, 15- Worm gear lifting device, 16-upper cross shaft unit, 17-upper seat, 18-cross shaft, 19-lower seat, 20-nut, 21-straight beam, 22-saddle beam, 23-cross beam, 24 -U-shaped groove, 25-handle, 26-motor.
  • the core of the present invention is to provide a rail collision trolley, which improves the test versatility of the rail collision trolley.
  • the rail collision trolley provided by the specific embodiment of the present invention includes a saddle-shaped frame 1, a center of mass adjustment unit 2 and a running unit 3, and the center of mass adjustment unit 2 and the running unit 3 are installed On the saddle-shaped frame 1, the center of mass adjustment unit 2 is used to adjust the height of the vertical center of mass of the rail collision trolley.
  • the two sets of walking units 3 are symmetrically and fixedly installed under the two ends of the saddle-shaped frame 1 respectively.
  • the saddle-shaped frame 1 preferably has a height in the front and rear positions higher than the height of the middle position.
  • the middle position of the saddle-shaped frame 1 sinks between the two sets of traveling units 3.
  • the saddle-shaped frame 1 has a trough structure sunken between two sets of walking units 3, and the center of mass adjustment unit 2 is provided with a counterweight that can be located in the trough structure.
  • the saddle-shaped frame is a center-symmetric structure.
  • the frame is a saddle-shaped frame 1
  • the center of mass adjustment unit 2 is provided to achieve the height of the center of mass.
  • Adjustment means reducing the height of the center of mass when the vehicle is empty, providing convenience for large-scale adjustment of the center of mass, and realizing the function of simulating different vehicles. Therefore, the test versatility of the rail collision trolley provided by this application is improved.
  • the saddle-shaped frame 1 includes a cross beam 23 and longitudinal beams arranged in the longitudinal direction along the traveling direction. Two adjacent longitudinal beams are connected by the cross beam 23.
  • the longitudinal beams include straight rod-shaped longitudinal beams 21 and located in the middle position.
  • the saddle-shaped longitudinal beam 22, the straight-rod-shaped longitudinal beam 21 is located on both sides of the saddle-shaped longitudinal beam 22, and the upper surface of the saddle-shaped longitudinal beam 22 forms a U-shaped beam with high front and rear ends and a low middle.
  • the saddle-shaped longitudinal beam A concave U-shaped groove 24 is formed in the middle of the upper surface of 22, the running unit 3 is located under the saddle-shaped longitudinal beam 22, and the middle recessed position of the saddle-shaped longitudinal beam 22 is located between the running units 3 on the front and rear sides.
  • the cross beam 23 and the longitudinal beam can be welded or connected and fixed by threaded fasteners.
  • the center of mass adjustment unit 2 is installed on the upper surface of the saddle-shaped frame 1.
  • the saddle-shaped longitudinal beams 22 and the straight-rod-shaped longitudinal beams 21 may both be two, the straight-rod-shaped longitudinal beams 21 are located on the left and right sides, and the saddle-shaped longitudinal beams 22 are located on the two straight-rod-type longitudinal beams. 21, of course, the middle saddle-shaped stringer 22 can be three or more than three.
  • the use of the saddle-shaped longitudinal beam 22 can greatly reduce the height of the center of mass of the collision trolley when there is no load, and provide convenience for the substantial adjustment of the center of mass in the vertical direction.
  • the saddle-shaped frame 1 further includes a traveling unit connecting seat 4 installed under the saddle-shaped longitudinal beam 22; specifically, the traveling unit connecting seat 4 is in multiple groups.
  • the traveling unit 3 includes a traveling unit support frame and multiple sets of traveling unit bearing housings 5.
  • the traveling unit bearing housing 5 is fixedly connected with the traveling unit connecting base 4, and the traveling unit bearing housing 5 is located on the left and right sides under the traveling unit support frame.
  • the traveling unit supporting frame The bearing seat 5 is rotatably connected with the traveling unit through a bearing, wherein the left and right sides are the two sides when the traveling direction is the front.
  • the traveling unit bearing housing 5 can rotate around the load-bearing shaft of the traveling unit 3.
  • the traveling unit bearing housing 5 in the traveling unit 3 is rigidly connected with the traveling unit connecting seat 4 in the saddle-shaped frame 1, reducing the collision of the trolley during the test process.
  • the energy absorption of the middle walking unit 3 improves the accuracy of the test.
  • a rigid connection is adopted between the running unit 3 and the saddle-shaped frame 1 to reduce the energy absorption of the connecting piece between the running unit 3 and the saddle-shaped frame 1 during the test, and improve the test accuracy.
  • the center of mass adjustment unit 2 includes a weight frame unit 6 and a lifting device 7.
  • the lifting device 7 may specifically be a gantry lifting device, and the weight frame unit 6 includes a weight weight 8 and a weight In frame 9, the counterweight 8 can be detachably installed on the weight frame 9.
  • the weight frame 9 is connected to the lifting end of the lifting device 7, and at least two specifications of the counterweight 8 can be installed on the weight frame 9.
  • the center of mass of the track collision trolley is located on the center line of the track collision trolley. Specifically, it is preferable that the center of mass of the weight frame unit 6 is located on the plane where the symmetrical center lines on the left and right sides of the rail collision trolley are located.
  • the weight frame 9 adopts a split method, and weights 8 of different specifications can be installed. As shown in Figure 8, there are two intervals on the left side, which can be respectively ridden on the saddle-shaped longitudinal beam to ensure that the center of mass of the vehicle is on the center line of the vehicle. By increasing or decreasing the number of counterweights 8, the weight of the vehicle can be achieved Adjust and enhance versatility.
  • the weight frame 9 includes a first weight frame located in the concave part of the saddle-shaped stringer 22 and a second weight frame located at the high position of the tail of the saddle-shaped stringer 22, the first weight frame and
  • the second weight frame is used to install weights 8 of different specifications.
  • the first weight frame is arranged along the direction of travel
  • the second weight frame is arranged along the left and right directions
  • the weights in the first weight frame The weight is greater than the weight of the counterweight in the second yard box.
  • the weight frame unit 6 can be installed on the lifting end of the lifting device 7 through a pressing plate and a long bolt.
  • the counterweight 8 has different types of specifications. The specific specifications are determined by the weight frame 9 in the counterweight frame unit 6. They are respectively fixed and mounted in the counterweight frame unit 6, and the counterweight is increased or decreased by With 8 weights, the weight of the whole vehicle can be adjusted to enhance versatility.
  • the weight frame 9 is stepped, the right side is divided into two first weight frames, the left side is divided into three second weight frames, and three second weight frames
  • the two spacers can be respectively ridden on the saddle-shaped longitudinal beam, that is, the bottom end of the spacer is clamped on the saddle-shaped longitudinal beam 22.
  • the spacers correspond to the saddle-shaped longitudinal beam one by one to ensure the whole
  • the center of mass of the vehicle is located on the axis of the entire vehicle, which reduces the requirements for the wheelset axle core.
  • the lifting device 7 includes:
  • the lifting support frame includes a top frame and a supporting vertical beam for supporting the top frame.
  • the top frame includes two supporting beams and two supporting longitudinal beams connecting the two supporting beams. Mainly supports the role of the top frame.
  • the supporting vertical beam is installed in the middle position of the top frame.
  • the lifting unit 11 is installed on the top frame, and the lifting end of the lifting unit 11 is connected with the weight frame 9.
  • the lifting unit 11 includes an anti-seizure lifting unit 12, a lifting leg 13 and a cable displacement sensor 14 for sensing the lifting position of the weight frame 9.
  • the upper end of the anti-seizure lifting unit 12 is installed on the lifting support
  • the upper end of the cable displacement sensor 14 is connected with the lifting leg 13 and the lower end is connected with the weight frame 9.
  • the bottom end of the lifting leg 13 is installed on the saddle-shaped frame 1.
  • the top end of the lifting leg 13 is installed on the top frame.
  • the controller controls the anti-seizure lifting unit 12 to work. Specifically, the staff can operate and install to realize power-on, and the controller controls the anti-seizure lifting unit 12 to drive the counterweight frame unit 6 to lift.
  • the anti-seizure lifting unit 12 passes through the lifting leg 13 in the middle, and the lower end is connected to the weight frame 9.
  • the anti-seize lifting unit 12 corresponds to the cable displacement sensor 14 one by one, and the cable displacement sensor 14 corresponds to the control The system is connected, and the display screen of the controller is used to display the lifting height of the counterweight frame unit 6.
  • the multiple lifting units 11 there are multiple lifting units 11, and the multiple lifting units 11 are symmetrically arranged on the left and right sides of the upper surface of the saddle-shaped frame 1. Specifically, there may be four lifting units 11, and the four lifting units 11 are distributed with the four corner positions of the lifting device 7.
  • Pull wire displacement sensors 14 are installed at the four corners of the lifting unit 11 to prevent the four corners of the weight frame unit 6 from rising and falling greatly.
  • the controller receives the lifting position information of the weight frame unit 6 through the pulling wire displacement sensor 14 , Adjust the working state of the corresponding anti-seizure lifting unit 12, reduce the lifting gap of the four corners of the counterweight frame unit 6, and improve the safety through the redundant synchronous lifting device provided in this application.
  • the anti-seize lifting unit 12 includes a lower cross shaft unit 10, a worm gear lifting device 15 and an upper cross shaft unit 16.
  • the worm gear lifting device 15 has a self-locking device to enhance the safety during actual operation. The safety problem of fixing the counterweight frame unit 6 when it is lifted to a proper position is solved.
  • the lower cross shaft unit 10 and the upper cross shaft unit 16 are the anti-seize lifting unit 12, and the anti-seize lifting unit 12 includes an upper seat 17, a lower seat 19 and a cross shaft 18.
  • the upper base 17 includes an upper support plate and two upper fixing plates installed below the upper support plate.
  • the upper fixing plate is sleeved on the mounting shaft of the cross shaft 18 and is in clearance fit with the mounting shaft.
  • the upper fixing plate is fixedly connected to the upper support plate. superior.
  • the lower seat 19 includes a lower support plate and two lower fixing plates mounted on the upper surface of the lower support plate.
  • the lower fixing plate is sleeved on the installation shaft of the cross shaft 18 and is in clearance fit with the installation shaft, so that the upper seat 17 and the lower seat 19 can be Respectively rotate around the cross shaft 18 to reduce the lifting jam.
  • the lower fixing plate is fixedly connected with the lower supporting plate.
  • the four mounting shafts of the cross shaft 18 correspond to the upper fixing plate and the lower fixing plate one by one.
  • Two of the upper fixing plates are connected with the mounting shafts of the two opposite cross shafts 18, the two lower fixing plates are connected with the two mounting shafts opposite to the cross shaft 18, the two lower fixing plates are arranged in parallel, and the two upper fixing plates are parallel. set up.
  • the central positions of the lower seat 19, the upper seat 17 and the cross shaft 18 are provided with a through hole for the lead screw of the worm gear lifting device 15 to pass through.
  • the through hole is in clearance fit with the lead screw.
  • the lower seat 19 of the upper cross shaft unit 16 is installed on the lifting leg 13, and the worm gear lifting device 15 is installed on the upper seat 17 of the upper cross shaft unit 16.
  • the lower seat 19 of the lower cross shaft unit 10 is fixedly connected with a nut 20 threadedly connected with the worm, wherein the nut 20 is a screw nut, and the counterweight frame is installed on the upper seat 17 of the lower cross shaft unit 10.
  • the upper seat 17 of the lower cross shaft unit 10 is fixedly installed at the bottom of the counterweight frame.
  • the rotation or stopping of the lifting device 15 better solves the problem that the counterweight frame unit 6 is not synchronized during the synchronization lifting process.
  • the lead screw in the worm gear lifting device 15 is threaded on the counterweight frame unit 6, and the lifting unit 11 is installed on the saddle-shaped frame 1.
  • each set of anti-seizure lifting units 12 adopts the upper cross shaft unit 16 and the lower cross shaft unit 10, which better solves the problem of non-synchronization of the counterweight frame unit 6 during the lifting process.
  • the worm gear lifting device The motor 26 of 15 is an asynchronous motor.
  • the worm gear lifting device 15 further includes a crank 25 for manually rocking the worm wheel of the worm gear lifting device 15.
  • the worm gear is driven to move by manually shaking the handle 25, which in turn drives the worm to move, so that the counterweight frame unit 6 can be adjusted.
  • the weight frame 9 when the weight frame 9 is in the low position, the lower surface of the weight frame 9 is in contact with the upper surface of the saddle-shaped frame 1; when the weight frame 9 is in the high position, the upper surface of the weight frame 9 and The bottom surface of the top frame abuts.
  • the effect diagram when the center of mass of the track colliding with the trolley is located at a high place.
  • the effect diagram when the center of mass of the track collision trolley is at a low position.

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Abstract

一种轨道碰撞台车，包括马鞍形车架（1）、质心调整单元（2）及走行单元（3），质心调整单元（2）和走行单元（3）安装在马鞍形车架（1）上，质心调整单元（2）用于调整轨道碰撞台车垂直质心高度。在该轨道碰撞台车中，由于车架为马鞍形车架（1），降低轨道碰撞台车空载时质心高度，同时设置质心调整单元（2）实现质心高度调整，进而实现模拟不同车辆的功能，试验通用性提高。

Description

轨道碰撞台车
本申请要求于2020年05月14日提交中国专利局、申请号为202010407058.3、发明名称为“轨道碰撞台车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道车辆碰撞试验技术领域，特别涉及一种轨道碰撞台车。
背景技术
在轨道车辆碰撞试验领域，由于采用实车碰撞试验成本高昂，同时具有一定危险性，轨道碰撞台车是研究轨道车辆碰撞最直接最有效的方法。主要方法是将被试验件如车钩缓冲装置、防爬器、压溃管、结构吸能区域、端部吸能系统等安装在轨道碰撞台车上，用轨道碰撞台车代替实车进行试验，研究部件的碰撞性能，由于轨道碰撞台车可以反复利用，且加工简单，极大的降低了试验成本和危险性。
然而，由于传统的轨道碰撞台车只针对某种或某一特定类型的车辆，对于不同质心高度的车辆需要设置单独对应的轨道碰撞台车，导致轨道碰撞台车的通用性较低。
因此，如何提高轨道碰撞台车试验通用性，是本领域技术人员亟待解决的技术问题。
发明内容
本发明的目的是提供一种轨道碰撞台车，该轨道碰撞台车的试验通用性提高。
为实现上述目的，本发明提供一种轨道碰撞台车，包括马鞍形车架、质心调整单元及走行单元，所述质心调整单元和所述走行单元安装在所述马鞍形车架上，所述质心调整单元用于调整所述轨道碰撞台车垂直质心高度。
优选地，所述马鞍形车架包括横梁及长度方向沿行进方向布置的纵梁，相邻两个所述纵梁通过所述横梁连接，所述纵梁包括直杆型纵梁及位于中间位置的马鞍形纵梁，所述直杆型纵梁位于所述马鞍形纵梁两侧，所述马鞍形纵梁的 上表面形成前后两端高、中间低的U型梁，所述走行单元位于所述马鞍形纵梁下方，所述马鞍形纵梁的中间凹陷位置位于前后两侧所述走行单元之间。
优选地，所述马鞍形车架还包括安装于所述马鞍形纵梁下方的走行单元连接座；
所述走行单元包括走行单元支撑架及多组走行单元轴承座，所述走行单元轴承座与所述走行单元连接座固定连接，所述走行单元轴承座位于所述走行单元支撑架下方左右两侧，所述走行单元支撑架通过轴承与走行单元轴承座可转动连接。
优选地，所述质心调整单元包括配重砝码框单元及提升装置，所述配重砝码框单元包括配重砝码和砝码框，所述配重砝码可拆卸安装于所述砝码框上，所述砝码框与所述提升装置的升降端连接，所述砝码框上可以安装至少两种规格的所述配重砝码，所述轨道碰撞台车的质心位于所述轨道碰撞台车中心线上。
优选地，所述砝码框包括位于所述马鞍形纵梁中间凹陷部的第一砝码框及位于所述马鞍形纵梁尾部高位处的第二砝码框，所述第一砝码框和所述第二砝码框用于安装不同规格的所述配重砝码，相邻两个所述第二砝码框通过间隔件分离，所述间隔件卡接在所述马鞍型纵梁上，所述间隔件与所述马鞍型纵梁一一对应。
优选地，所述提升装置包括：
提升支撑框架，所述提升支撑框架包括顶部框架及用于支撑顶部框架的支撑竖梁，所述顶部框架包括两个支撑横梁及两个连接两个所述支撑横梁的支撑纵梁；
提升单元，所述提升单元安装在所述顶部框架上，所述提升单元的升降端与所述砝码框连接。
优选地，所述提升单元包括控制器、防卡滞提升单元、提升支腿和用于感应所述砝码框升降位置的拉线位移传感器，所述防卡滞提升单元的上端安装在所述提升支腿上，且用于带动所述砝码框升降，所述拉线位移传感器的上端与所述提升支腿连接，下端与所述砝码框连接，所述提升支腿底端安装在所述马鞍形车架上，所述提升支腿的顶端安装在所述顶部框架上，所述拉线位移传感 器与所述控制器连接，所述控制器控制所述防卡滞提升单元工作。
优选地，所述拉线位移传感器为四个，分别位于所述顶部框架的四个折角位置。
优选地，所述防卡滞提升单元包括下部十字轴单元、蜗轮蜗杆提升装置和上部十字轴单元，所述蜗轮蜗杆提升装置具有自锁装置；
所述下部十字轴单元和所述上部十字轴单元为防卡滞提升单元，所述防卡滞提升单元包括上座、下座及十字轴；
所述上座包括上支撑板及两个安装在所述上支撑板下方的上固定板，所述上固定板套设在所述十字轴的安装轴上，且与所述安装轴间隙配合；
所述下座包括下支撑板及两个安装在所述下支撑板上表面的下固定板，所述下固定板套设在所述十字轴的安装轴上，且与所述安装轴间隙配合，所述十字轴的四个安装轴与所述上固定板和所述下固定板一一对应；
所述下座、所述上座和所述十字轴中心位置设有供蜗轮蜗杆提升装置的丝杠通过的通孔；
所述上部十字轴单元的下座安装在所述提升支腿上，所述蜗轮蜗杆提升装置安装在所述上部十字轴单元的上座上；
所述下部十字轴单元的下座固定连接有与所述蜗杆螺纹连接的螺母，所述配重框安装在所述下部十字轴单元的上座上。
优选地，所述蜗轮蜗杆提升装置还包括用于手动摇动所述蜗轮蜗杆提升装置的蜗轮转动的摇把。
优选地，所述砝码框位于低位时，所述砝码框的下表面与所述马鞍形车架上表面抵接；所述砝码框位于高位时，所述砝码框的上表面与所述顶部框架的下表面抵接。
优选地，所述提升单元为多个，多个所述提升单元对称设置在所述马鞍形车架上表面左右两侧。
在上述技术方案中，本发明提供的轨道碰撞台车包括马鞍形车架、质心调整单元及走行单元，质心调整单元和走行单元安装在马鞍形车架上，质心调整单元用于调整轨道碰撞台车垂直质心高度。
通过上述描述可知，在本申请提供的轨道碰撞台车中，由于车架为马鞍形 车架，降低轨道碰撞台车空载时质心高度，同时设置质心调整单元实现质心高度调整，进而实现模拟不同车辆的功能，因此，本申请提供的轨道碰撞台车的试验通用性提高。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本发明实施例所提供的轨道碰撞台车的轴侧投影视图；
图2为本发明实施例所提供的轨道碰撞台车的正视投影视图；
图3为本发明实施例所提供的马鞍形车架的轴侧投影视图；
图4为本发明实施例所提供的马鞍形车架的正视投影视图；
图5为本发明实施例所提供的马鞍形车架的正剖视投影视图；
图6为本发明实施例所提供的走行单元的轴侧投影视图；
图7为本发明实施例所提供的走行单元的俯视投影视图；
图8为本发明实施例所提供的质心调整单元的轴侧投影视图；
图9为本发明实施例所提供的质心调整单元的正视投影视图；
图10为本发明实施例所提供的配重砝码框单元的轴侧投影视图；
图11为本发明实施例所提供的配重砝码框单元的正视投影视图；
图12为本发明实施例所提供的配重砝码框单元的仰视投影视图；
图13为本发明实施例所提供的配重砝码框单元的左视投影视图；
图14为本发明实施例所提供的提升装置的轴侧投影视图；
图15为本发明实施例所提供的提升装置的正视投影视图；
图16为本发明实施例所提供的提升单元的轴侧投影视图；
图17为本发明实施例所提供的提升单元的后视投影视图；
图18为本发明实施例所提供的防卡滞提升单元的轴侧投影视图；
图19为本发明实施例所提供的防卡滞提升单元的正视投影视图；
图20为本发明实施例所提供的上部十字轴单元的爆炸轴侧投影视图；
图21为本发明实施例所提供的下部十字轴单元与丝杠螺母的爆炸轴侧投影视图；
图22为本发明实施例所提供的轨道碰撞台车质心处于高处的正视投影视图；
图23为本发明实施例所提供的轨道碰撞台车质心处于低处的正视投影视图。
其中图1-23中：1-马鞍形车架、2-质心调整单元、3-走行单元、4-走行单元连接座、5-走行单元轴承座、6-配重砝码框单元、7-提升装置、8-配重砝码、9-砝码框、10-下部十字轴单元、11-提升单元、12-防卡滞提升单元、13-提升支腿、14-拉线位移传感器、15-蜗轮蜗杆提升装置、16-上部十字轴单元、17-上座、18-十字轴、19-下座、20-螺母、21-直杆型纵梁、22-马鞍形纵梁、23-横梁、24-U型槽、25-摇把、26-电机。
具体实施方式
本发明的核心是提供一种轨道碰撞台车，该轨道碰撞台车的试验通用性提高。
为了使本领域的技术人员更好地理解本发明的技术方案，下面结合附图和实施方式对本发明作进一步的详细说明。
请参考图1至图23。
参阅图1和图2在一种具体实施方式中，本发明具体实施例提供的轨道碰撞台车包括马鞍形车架1、质心调整单元2及走行单元3，质心调整单元2和走行单元3安装在马鞍形车架1上，质心调整单元2用于调整轨道碰撞台车垂直质心高度。具体的，两组走行单元3分别对称的固定安装在马鞍形车架1两端下面。其中沿轨道碰撞台车行进方向为前，马鞍形车架1优选前后位置的高度高于中间位置的高度，具体的，马鞍形车架1的中间位置下沉至两组走行单元3之间。
具体的，马鞍形车架1具有下陷于两组走行单元3之间的槽体结构，质心调整单元2设有能够位于槽体结构内的配重块。优选，马鞍形车架为中心对称结构。
通过上述描述可知，在本申请具体实施例所提供的轨道碰撞台车中，由于车架为马鞍形车架1，降低轨道碰撞台车空载时质心高度，同时设置质心调整单元2实现质心高度调整，即降低空车时的质心高度，为质心大幅度调节提供方便，实现模拟不同车辆的功能，因此，本申请提供的轨道碰撞台车的试验通用性提高。
参阅图3至图5，马鞍形车架1包括横梁23及长度方向沿行进方向布置的纵梁，相邻两个纵梁通过横梁23连接，纵梁包括直杆型纵梁21及位于中间位置的马鞍形纵梁22，直杆型纵梁21位于马鞍形纵梁22两侧，马鞍形纵梁22的上表面形成前后两端高、中间低的U型梁，具体的，马鞍形纵梁22上表面中部形成下凹的U型槽24，走行单元3位于马鞍形纵梁22下方，马鞍形纵梁22的中间凹陷位置位于前后两侧走行单元3之间。其中横梁23和纵梁可以焊接或通过螺纹紧固件连接固定。其中质心调整单元2安装于马鞍形车架1上表面上。
在一种具体实施方式中，马鞍形纵梁22和直杆型纵梁21可以均为两个，直杆型纵梁21位于左右两侧，马鞍形纵梁22位于两个直杆型纵梁21之间，当然中间马鞍形纵梁22可以为三个或多于三个等。采用马鞍形纵梁22可以大大降低碰撞台车在空载时质心高度，为质心在垂直方向大幅度调节提供方便。
参阅图6和图7，马鞍形车架1还包括安装于马鞍形纵梁22下方的走行单元连接座4；具体的，走行单元连接座4为多组。
走行单元3包括走行单元支撑架及多组走行单元轴承座5，走行单元轴承座5与走行单元连接座4固定连接，走行单元轴承座5位于走行单元支撑架下方左右两侧，走行单元支撑架通过轴承与走行单元轴承座5可转动连接，其中左右两侧是以行进方向为前方时的两侧。走行单元轴承座5可以绕走行单元3中的承重轴转动，其中走行单元3中的走行单元轴承座5与马鞍形车架1中的走行单元连接座4刚性连接，减少碰撞台车在试验过程中走行单元3的吸能，提高试验的准确性。
走行单元3与马鞍形车架1之间采用刚性连接，减少在试验过程中走行单元3与马鞍形车架1之间连接件的吸能，提高试验准确性。
参阅图8和图9，质心调整单元2包括配重砝码框单元6及提升装置7，提升装置7具体可以为龙门提升装置，配重砝码框单元6包括配重砝码8和砝码框9，配重砝码8可拆卸安装于砝码框9上，砝码框9与提升装置7的升降端连接，砝码框9上可以安装至少两种规格的配重砝码8。轨道碰撞台车的质心位于所述轨道碰撞台车中心线上。具体的，优选配重砝码框单元6的质心位于轨道碰撞台车左右两侧对称的中心线所在的平面。具体的，砝码框9采用分割的方式，可以安装不同规格的配重砝码8。如图8所示，左侧有两个间隔，可以分别骑在马鞍型纵梁上，保证整车质心在整车中心线上，通过增减配重砝码8数量，可以实现整车重量可调节，增强通用性。
参阅图10至图13，砝码框9包括位于马鞍形纵梁22中间凹陷部的第一砝码框及位于马鞍形纵梁22尾部高位处的第二砝码框，第一砝码框和第二砝码框用于安装不同规格的配重砝码8，具体的，第一砝码框沿行进方向排布，第二砝码框沿左右方向排布，第一砝码框内砝码重量大于第二码框内配重重量。配重砝码框单元6可以通过压板和长螺栓安装在提升装置7上的升降端。配重砝码8有不同类型的规格，具体规格由配重砝码框单元6中的砝码框9所决定，其分别固定安转在配重砝码框单元6内，通过增减配重砝码8数量，可以实现整车重量可调节，增强通用性。
具体的，如图10所示，砝码框9为阶梯形，右侧分为两个第一砝码框，左侧有分为三个第二砝码框，且三个第二砝码框下部有两个间隔件，两个间隔件可以分别骑在马鞍型纵梁上，即间隔底端卡接在马鞍形纵梁22上，优选，间隔件与马鞍型纵梁一一对应，保证整车质心位于整车轴线上，降低对轮对轴核的要求。
参阅图14和图15，提升装置7包括：
提升支撑框架，提升支撑框架包括顶部框架及用于支撑顶部框架的支撑竖梁，顶部框架包括两个支撑横梁及两个连接两个支撑横梁的支撑纵梁，其中支撑竖梁竖向设置起到主要支撑顶部框架作用。支撑竖梁安装在顶部框架的中间位置。
提升单元11，提升单元11安装在顶部框架上，提升单元11的升降端与 砝码框9连接。
参阅图16和图17，提升单元11包括防卡滞提升单元12、提升支腿13和用于感应砝码框9升降位置的拉线位移传感器14，防卡滞提升单元12的上端安装在提升支腿13上，且用于带动砝码框9升降，拉线位移传感器14的上端与提升支腿13连接，下端与砝码框9连接，提升支腿13底端安装在马鞍形车架1上。提升支腿13的顶端安装在所述顶部框架上。控制器控制防卡滞提升单元12工作，具体的，工作人员可以通过操作安装，实现通电，控制器控制防卡滞提升单元12带动配重砝码框单元6升降。
具体的，防卡滞提升单元12中间穿过提升支腿13，下端与砝码框9相连接，具体的，防卡滞提升单元12与拉线位移传感器14一一对应，拉线位移传感器14与控制系统连接，控制器的显示屏用于显示配重砝码框单元6升降高度。
在一种具体实施方式中，提升单元11为多个，多个提升单元11对称设置在马鞍形车架1上表面左右两侧。具体的，提升单元11可以为四个，四个提升单元11分布与提升装置7的四个折角位置。在提升单元11四个角均安装有拉线位移传感器14，防止配重砝码框单元6四个角升降差距较大，控制器通过拉线位移传感器14收到配重砝码框单元6升降位置信息，调节对应防卡滞提升单元12工作状态，减小配重砝码框单元6的四个角升降差距，通过本申请提供的冗余同步升降装置，提高安全性。
参阅图18至图21，防卡滞提升单元12包括下部十字轴单元10、蜗轮蜗杆提升装置15和上部十字轴单元16，蜗轮蜗杆提升装置15具有自锁装置，增强实际操作时的安全性，解决了配重砝码框单元6在升降到合适位置时固定的安全性问题。
下部十字轴单元10和上部十字轴单元16为防卡滞提升单元12，防卡滞提升单元12包括上座17、下座19及十字轴18。
上座17包括上支撑板及两个安装在上支撑板下方的上固定板，上固定板套设在十字轴18的安装轴上，且与安装轴间隙配合，上固定板固定连接于上支撑板上。
下座19包括下支撑板及两个安装在下支撑板上表面的下固定板，下固定板套设在十字轴18的安装轴上，且与安装轴间隙配合，使得上座17和下座19可以分别绕十字轴18相对转动，减少升降卡滞。下固定板固定连接与下支撑板上。十字轴18的四个安装轴与上固定板和下固定板一一对应。其中两个上固定板与相对的两个十字轴18的安装轴连接，两个下固定板与十字轴18相对的两个安装轴连接，两个下固定板平行设置，两个上固定板平行设置。
下座19、上座17和十字轴18中心位置设有供蜗轮蜗杆提升装置15的丝杠通过的通孔。具体的，通孔与丝杠间隙配合。
上部十字轴单元16的下座19安装在提升支腿13上，蜗轮蜗杆提升装置15安装在上部十字轴单元16的上座17上。
下部十字轴单元10的下座19固定连接有与蜗杆螺纹连接的螺母20，其中螺母20为丝杠螺母，配重框安装在下部十字轴单元10的上座17上。具体的，下部十字轴单元10的上座17固定安装在配重框底部。
拉线位移传感器14、下部十字轴单元10和上部十字轴单元16，由于下部十字轴单元10和上部十字轴单元16分别可以绕自身的十字轴18转动，可以较好地解决配重砝码框单元6在升降过程中的不同步问题，再加上在每个角上都安装有拉线位移传感器14，当四个角之间高度差较大时，可以通过控制系统图中未表示来控制蜗轮蜗杆提升装置15的转动或停止，从而较好地解决了同步升降过程中，配重砝码框单元6不同步的问题。
具体的，蜗轮蜗杆提升装置15中的丝杠穿在配重砝码框单元6上，提升单元11安装在马鞍形车架1上。
优选，每组防卡滞提升单元12均采用上部十字轴单元16和下部十字轴单元10，较好地解决了配重砝码框单元6在升降过程中不同步的问题，具体蜗轮蜗杆提升装置15的电机26为异步电机。
为了便于调节配重砝码框单元6位置，优选，蜗轮蜗杆提升装置15还包括用于手动摇动蜗轮蜗杆提升装置15的蜗轮转动的摇把25。在没有电源或者微调配重砝码框单元6时，通过手动摇动摇把25带动蜗轮运动，进而带动蜗杆运动，实现配重砝码框单元6调节。
为了提高使用安全性，优选，砝码框9位于低位时，砝码框9的下表面与马鞍形车架1上表面抵接；砝码框9位于高位时，砝码框9的上表面与顶部框架的下表面抵接。如图22，轨道碰撞台车质心位于高处时的效果图。如图23，轨道碰撞台车质心位于低处时的效果图。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (12)

  1. 一种轨道碰撞台车，其特征在于，包括马鞍形车架(1)、质心调整单元(2)及走行单元(3)，所述质心调整单元(2)和所述走行单元(3)安装在所述马鞍形车架(1)上，所述质心调整单元(2)用于调整所述轨道碰撞台车垂直质心高度。
  2. 根据权利要求1所述的轨道碰撞台车，其特征在于，所述马鞍形车架(1)包括横梁(23)及长度方向沿行进方向布置的纵梁，相邻两个所述纵梁通过所述横梁(23)连接，所述纵梁包括直杆型纵梁(21)及位于中间位置的马鞍形纵梁(22)，所述直杆型纵梁(21)位于所述马鞍形纵梁(22)两侧，所述马鞍形纵梁(22)的上表面形成前后两端高、中间低的U型梁，所述走行单元(3)位于所述马鞍形纵梁(22)下方，所述马鞍形纵梁(22)的中间凹陷位置位于前后两侧所述走行单元(3)之间。
  3. 根据权利要求2所述的轨道碰撞台车，其特征在于，所述马鞍形车架(1)还包括安装于所述马鞍形纵梁(22)下方的走行单元连接座(4)；
    所述走行单元(3)包括走行单元支撑架及多组走行单元轴承座(5)，所述走行单元轴承座(5)与所述走行单元连接座(4)固定连接，所述走行单元轴承座(5)位于所述走行单元支撑架下方左右两侧，所述走行单元支撑架通过轴承与走行单元轴承座(5)可转动连接。
  4. 根据权利要求2所述的轨道碰撞台车，其特征在于，所述质心调整单元(2)包括配重砝码框单元(6)及提升装置(7)，所述配重砝码框单元(6)包括配重砝码(8)和砝码框(9)，所述配重砝码(8)可拆卸安装于所述砝码框(9)上，所述砝码框(9)与所述提升装置(7)的升降端连接，所述砝码框(9)上可以安装至少两种规格的所述配重砝码(8)，所述轨道碰撞台车的质心位于所述轨道碰撞台车中心线上。
  5. 根据权利要求4所述的轨道碰撞台车，其特征在于，所述砝码框(9)包括位于所述马鞍形纵梁(22)中间凹陷部的第一砝码框及位于所述马鞍形纵梁(22)尾部高位处的第二砝码框，所述第一砝码框和所述第二砝码框用于安装不同规格的所述配重砝码(8)，相邻两个所述第二砝码框通过间隔件分离， 所述间隔件卡接在所述马鞍型纵梁上，所述间隔件与所述马鞍型纵梁一一对应。
  6. 根据权利要求4所述的轨道碰撞台车，其特征在于，所述提升装置(7)包括：
    提升支撑框架，所述提升支撑框架包括顶部框架及用于支撑顶部框架的支撑竖梁，所述顶部框架包括两个支撑横梁及两个连接两个所述支撑横梁的支撑纵梁；
    提升单元(11)，所述提升单元(11)安装在所述顶部框架上，所述提升单元(11)的升降端与所述砝码框(9)连接。
  7. 根据权利要求6所述的轨道碰撞台车，其特征在于，所述提升单元(11)包括控制器、防卡滞提升单元(12)、提升支腿(13)和用于感应所述砝码框(9)升降位置的拉线位移传感器(14)，所述防卡滞提升单元(12)的上端安装在所述提升支腿(13)上，且用于带动所述砝码框(9)升降，所述拉线位移传感器(14)的上端与所述提升支腿(13)连接，下端与所述砝码框(9)连接，所述提升支腿(13)底端安装在所述马鞍形车架(1)上，所述提升支腿(13)的顶端安装在所述顶部框架上，所述拉线位移传感器(14)与所述控制器连接，所述控制器控制所述防卡滞提升单元(12)工作。
  8. 根据权利要求7所述的轨道碰撞台车，其特征在于，所述拉线位移传感器(14)为四个，分别位于所述顶部框架的四个折角位置。
  9. 根据权利要求6所述的轨道碰撞台车，其特征在于，所述防卡滞提升单元(12)包括下部十字轴单元(10)、蜗轮蜗杆提升装置(15)和上部十字轴单元(16)，所述蜗轮蜗杆提升装置(15)具有自锁装置；
    所述下部十字轴单元(10)和所述上部十字轴单元(16)为防卡滞提升单元(12)，所述防卡滞提升单元(12)包括上座(17)、下座(19)及十字轴(18)；
    所述上座(17)包括上支撑板及两个安装在所述上支撑板下方的上固定板，所述上固定板套设在所述十字轴(18)的安装轴上，且与所述安装轴间隙配合；
    所述下座(19)包括下支撑板及两个安装在所述下支撑板上表面的下固定板，所述下固定板套设在所述十字轴(18)的安装轴上，且与所述安装轴间隙配合，所述十字轴(18)的四个安装轴与所述上固定板和所述下固定板一一对 应；
    所述下座(19)、所述上座(17)和所述十字轴(18)中心位置设有供蜗轮蜗杆提升装置(15)的丝杠通过的通孔；
    所述上部十字轴单元(16)的下座(19)安装在所述提升支腿(13)上，所述蜗轮蜗杆提升装置(15)安装在所述上部十字轴单元(16)的上座(17)上；
    所述下部十字轴单元(10)的下座(19)固定连接有与所述蜗杆螺纹连接的螺母(20)，所述配重框安装在所述下部十字轴单元(10)的上座(17)上。
  10. 根据权利要求9所述的轨道碰撞台车，其特征在于，所述蜗轮蜗杆提升装置(15)还包括用于手动摇动所述蜗轮蜗杆提升装置(15)的蜗轮转动的摇把(25)。
  11. 根据权利要求6所述的轨道碰撞台车，其特征在于，所述砝码框(9)位于低位时，所述砝码框(9)的下表面与所述马鞍形车架(1)上表面抵接；所述砝码框(9)位于高位时，所述砝码框(9)的上表面与所述顶部框架的下表面抵接。
  12. 根据权利要求4-11中任一项所述的轨道碰撞台车，其特征在于，所述提升单元(11)为多个，多个所述提升单元(11)对称设置在所述马鞍形车架(1)上表面左右两侧。
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