CN211740636U - A derailment test device for rail transit vehicles - Google Patents

Abstract

The utility model discloses a derailment test device for rail transit vehicles, comprising: a slope track and a horizontal track connected to each other, a bogie that can move along the slope track and the horizontal track, a derailment system for separating the bogie from the horizontal track, For the rerailing system that combines the bogie on the horizontal track, the traction device and the electrical control system for pulling the bogie to the preset height of the gradient track, the derailment system, the rerailing system and the traction device are all connected with the electrical control system signal. The rail transit vehicle derailment test device provided by the present application only sets the bogie to move on the horizontal track and the sloped track and realizes the function of derailing and re-tracking on the horizontal track, without derailing the actual vehicle and reducing the test cost.

Description

A derailment test device for rail transit vehicles

technical field

The utility model relates to the technical field of rail vehicle derailment monitoring, in particular to a rail transit vehicle derailment test device.

Background technique

Derailment is a railway transportation accident, which refers to the derailment of the train when it is running, resulting in damage to the railway, vehicles or casualties. With the high-speed passenger transportation of modern railways and the heavy load of freight, derailment accidents sometimes occur. Especially in fully automatic driverless subway trains and high-speed trains, diagnosis, alarm and braking must be done without a driver. Once derailed, it will bring great disaster.

In recent years, derailment accidents of rail transit locomotives and vehicles have increased significantly. For example, a derailment accident occurred in South Korea, causing several cars to overturn and dozens of people injured. These incidents ranged from operational disruptions to casualties and train damage. How to detect train derailment accidents in time and effectively prevent the accident from expanding has become a high concern of rail transit operators, especially in fully automatic unmanned subway trains and high-speed rail trains, diagnosis, alarm and braking must be performed without a driver. In case of automatic completion, a derailment automatic diagnosis system must be installed.

Regarding the derailment monitoring and diagnosis system, it is necessary to verify the monitoring and diagnosis accuracy of the system. Since the actual derailment monitoring data is required to complete the actual verification, in order to verify the accuracy of the system, it is necessary to derail a real vehicle. The cost is too great.

To sum up, how to provide a test device that can perform derailment tests in the laboratory is an urgent problem to be solved by those skilled in the art.

Utility model content

In view of this, the purpose of the present utility model is to provide a derailment test device for rail transit vehicles, which can be tested in a laboratory without the need for real vehicle tests and can reduce costs.

In order to achieve the above object, the utility model provides the following technical solutions:

A rail transit vehicle derailment test device, comprising: a gradient track and a horizontal track connected to each other, a bogie that can move along the gradient track and the horizontal track, and a derailment for separating the bogie from the horizontal track system, a rerailing system for compounding the bogie on the horizontal track, a traction device and an electrical control system for pulling the bogie to a preset height of the gradient track, the derailment system, the Both the rerailing system and the traction device are signally connected to the electrical control system.

Preferably, the bogie includes a bogie main body and a braking system for braking the bogie main body, the braking system includes a mounting base plate, a driving device and a brake shoe, and the brake shoe is mounted on the driving device , the drive device is installed on the installation base plate, the drive device is connected to the brake shoe, the drive device is signally connected to the electrical control system, and the installation base plate is installed on the bogie main body.

Preferably, the driving device includes an electro-hydraulic push rod, a brake push rod and a brake shoe holder, the brake push rod is hinged to the mounting base plate and the electro-hydraulic push rod, respectively, and the brake shoe is installed on the On the brake shoe holder, when the electro-hydraulic push rod is extended, the brake push rod rotates around the hinge point where it is hinged to the mounting base plate, so as to drive the brake shoe installed on the brake shoe holder to move toward the place. The wheels on the main body of the bogie move, and the electro-hydraulic push rod is signally connected to the electrical control system.

Preferably, a side of the brake shoe holder close to the brake shoe is provided with a cross-shaped groove for installing the brake shoe, the groove includes a horizontal groove and a vertical groove, and the brake shoe is provided with a cross-shaped groove. A boss inserted into the horizontal slot, the boss is provided with a through hole along the direction of the vertical slot; it also includes an insert, which is inserted into the through hole and installed on the vertical slot in the slot, and the insert is fixedly connected to the brake shoe holder by bolts.

Preferably, the electro-hydraulic push rod is vertically movable and installed on the installation base plate, the installation base plate is further provided with a buffer device for buffering at the tail end of the electro-hydraulic push rod, and the installation base plate is provided with a buffer device for buffering. There is a slot hole for inserting the electro-hydraulic push rod, and the tail end of the electro-hydraulic push rod can slide up and down in the slot hole and is connected and fixed by a nut.

Preferably, the buffer device comprises a fixing plate vertically arranged on the mounting base plate, and a spring arranged between the fixing plate and the tail of the electro-hydraulic push rod.

Preferably, the derailment system includes a jacking rod and a transfer jack that are arranged on the inner side of the horizontal rail, the upper end of the jacking jack is provided with a jacking beam, and the upper end of the transfer jack is provided with a moving jack. Loading beam, the upper end of the lifting beam is provided with a lower-height lifting step surface close to the track side, the upper end of the transfer beam is provided with a transfer step surface, and the transfer step surface is close to the track side The height is higher and the width is gradually increased along the rolling direction of the wheel to provide lateral thrust to the wheel, and also includes a driving mechanism for driving the jacking jack and the transferring jack to move up and down.

Preferably, the front end of the lower side of the lifting step surface is a horn-shaped slope surface with increasing height, and the front end of the vertical surface of the transferring step surface is provided with a circular arc that facilitates the rolling of wheels. Shaped guide chamfer.

Preferably, the driving mechanism includes a bidirectional electro-hydraulic push rod, and both ends of the bidirectional electro-hydraulic push rod are respectively connected to the lifting beam through a first link mechanism and to the moving beam through a second link mechanism. A carrier beam, the bidirectional electro-hydraulic push rod is signally connected with the electrical control system.

Preferably, it also includes a derailment block that is fixed on the horizontal rail and clamped with the end of the transfer beam and/or the jacking beam, and the derailment block is close to the transfer beam or the jacking beam. There is a chute under one side, and the end of the transfer beam or the lifting beam can be inserted into the chute to move up and down, and the chute is used to restrict the end of the lifting beam or the transfer beam The maximum height that the part can be moved up.

Preferably, the horizontal track includes a buffer section track, a test section track and a brake section track, the derailment system is installed on the buffer section track, the sleepers of the test section track are quick-release sleepers, and the test section The rails of the rails are wave rails.

Preferably, the quick detachable sleeper comprises a base placed on the upper part of the ballast, two sleeper steel cores are arranged on the base, two parallel steel rails are respectively installed on the upper part of the two sleeper steel cores, and the two Cement members are detachably provided on the base between the sleeper steel cores and outside the two sleeper steel cores.

Preferably, it includes a video monitoring device for monitoring the wheel condition of the bogie, a speed and position monitoring device for monitoring the speed and position of the bogie, and both the video monitoring device and the speed and position monitoring device are related to Ground control system signal connection.

Preferably, the ground control system includes a control room and an electrical cabinet, the control room and the electrical cabinet are signally connected through a control network, and both the video monitoring device and the speed and position monitoring device are signally connected to the control room.

Preferably, guardrails are provided on both sides of the horizontal rail, and the speed and position monitoring device is a photoelectric sensor provided on the guardrails.

Preferably, anti-shake devices are provided on both sides of the gradient track.

Preferably, a car stop is provided at the end of the horizontal track.

The utility model provides a derailment test device for a rail transit vehicle, comprising: a slope track and a horizontal track connected to each other, a bogie that can move along the slope track and the horizontal track, a derailment system for separating the bogie from the horizontal track, For the rerailing system that combines the bogie on the horizontal track, the traction device and the electrical control system for pulling the bogie to the preset height of the gradient track, the derailment system, the rerailing system and the traction device are all connected with the electrical control system signal.

The electrical control system controls the operation of the traction device, the bogie moves to the slope track under the traction of the traction device, and controls the preset height of the bogie movement according to the actual test situation. Under the action, it moves down the slope track. After moving to the horizontal track, the electrical control system controls the operation of the derailment system to make the bogie detach from the horizontal track. After the bogie leaves the horizontal track, it will continue to move along the horizontal track until it stops. Then, make the bogie move along the horizontal track to the slope track, the electrical control system controls the operation of the rerailing system, so that the bogie enters the horizontal track again, and the bogie moves to the preset height of the slope track under the action of the traction device for the next test.

The rail transit vehicle derailment test device provided by the present application only sets the bogie to move on the horizontal track and the sloped track and realizes the function of derailing and re-tracking on the horizontal track, without derailing the actual vehicle and reducing the test cost.

Description of drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description It is only an embodiment of the present invention, and for those of ordinary skill in the art, other drawings can also be obtained according to the provided drawings without creative efforts.

Fig. 1 is the schematic diagram of the rail transit vehicle derailment test device provided by the utility model;

Fig. 2 is the side view of the rail transit vehicle derailment test device provided by the utility model;

Fig. 3 is the top view of the rail transit vehicle derailment test device provided by the utility model;

Fig. 4 is the schematic diagram of the bogie provided by the utility model;

5 is a schematic diagram of a braking system and a wheel provided by the utility model;

Fig. 6 is the schematic diagram of the derailment system provided by the utility model;

7 is a perspective view of the derailment system provided by the utility model;

8 is a sectional view of the derailment system provided by the utility model;

9 is a schematic diagram of a braking system provided by the utility model;

10 is a side view of the braking system provided by the utility model;

11 is a schematic diagram of a test section track provided by the utility model;

Figure 12 is an exploded view of the quick disassembly sleeper provided by the utility model;

13 is a schematic diagram of a brake shoe and a brake shoe holder provided by the utility model;

14 is a schematic diagram of a transfer beam provided by the utility model;

FIG. 15 is a schematic diagram of the jacking beam provided by the present invention.

In Figure 1-15:

1- Braking track, 2- Test track, 3- Bogie, 4- Control room, 5- Slope track, 6- Fixed pulley, 7- Steel truss structure, 8- Anti-shake device, 9- Buffer track, 10- Stopper, 11- Derailment system, 12- Hoist, 13- Quick release sleeper, 14- Bogie main body, 15- Brake push rod, 16- Electro-hydraulic push rod, 17- Wheel, 18- Installation base plate, 19-brake shoe holder, 20-brake shoe, 21-transfer beam, 22-lifting beam, 23-shell, 24-first adjusting screw, 25-two-way electro-hydraulic push rod, 26-second adjusting screw, 27- Lifting mandrel, 28- First push rod joint, 29- First wheel, 30- First adjusting plate, 31- Transfer mandrel, 32- Second push rod joint, 33- Second wheel, 34 -Second adjustment plate, 35-end member, 36-fastener, 37-intermediate member, 38-installation rib groove, 39-installation rib, 40-sleeper steel core, 41-insert, 42-boss, 43-groove, 44-bolt, 45-fixed plate, 46-transferring step surface, 47-lifting step surface, 48-nut, 49-derailment stopper.

Detailed ways

The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the implementations. example. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present invention.

The core of the utility model is to provide a rail transit vehicle derailment test device, which can be tested in a laboratory and can verify the detection and diagnosis accuracy of the derailment monitoring and diagnosis system.

Please refer to FIGS. 1 to 15. FIG. 1 is a schematic diagram of a derailment test device for rail transit vehicles provided by the utility model; FIG. 2 is a side view of the derailment test device for rail transit vehicles provided by the utility model; FIG. 3 is the utility model. The top view of the provided rail transit vehicle derailment test device; Fig. 4 is a schematic diagram of a bogie provided by the utility model; Fig. 5 is a schematic diagram of a braking system and a wheel provided by the utility model; Fig. 6 is a schematic diagram of the utility model provided. The schematic diagram of the derailment system provided; Fig. 7 is the perspective view of the derailment system provided by the utility model; Fig. 8 is the sectional view of the derailment system provided by the utility model; Fig. 9 is the schematic diagram of the braking system provided by the utility model Figure 10 is a side view of the braking system provided by the utility model; Figure 11 is a schematic diagram of the test section track provided by the utility model; Figure 12 is an exploded view of the quick disassembly sleeper provided by the utility model; Figure 13 is a schematic diagram of a brake shoe and a brake shoe holder provided by the utility model; Fig. 14 is a schematic diagram of a transfer beam provided by the utility model; Fig. 15 is a schematic diagram of a jacking beam provided by the utility model.

A rail transit vehicle derailment test device, comprising: a slope track 5 and a horizontal track connected to each other, a bogie 3 that can move along the slope track 5 and the horizontal track, a derailment system 11 for separating the bogie 3 from the horizontal track, and a For the rerailing system for compounding the bogie 3 on the horizontal track, the traction device and the electrical control system for pulling the bogie 3 to the preset height of the sloped track 5, the derailment system 11, the rerailing system and the traction device are all controlled with the electrical equipment. System signal connection.

It should be noted that the bogie 3 can be freely released after being moved to the gradient track 5 by external force, and the traction device can be a hoist 12 . The hoist 12 is provided on the rear side of the hoist, and the rope of the hoist 12 bypasses the fixed pulley 6 to tighten the rear of the bogie 3. The hoist 12 is mainly responsible for pulling the bogie 3 and pulling the bogie 3 during the reverse ultra-low speed test; when the bogie 3 When braking is required, the braking force can also be applied by the braking device of the hoisting machine 12 .

The slope track 5 can be supported by a steel truss structure 7 to form a slope support structure to bear the weight of the bogie 3, and the slope track 5 is laid on the steel truss structure 7; a speedometer can be installed at the end of the horizontal track connected to the slope track 5 , measure the entry speed of the bogie 3 when entering the horizontal track. This speed usually needs to be set greater than or equal to 20km/h. According to this speed, the preset height of the bogie 3 on the sloped track 5 can be set.

The basic working principle is similar to the hump slip. The bogie 3 is pulled up to the slope track 5 by the winch 12 and then released. The bogie 3 slides down and accelerates along the slope track 5. After entering the horizontal track, it enters the preset position. The preset position can be determined according to the actual situation. Set up the test situation.

When testing the diagnostic performance of the derailment monitoring and diagnosis system when the bogie 3 is not derailed, the derailment system 11 will not perform derailment work, so that the bogie 3 runs on the sloped track 5 and the horizontal track.

The rerailing system can be a hoisting machine. When the bogie 3 derails and stops, the electrical control system controls the hoisting machine to hoist the bogie 3 to the horizontal track, and is pulled by the traction device to the next test position.

The electrical control system controls the operation of the traction device, the bogie 3 moves to the slope track 5 under the traction of the traction device, and controls the preset height of the bogie 3 movement according to the actual test situation. 3. Under the action of gravity, it moves down the slope track 5. After moving to the horizontal track, the electrical control system controls the operation of the derailment system 11 to make the bogie 3 detach from the horizontal track. After the bogie 3 is separated from the horizontal track, it will continue to move along the horizontal track. To stop, under the action of the rerailing system, the bogie 3 moves along the horizontal track to the slope track 5, and the electrical control system controls the operation of the rerailing system, so that the bogie 3 enters the horizontal track again, and the bogie 3 moves under the action of the traction device. Go to the preset height of the grade track 5 for the next test.

The rail transit vehicle derailment test device provided by the present application only sets the bogie 3 to move on the horizontal track and the sloped track 5 and realizes the function of derailing and re-tracking on the horizontal track, without derailing the actual vehicle and reducing the test cost.

According to the configuration of the transmission mechanism, the basic braking device can be divided into two types: discrete type and unit type. The configuration of the traditional basic braking device is a disperse type. Long pull-up rod connection. The unitary base brake is characterized by a smaller but larger number of brake cylinders. Each brake cylinder is arranged in the vicinity of each wheel pair, and there are few or even no levers between the brake cylinder and the friction pair. From the brake cylinder to the friction pair, a very compact unit braking device is formed.

On the basis of the above embodiment, as a further preference, the bogie 3 includes a bogie main body 14 and a braking system for braking the bogie main body 14. The braking system includes a mounting base plate 18, a driving device and a brake shoe 20, The brake shoe 20 is movably installed on the installation base plate 18 , the drive device is installed on the installation base plate 18 , the drive device is connected to the brake shoe 20 , the drive device is signally connected to the electrical control system, and the installation base plate 18 is installed on the bogie main body 14 .

It should be noted that the braking system is used to actively brake the bogie main body 14. When the bogie main body 14 derails, braking measures need to be taken. That is, in the braking system provided on the bogie main body 14 in this embodiment, the driving device is signal-connected to the electrical control system. When the electrical control system obtains the derailment signal, it controls the action of the driving device to drive the brake shoe 20 according to the derailment signal. Moving towards the wheel 17 , it engages the friction wheel 17 to brake the bogie body 14 . The double braking effect of the hoist 12 rope pulling brake and the braking system is better and safer.

On the basis of the above embodiment, as a further preference, the driving device includes an electro-hydraulic push rod 16 , a brake push rod 15 and a brake shoe holder 19 , and the brake push rod 15 is hinged to the installation base plate 18 and the electro-hydraulic push rod 16 respectively. , the brake shoe 20 is installed on the brake shoe holder 19. When the electro-hydraulic push rod 16 is extended, the brake push rod 15 rotates around the hinge point where it is hinged on the installation base plate 18 to drive the brake shoe installed on the brake shoe holder 19. 20 moves toward the wheel 17 on the bogie main body 14, and the electro-hydraulic push rod 16 is signally connected to the electrical control system.

It should be noted that the brake push rod 15 is a T-shaped rod, including a horizontal rod and a vertical rod, the electro-hydraulic push rod 16 is vertically installed on the installation base plate 18, and the end of the telescopic rod of the electro-hydraulic push rod 16 faces downwards. The end of the cross rod of the brake push rod 15 is hinged to the lower end of the telescopic rod, the upper end of the vertical rod is hinged to the mounting base plate 18, and the brake shoe holder 19 is installed on the vertical rod, specifically, it can be installed on the connection between the vertical rod and the horizontal rod. When the brake push rod 15 extends downward, it will drive the end of the cross rod to move, and the brake push rod 15 will rotate around the hinge point where the vertical rod is hinged to the installation base plate 18, thereby driving the brake shoe holder 19 to move. The brake shoe 20 is installed on the brake shoe holder 19, and the brake shoe 20 will move towards the wheel 17, thereby generating circumferential frictional resistance around the wheel 17, thereby preventing the running bogie 3 from moving forward or backward until a reasonable stop within the range. The driving device provided in this embodiment has a simple structure, is convenient for processing and installation, and is safe and reliable.

On the basis of the above embodiment, as a further preference, the side of the brake shoe holder 19 close to the brake shoe 20 is provided with a cross-shaped groove 43 for installing the brake shoe 20, and the groove 43 includes a horizontal groove and a vertical groove, The brake shoe 20 is provided with a boss 42 that is inserted into the horizontal slot, and the boss 42 is provided with a through hole along the direction of the vertical slot; it also includes an insert 41, which is inserted into the through hole and installed in the vertical slot. , and the insert strip 41 is fixedly connected to the brake shoe holder 19 through the bolt 44 .

In this embodiment, the brake shoe 20 is fixedly connected with the brake shoe holder 19 through the insert 41, which can not only ensure the reliability of the connection and fixation of the brake shoe 20 and the brake shoe holder 19, but also can be used for a long time when the brake shoe 20 is seriously worn. , the brake shoe 20 can also be easily replaced, that is, the insert 41 is removed, and the brake shoe 20 can be taken out and replaced, which improves the convenience of maintenance.

On the basis of the above embodiment, as a further preference, the electro-hydraulic push rod 16 is vertically movable and installed on the installation base plate 18, and the installation base plate 18 is further provided with a buffer device for buffering at the tail end of the electro-hydraulic push rod 16, The installation base plate 18 is provided with a slot hole for inserting the electro-hydraulic push rod 16 .

In this embodiment, the electro-hydraulic push rod 16 can be moved up and down on the mounting plate 18, so as to play a protective role, that is, the electro-hydraulic push rod 16 will not be locked when working, and can be moved back a little to avoid burning. Electro-hydraulic push rod 16.

The buffer device includes a fixing plate 45 vertically arranged on the mounting base plate 18 , and a spring arranged between the fixing plate 45 and the tail of the electro-hydraulic push rod 16 . The provision of the buffer device can reduce the impact between the fixing plate and the electro-hydraulic push rod 16 , prevent the electro-hydraulic push rod 16 from being damaged, thereby reducing the cost.

On the basis of the above embodiment, as a further preference, the derailment system 11 includes a jacking jack 27 and a transfer jack 31 that are arranged on the inner side of the horizontal track, and a jacking beam 22 is provided at the upper end of the jacking jack 27, The upper end of the transfer ejector rod 31 is provided with a transfer beam 21 , the upper end of the jacking beam 22 is provided with a lower lifting step surface 47 close to the rail side, and the upper end of the transfer beam 21 is provided with a transfer step surface 46 , the height of the side of the transfer step surface 46 close to the track is higher and the width gradually increases along the rolling direction of the wheel 17 to provide lateral thrust to the wheel 17, and also includes a driving jack 27 and a transfer jack 31. Drive mechanism that moves up and down.

Among them, the jacking jack 27 and the jacking beam 22, the transfer jack 31 and the transfer beam 21 can be fixedly connected by screws, and the jacking jack 27 and the transfer jack 31 can both be cuboid columnar structures, and the jacking jack The upper end of the beam 22 is provided with a lifting step surface 47, the length direction of the lifting step surface 47 is arranged along the length direction of the lifting beam 22, and the upper end of the transfer beam 21 is provided with a transfer step surface 46. In the non-working state, The higher side of the lifting step surface 47 is the same as the upper end surface of the horizontal rail or slightly lower than the upper end surface of the horizontal rail, and the lower side of the lifting step surface 47 is lower than the upper end surface of the horizontal rail; The height is lower than the upper end face of the horizontal track; the above arrangement ensures the normal movement of the vehicle on the horizontal track. It should be pointed out that the width of the lower side of the jacking step surface 47 that is close to the rail surface should be slightly larger than the width of the wheel rim.

When the derailment operation is required, the driving mechanism drives the jacking jack 27 and the transfer jack 31 to move upward, so that the jacking beam 22 and the transferring beam 21 move upward at the same time, so that the jacking step surface 47 lifts the wheel 17 , and make the wheel 17 go over the top surface of the rail, that is, the jacking rod 27 pushes the jacking beam 22 to move upward, so that the jacking beam 22 lifts the wheel 17 from the rail and makes the jacking step surface 47 away from the horizontal track , and the side with the higher height is higher than the horizontal track, and at the same time, the side of the lifting step surface 47 that is close to the horizontal track and the side with the lower height is horizontal to the horizontal track, so that the wheel 17 along the lifting step surface 47 has a higher height. Low face roll.

The upper end of the transfer beam 21 is provided with a transfer step surface 46. Since the side of the transfer step surface 46 close to the horizontal rail has a structure with a higher height and a width that gradually increases toward the inner side of the horizontal rail along the rolling direction of the wheels 17, The top rod 5 pushes the transfer beam 21 to move upward, so that the transfer step surface 46 is close to the horizontal rail, and the higher side is higher than the horizontal rail, and the transfer step surface 46 is far from the horizontal rail and the lower side is higher. The height of the side and the horizontal track is the same as that of the horizontal track, so that the wheel 17 rolls along the lower side of the transfer step surface 46, and the higher side of which the width increases along the rolling direction of the wheel 17 can apply a lateral thrust to the wheel 17 to force the wheel. 17 turns to derail.

Preferably, the height difference of the transfer step surface 46 is greater than the height difference of the lift step surface 47 . Specifically, the height difference between the lower side and the higher side of the transfer step surface 46 is 25mm; the height difference between the lower side and the higher side of the lifting step surface 47 is 12mm. Of course, other values can also be set as required.

In order to protect the driving device from being damaged, as a preference, it also includes a housing 23 for being arranged between the horizontal rails. It is connected to the drive device through the housing 23 . That is, in this embodiment, the driving device is arranged in the casing 23, so that the casing 23 plays the role of protecting the driving device.

On the basis of the above-mentioned embodiment, the two sides of the upper end of the casing 23 are provided with through holes for inserting the jacking rod 27 and the transferring jack 31 respectively. Loading the width of the ejector rod 31, the shell 23 is provided with a flange on the outer edge of the through hole, and the flange is provided with a pressing bolt for pressing the ejecting ejector rod or transferring the loading ejector rod. That is, the casing 23 is provided with a through hole for the jacking jack 27 and the transfer jack 31 to pass through. In addition, by arranging a flange on the outer edge of the through hole, and inserting a compression bolt on the flange, the movement of the lifting jack 27 or the transfer jack 31 is prevented, so as to further improve the stability. Specifically, the casing 23 can be a cuboid box-like structure for being clamped between two horizontal rails, and the height of the casing 23 should be less than the height of the horizontal rail to ensure the normal operation of the vehicle on the horizontal rail.

In order to facilitate the smooth rolling of the wheels between the jacking beam 22 and the transfer beam 21 , preferably, the front end of the lower side of the jacking step surface 47 is a horn-shaped slope with increasing height.

Since the height of the side of the transfer step surface 46 close to the horizontal rail is higher than the upper end surface of the horizontal rail during the derailment operation, in order to avoid the frontal collision of the wheel 17 with it and damage to the wheel 17 and the transfer beam 21, it is a preferred , the front end of the vertical surface of the transfer step surface 46 is provided with a circular-arc guide cut angle that is convenient for the wheels 17 to roll in. By setting the guide chamfer, the wheel 17 slides into the lower side of the transfer step surface 46 along the rounded surface of the chamfer.

Considering that after the front wheel rolls over from the transfer beam 21, the rear wheel 17 and the front wheel 17 will be separated from the horizontal track and fall to the inner side of the horizontal track, in order to prevent the two ends of the transfer beam 21 from being damaged by the wheels 17, As a preference, the front end of the transfer beam 21 is provided with a cut surface that reduces its width on the side away from the horizontal rail.

Considering the specific shape setting of the higher side of the transfer step surface 47 , as a preference, the vertical surface of the transfer step surface 47 is a circular arc surface. In order to make the wheel 17 slide smoothly along the arc-shaped transfer step surface 47, and make the transfer step surface 47 exert a uniform lateral thrust to the wheel 17, of course, the vertical surface of the transfer step surface 47 can also be a straight surface.

To sum up, the derailment system 11 provided by the present invention, when the derailment operation is required, starts the driving mechanism to push the jacking jack 27 and the transfer jack 5 to move upward, thereby pushing the jacking beam 22 and the transfer beam 21 upward Move, so that the lifting step surface 47 on the lifting beam 22 lifts the wheel 17 on one side from the rail, and makes the wheel 17 roll along the side of the lifting step surface 47 close to the horizontal rail with a lower height, At the same time, the transfer beam 21 is moved up, and the wheels 17 are rolled along the side of the transfer step surface 46 that is far from the horizontal track and has a lower height. Since the transfer step surface 46 is close to the horizontal track and has a higher height side The width of the wheel 17 gradually increases along the rolling direction of the wheel 17. Therefore, the higher side of the transfer step surface 46 can apply a lateral thrust to the wheel 17, forcing the wheel 17 to turn and derail, so that the wheel 17 goes over the top surface of the rail, and then Climb over to the other side of the rail for a quick derailment. From this, it can be seen from the traveling direction of the vehicle that when the derailer enters the working state, the vehicle will derail toward the side of the jacking beam 22 . After the derailment is completed, the driving mechanism can pull back the jacking beam 22 and the transfer beam 21 again, so that the heights of the jacking beam 22 and the transfer beam 21 are restored to the non-working state, so as to ensure the normal use of the horizontal track. The utility model has the characteristics of simple structure and low cost, and because the utility model adopts the lifting method to carry out the derailment operation, it has the characteristics of rapidity and short response time.

On the basis of the above embodiment, as a further preference, the driving mechanism includes a two-way electro-hydraulic push rod 25, and both ends of the two-way electro-hydraulic push rod 25 are respectively connected to the jacking beam 22 through the first link mechanism and through the second connecting rod. The rod mechanism is connected to the transfer beam 21, and the bidirectional electro-hydraulic push rod 25 is signally connected to the electrical control system.

It should be noted that a casing 23 is provided below the horizontal track, the driving mechanism is arranged in the casing 23, and the first link mechanism includes a first adjusting screw 24, a jacking rod 27, a first push rod joint 28 and a first connecting rod. A wheel 29, one end of the first adjusting screw 24 is connected to the end of one of the two-way electro-hydraulic push rods 25, the other end is hinged to the middle of the first push rod joint 28, and the upper end of the first push rod joint 28 is hinged At the lower end of the jacking rod 27, the jacking beam 22 is arranged on the upper end of the jacking jack 27, the first wheel 29 is arranged at the lower end of the first push rod joint 28, and the movement direction of the first wheel 29 is related to the first adjusting screw. 24 move in the same direction, a first platform is provided in the housing 23, the first adjustment plate 30 is mounted on the first platform with adjustable height, and the first wheel 29 can roll on the first adjustment plate 30, according to the actual detection situation The height of the first adjusting plate 30 is set to adjust the jacking height of the jacking beam 22 .

The second link mechanism includes a second adjustment screw 26 , a transfer ejector rod 31 , a second push rod joint 32 and a second wheel 33 . One end of the second adjustment screw 26 is connected to one of the push rods of the bidirectional electro-hydraulic push rod 25 . The other end is hinged to the middle of the second push rod joint 32, the upper end of the second push rod joint 32 is hinged to the lower end of the transfer ejector rod 31, and the transfer beam 21 is arranged on the upper end of the transfer ejector rod 31. Two wheels 33 are arranged at the lower end of the second push rod joint 32 , the movement direction of the second wheel 33 is consistent with the movement direction of the second adjusting screw 26 , a second platform is arranged in the casing 23 , and the second adjusting plate 34 can adjust the height is installed on the second platform, the second wheel 33 can roll on the second adjustment plate 34, and the height of the second adjustment plate 34 is set according to the actual detection situation to adjust the lifting height of the transfer beam 21.

The push rod action at both ends of the bidirectional electro-hydraulic push rod 25 drives the first adjustment screw 24 and the second adjustment screw 26 to move laterally, respectively, the first adjustment screw 24 pushes the first push rod joint 28 to move, and the first wheel 29 moves toward the first adjustment When the movement direction of the screw 24 rolls, the angle between the first push rod joint 28 and the vertical direction will gradually decrease, and the jacking beam 22 will gradually rise. When the angle between the first push rod joint 28 and the vertical direction is zero degrees When the lifting beam 22 is at the highest point, similarly, the second adjusting screw 26 pushes the second push rod joint 32 to move, the second wheel 33 rolls toward the movement direction of the second adjusting screw 26, and the second push rod joint 32 is connected to the vertical The included angle in the vertical direction will gradually decrease, and the transfer beam 21 will gradually rise. When the included angle between the second push rod joint 32 and the vertical direction is zero degrees, the transfer beam 21 is at the highest point. The two-way electro-hydraulic push rod 25 drives the jacking beam 22 and the transfer beam 21 to move at the same time, so that the derailment of the bogie 3 is realized, the reaction speed is fast, and the derailment can be accurately derailed.

On the basis of the above embodiment, as a further preference, it also includes a derailment block 49 for being fixed on the horizontal rail and engaging with the end of the transfer beam 21 and/or the lifting beam 22. The derailment block Block 49 is provided with a chute under the side close to the transfer beam 21 or the jacking beam 22, and the end of the transfer beam 22 or the jacking beam 22 can be inserted into the chute so as to move up and down. The chute is used to limit the maximum height of the lifting beam 22 or the end of the transfer beam 21 moving upward.

That is, in this embodiment, the lifting beam 22 and the transfer beam 21 are restricted from being lifted up due to unbalanced forces by the derailment stopper 49, and the derailment stopper 49 is provided with the ends of the lifting beam 22 and the transfer beam 21. There is a matching chute so that the derailment block 49 can play the role of limiting and guiding. The derailment stopper 49 is used to be fixed on the rail, and is clamped with the lifting beam 22 and the transfer beam 21 . When the wheels drive into the transfer beam 21 and the jacking beam 22 , the entire second half of the transfer beam 21 will tilt upward, and the derailment stopper 49 acts as a resistance to ensure the transfer beam 21 and the jacking beam 22 It can be balanced. Specifically, there are 4 derailment blocks in total, and one is provided on each side of the transfer beam 21 and the jacking beam 22 . And the derailment block 49 can be provided with a cut edge for reducing its width, so as to avoid being smashed by the wheel.

On the basis of the above embodiment, as a further preference, in order to stop the decelerating bogie 3 and prevent the bogie 3 from rushing out along the horizontal track to cause a safety accident, a car stop 10 is provided at the end of the horizontal track.

On the basis of the above-mentioned embodiment, as a further preference, the gradient track 5 and the horizontal track are transitionally connected through an arc ramp section. It should be noted that the bending direction of the arc-shaped track is downward, one end is tangent to the lower end of the sloped track 5, and the other end is connected to the horizontal track in the same plane, so that the bogie 3 is moved from the sloped track 5 to the horizontal track to avoid the horizontal track. For the impact at the corner connected to the slope track 5, the curvature radius of the arc ramp segment can be set to 20 meters, or can be set to other reasonable parameters.

On the basis of the above embodiment, as a further preference, the horizontal track includes a buffer section track 9, a test section track 2 and a brake section track 1, the derailment system 11 is installed on the buffer section track 9, and the sleepers of the test section track 2 are fast The sleeper 13 is disassembled and assembled, and the steel rail of the track 2 in the test section is a wave rail.

It should be noted that when the bogie 3 moves down the slope track 5 to the horizontal track, it first contacts the buffer section track 9 , then contacts the test section track 2 , and finally contacts the brake section track 1 . The derailment system 11 is arranged on the buffer section track 9 . On the other hand, since the bogie 3 needs to be repeatedly derailed, the wheels 17 will hit the sleeper when the bogie 3 is derailed, causing damage to the sleeper. In order to improve the replacement speed of the sleepers, the sleepers of the track 2 of the test section are set as quick-disconnect sleepers 13, which can be quickly disassembled and assembled after the test sleepers are damaged.

The total length of horizontal track and slope track 5 is about 30 meters in the horizontal direction. Of course, other parameter values can also be set. The total length of track 2 in the test section and track 1 in the brake section is about 12 meters. In fact, the track and subgrade of both are exactly the same , can be borrowed from each other; the track part is dug a pit below the ground level as the foundation, and the horizontal track is slightly lower than the ground; the use of ballast subgrade is convenient for laying sleepers of different specifications and thicknesses, which is convenient for leveling; when no test is performed for a long time, the steel plate can be suspended Come and cover it, the venue can be used for other purposes. The track 2 of the test section extends all the way to the stopper 10, and the part of the track close to the stopper 10 is a buffer space dedicated to braking.

The buffer section track 9 can be set as a common track, and the test section track 2 can be set as a wave track. The common track and the wave track can meet the test of the bogie 3 under various working conditions; the wave track can be set by monitoring the bogie 3 to pass the test. The periodic large shocks generated by the wave track are used to verify the derailment warning strategy.

On the basis of the above embodiment, as a further preference, the quick disassembly and assembly of the sleeper 13 includes a base placed on the upper part of the ballast. For the set rail, cement components are detachably provided on the base between the two sleeper steel cores 40 and outside the two sleeper steel cores 40 .

It should be noted that the base is a strip-shaped plate body, and the shape is the same as that of the bottom surface of an ordinary sleeper. The upper part of the base is provided with an installation rib 39 whose length is consistent with the length direction of the base, and the two sleeper steel cores 40 are fixedly arranged on the base. , the two rails of the horizontal rail are respectively installed on the two sleeper steel cores 40 through the fasteners 36 . There are two types of cement members, end members 35 and intermediate members 37 . It is cast with cement according to the shape of the standard sleeper, and it is a vulnerable and replaceable part. The bottom of the cement component is provided with an installation rib groove 38 matched with the installation rib 39, the middle member set between the two sleepers is inserted on the installation rib 39, and the two ends are respectively attached to the two sleeper steel cores 40. Two end members 35 are respectively installed on the mounting ribs 39 on the outside of the two sleeper steel cores 40, and the inner sides of the two end members 35 are respectively attached to the outside of the two sleeper steel cores 40. The cement member And the two sleeper steel cores 40 are restored to the shape of one sleeper. The ballast is fixed on the subgrade. After repeated tests for damage, the cement components can be replaced directly without dismantling the rails; 5 bases are required, and dozens of corresponding cement components are required.

The base and the sleeper steel cores 40 are welded by thick steel plates, the screws installed on the rail fasteners 36 are directly welded on the two sleeper steel cores 40, and the cement components and the mounting ribs 39 have threaded holes so that the cement components can be fastened by the fasteners. It is fixed on the mounting rib 39. The damaged part of the sleeper can be quickly disassembled and assembled by replacing the cement component, without disassembling the horizontal rail, and the cement component provided in this embodiment has a simple structure, is convenient for processing and rapid replacement, and improves the detection efficiency.

On the basis of the above embodiment, as a further preference, it includes a video monitoring device for monitoring the condition of the wheels 17 of the bogie 3, a speed and position monitoring device for monitoring the speed and position of the bogie 3, a video monitoring device and a speed monitoring device. The position monitoring devices are all signal-connected to the ground control system.

It should be noted that the video monitoring device includes two high-speed cameras distributed around the horizontal track and two high-speed cameras on the rim of the bogie 3, of which one is erected on the left and right of the horizontal track, and the two wheel rims of the bogie 3 in the forward direction. One on each side. The main function is to monitor the state of the bogie 3 during the test and display it on the 4 large screens in the control room in real time.

The speed and position monitoring device is mainly composed of multiple groups of photoelectric sensors installed on the guardrails on both sides of the track to confirm the position of the bogie 3 and its instantaneous speed. The first position sensor is arranged on the top of the gradient track 5 , and its function is to confirm the limit position of the hoist 12 for pulling the bogie 3 . A set of movable second position sensors are arranged in the middle section of the gradient track 5, and its function is to determine the highest position of the bogie 3 according to the requirements of the actual test speed level. Two third position sensors are installed at the transition between the gradient track 5 and the horizontal track, the function of which is to measure the maximum speed value of the bogie 3 under this test condition through the two third position sensors. A fourth position sensor is set at the derailment system 11. When the bogie 3 passes the fourth position sensor, the sensor transmits a signal to the electrical control system, and the electrical control system controls the operation of the derailment system 11 to realize automatic derailment. Two fifth position sensors are arranged on the horizontal track near the stopper, and their function is to measure the speed of the bogie 3 at this position through the two fifth position sensors for the braking system to make decisions.

On the basis of the above embodiment, as a further preference, the ground control system includes a control room 4 and an electrical cabinet, the control room 4 and the electrical cabinet are connected through a control network signal, and the video monitoring device and the speed position monitoring device are both connected to the control room 4. connect.

It should be noted that the ground control system consists of the control network, control room 4, electrical cabinets and other related parts. The control network is mainly the cable interaction between the control room 4 and the electrical cabinet, and the cable interaction and control between the control room 4 and the winch 12. The main function of the control room 4 is to control the hoist 12 and the bogie 3 to carry out experiments according to the established plan. The main functions of the control room 4 are centralized control and experimental observation. The main function of the electrical cabinet is to provide a complete set of test equipment. Provide power. There are protective devices on the outside of the bottom control system. The main function of the protective devices is to prevent the test equipment, devices and parts from falling or flying out and smashing other equipment or personnel.

On the basis of the above embodiment, as a further preference, guardrails are provided on both sides of the horizontal rail, and the speed and position monitoring device is a photoelectric sensor provided on the guardrail. It is convenient to install the photoelectric sensor by setting the guardrail. The photoelectric sensor has the advantages of long detection distance, short response time and high resolution.

On the basis of the above embodiment, as a further preference, anti-shake devices are provided on both sides of the gradient track 5 . The main function of the anti-shake device 8 is to prevent the wire rope from being greatly shaken and smashing other equipment and personnel in the special case that the pulling wire rope of the hoist 12 is broken.

The derailment test device for rail transit vehicles provided by the present application can realistically simulate a train locomotive or vehicle derailment scene, and obtain actual derailment data, which can be used for effect verification of the derailment monitoring and diagnosis system and product optimization. It has the advantages of energy saving, intelligent control, safety and controllability, and can be used repeatedly. There is simulation verification. Through ANSYS and other simulation software, the operation state of a single bogie 3 after derailment is simulated by setting the load under different load modes, different speeds, different binding forces, and different road sections, and by identifying the acceleration of each axle box position The signal output is used to verify the algorithm, but the simulation can only be used for theoretical analysis, and cannot verify whether the derailment monitoring and diagnosis system has achieved the accuracy of the derailment detection and diagnosis.

The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same and similar parts between the various embodiments can be referred to each other.

The derailment test device for rail transit vehicles provided by the present utility model has been described in detail above. The principles and implementations of the present utility model are described herein by using specific examples, and the descriptions of the above embodiments are only used to help understand the method and the core idea of the present utility model. It should be pointed out that for those of ordinary skill in the art, without departing from the principles of the present utility model, some improvements and modifications can also be made to the present utility model, and these improvements and modifications also fall into the protection of the claims of the present utility model. within the range.

Claims (17)

1. a rail transit vehicle derailment test device is characterized in that, comprising: the slope track (5) and the horizontal track that are connected to each other, the bogie (3) that can move along the slope track (5) and the horizontal track , a derailing system (11) for derailing the bogie (3) from the horizontal track, a rerailing system for combining the bogie (3) on the horizontal track, for pulling the steering A traction device and an electrical control system mounted to a preset height of the gradient track (5), the derailment system (11), the rerailing system and the traction device are all signally connected to the electrical control system. 2. The rail transit vehicle derailment test device according to claim 1, wherein the bogie (3) comprises a bogie main body (14) and a braking system for braking the bogie main body (14), The braking system comprises an installation base plate (18), a driving device and a brake shoe (20), the brake shoe (20) is installed on the driving device, and the driving device is installed on the installation base plate (18) The driving device is connected to the brake shoe (20), the driving device is signally connected to the electrical control system, and the mounting base plate (18) is mounted on the bogie main body (14). 3. The rail transit vehicle derailment test device according to claim 2, wherein the drive device comprises an electro-hydraulic push rod (16), a brake push rod (15) and a brake shoe holder (19), the The brake push rod (15) is hinged on the mounting base plate (18) and the electro-hydraulic push rod (16) respectively, the brake shoe (20) is mounted on the brake shoe holder (19), the electric When the hydraulic push rod (16) extends, the brake push rod (15) rotates around the hinge point at which it is hinged on the mounting base plate (18) to drive the brake mounted on the brake shoe holder (19). The tile (20) moves toward the wheel (17) on the bogie main body (14), and the electro-hydraulic push rod (16) is signally connected to the electrical control system. 4. The rail transit vehicle derailment test device according to claim 3, characterized in that, a side of the brake shoe holder (19) close to the brake shoe (20) is provided with the brake shoe (20) for installing the brake shoe (20) A cross-shaped groove (43), the groove (43) includes a horizontal groove and a vertical groove, and the brake shoe (20) is provided with a boss (42) inserted in the horizontal groove, so The boss (42) is provided with a through hole along the direction of the vertical slot; it also includes an insert (41), the insert (41) is inserted into the through hole and installed in the vertical slot, And the insert strip (41) is fixedly connected to the brake shoe holder (19) through bolts (44). 5 . The derailment test device for rail transit vehicles according to claim 4 , wherein the electro-hydraulic push rod ( 16 ) is vertically movable and installed on the installation base plate ( 18 ), and the installation base plate ( 18 ). ) A buffer device for buffering is also provided at the tail end of the electro-hydraulic push rod (16), and a slot hole for inserting the electro-hydraulic push rod (16) is provided on the mounting base plate (18), so The tail end of the electro-hydraulic push rod (16) can be slid up and down in the slot hole and is connected and fixed by a nut (48). 6. The rail transit vehicle derailment test device according to claim 5, wherein the buffer device comprises a fixing plate (45) vertically arranged on the mounting base plate (18), and a fixing plate (45) arranged on the fixing plate (45) and the spring between the tail of the electro-hydraulic push rod (16). 7. The rail transit vehicle derailment test device according to claim 1, wherein the derailment system (11) comprises a jacking jack (27) and a transfer jack (31) that are used to be arranged on the inner side of the horizontal rail ), the upper end of the lifting rod (27) is provided with a lifting beam (22), and the upper end of the lifting rod (31) is provided with a lifting beam (21), and the upper end of the lifting beam (22) is provided with a lifting beam (21). The upper end is provided with a lower height lifting step surface (47) close to the side of the rail, and the upper end of the transfer beam (21) is provided with a transfer step surface (46), and the transfer step surface (46) is close to The height on one side of the track is higher and the width increases gradually along the rolling direction of the wheel, so as to provide a lateral thrust to the wheel, and also includes a device for driving the jacking jack (27) and the transferring jack (31) up and down Mobile drive mechanism. 8 . The derailment test device for rail transit vehicles according to claim 7 , wherein the front end of the lower side of the lifting step surface ( 47 ) is a horn-shaped slope with increasing height, and the moving The front end of the vertical surface of the step-carrying surface (46) is provided with a circular-arc guide chamfer that facilitates the rolling of the wheel (17). 9 . The rail transit vehicle derailment test device according to claim 8 , wherein the drive mechanism comprises a bidirectional electro-hydraulic push rod ( 25 ), and two ends of the bi-directional electro-hydraulic push rod ( 25 ) pass through the first A link mechanism is connected to the jacking beam (22) and to the transfer beam (21) through a second link mechanism, and the bidirectional electro-hydraulic push rod (25) is signally connected to the electrical control system . 10. The rail transit vehicle derailment test device according to claim 9, characterized in that it further comprises an end clamp for being fixed on the horizontal rail and connected to the transfer beam (21) and/or the jacking beam (22). The derailment stopper (49) is connected, the derailment stopper (49) is provided with a chute under the side close to the transfer beam (21) or the lifting beam (22), and the transfer beam ( 21) or the end of the lifting beam (22) can be inserted into the chute, and the chute is used to restrict the end of the lifting beam (22) or the transfer beam (21) from moving upwards maximum height. 11. The rail transit vehicle derailment test device according to claim 1, wherein the horizontal track comprises a buffer section track (9), a test section track (2) and a brake section track (1), and the derailment system (11) Installed on the buffer section track (9), the sleeper of the test section track (2) is a quick-release sleeper (13), and the steel rail of the test section track (2) is a wave rail. 12. The rail transit vehicle derailment test device according to claim 11, characterized in that the quick disassembly and assembly of the sleeper (13) comprises a base placed on the upper part of the ballast, and two sleeper steel cores ( 40), two steel rails arranged in parallel are respectively installed on the upper part of the two sleeper steel cores (40), between the two sleeper steel cores (40) and outside the two sleeper steel cores (40). Cement components are detachably provided on the base. 13. The rail transit vehicle derailment test device according to any one of claims 1 to 12, characterized in that it comprises a video monitoring device for monitoring the condition of the wheels (17) of the bogie (3), for monitoring The speed and position monitoring device for the speed and position of the bogie (3), the video monitoring device and the speed and position monitoring device are all signal-connected to the ground control system. 14. The rail transit vehicle derailment test device according to claim 13, wherein the ground control system comprises a control room (4) and an electrical cabinet, and the control room (4) and the electrical cabinet are connected through a control network signal , the video monitoring device and the speed and position monitoring device are both connected to the control room (4) by signal. 15 . The derailment test device for rail transit vehicles according to claim 14 , wherein guardrails are provided on both sides of the horizontal rail, and the speed and position monitoring device is a photoelectric sensor provided on the guardrails. 16 . 16 . The derailment test device for rail transit vehicles according to claim 15 , wherein anti-shake devices are provided on both sides of the sloped track. 17 . 17. The derailment test device for rail transit vehicles according to claim 16, wherein a vehicle stopper (10) is provided at the end of the horizontal track.

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