System for simulating condition of contact between pantograph and overhead line system after earthquake

Abstract

The invention discloses a system for simulating the contact condition of a pantograph and a contact net after an earthquake. Relates to the field of railway bridge contact net anti-seismic tests. The system comprises a contact network simulation assembly, a train simulation assembly and a vibration table assembly. The contact network simulation assembly comprises a winch, a contact rope and two supporting columns. The two supporting columns are fixedly arranged at intervals, the winch is arranged at the top ends of the supporting columns and used for driving the contact rope to slide between the two supporting columns, the train simulation assembly comprises a train body, wheel parts arranged below the train body and a pantograph arranged on the train body, and the pantograph is in contact with the contact rope; the vibration table assembly comprises a table body and a vibrator used for vibrating the table body. The table body comprises a plurality of table tops which are independently arranged; the wheel part is placed on the table body; the vibration table assembly is adopted, each wheel below the train head is placed on the corresponding vibration table, and compared with the situation that a large vibration table top is placed below each wheel of a front bogie and a rear bogie, the real situation that the vibration states of all the wheels are different when a train runs on an unsmooth track after an earthquake is better met, the requirement for laboratory equipment conditions is lower, and the working efficiency is improved. Theoretically, test simulation is easier to realize, and the test result is more real, accurate and comprehensive.

Description

Technical Field

[0001] The present invention relates to the field of seismic tests for catenaries of railway bridges, and particularly to a system for simulating the contact situation between a pantograph and a catenary after an earthquake. Background Art

[0003] Under rare earthquake actions, damage to ancillary facilities such as catenaries on bridges and damage to bridges may occur on high-speed railways, seriously leading to the interruption of railway traffic lines and affecting the progress of earthquake relief work. Under frequent earthquake and fortification earthquake actions, different degrees of damage may occur to ancillary facilities such as catenaries on bridges of high-speed railways, such as: settlement and inclination of catenary support bearings, reduction of catenary wire tension, rail unevenness, and reduction of pantograph-catenary contact performance of trains, etc. Since the intensity of this type of earthquake is lower than that of rare earthquakes, high-speed railways basically do not experience bridge damage, which in turn leads to the interruption of railway traffic lines, but still seriously affects the post-earthquake running safety of high-speed trains. First, the unevenness of the catenary wire shape caused by the settlement, inclination of the catenary support bearing and the reduction of the catenary wire tension affects the pantograph-catenary contact performance of high-speed trains after an earthquake, deteriorates the current collection and supply performance between the pantograph and the catenary, and limits the running speed of trains after an earthquake. Secondly, under the post-earthquake rail unevenness, the wheel-rail contact performance of high-speed trains also deteriorates significantly, which in turn limits the running speed of trains after an earthquake. Under the action of these two factors, the running safety of high-speed trains after an earthquake faces a severe test.

[0004] In current research on the running safety of high-speed trains after an earthquake, a high-speed railway catenary-train-rail-bridge model is often established through finite element analysis software to study the pantograph-catenary contact performance and wheel-rail contact performance of trains under different earthquake intensity conditions, but there is little research on the numerical-physical hybrid simulation test system for the pantograph-catenary contact performance of high-speed railway trains after an earthquake. The former has a complex modeling process, consumes time and energy, and the numerical analysis results vary due to the quality of the finite element model, with a certain gap from the real results, and cannot fully reflect the real situation of the pantograph-catenary contact of high-speed railway trains under earthquake actions. Summary of the Invention

[0005] In order to simulate the contact situation between a pantograph and a catenary after an earthquake, the present application provides a system for simulating the contact situation between a pantograph and a catenary after an earthquake.

[0006] The present application provides a system for simulating the contact situation between a pantograph and a catenary after an earthquake, adopting the following technical solutions:

[0007] A system for simulating the contact situation between a pantograph and a catenary after an earthquake includes a catenary simulation component, a train simulation component and a shaking table component;

[0008] The catenary simulation component includes: a winch, a contact wire, and two support columns; the two support columns are fixedly arranged at intervals, and the winch is arranged at the top of the support column for driving the contact wire to slide between the two support columns.

[0009] The train simulation component includes: a car body, a wheel component arranged under the car body, and a pantograph arranged on the car body, and the pantograph is in contact with the contact wire;

[0010] The shaking table component includes: a table body and a vibrator for vibrating the table body; the table body includes a plurality of table tops, and the plurality of table tops are independently arranged; the wheel component is placed on the table body.

[0011] Optionally, the wheel component includes a swivel base and multiple sets of wheel pairs; the swivel base is connected to the car body, and the wheel pairs are connected to the swivel base; each wheel pair is respectively arranged on a different table top.

[0012] Optionally, a column is slidably connected to the support column in the vertical direction, the winch and the contact wire are both arranged on the column, and an actuator for driving the column to slide is further arranged on the support column.

[0013] Optionally, a force sensor is installed at the bow head position of the pantograph for recording the three-axis force state.

[0014] Optionally, it further includes a wind vibration effect simulation component, and the wind vibration effect simulation component includes a fan, and the fan is directly opposite the head position of the car body.

[0015] Optionally, a wind speed sensor is installed on the car body for real-time monitoring of the wind speed during the test.

[0016] In summary, the present application includes the following beneficial technical effects:

[0017] After the present invention is put into use, the shaking table component, the train simulation component, the catenary simulation component, and the wind vibration effect simulation component are connected. According to the test requirements, based on the working conditions set during the test, the three-directional acceleration time history of each wheel of the train running on the uneven track after the earthquake, the scaled vehicle speed of the train running after the earthquake, the settlement displacement of the support column after the earthquake, and the scaled wind speed during the train running after the earthquake are respectively input to the shaking table component, the catenary simulation component, and the wind vibration effect simulation component. The force sensor in the train simulation component records the force states in three directions of the pantograph bow head, and the wind speed sensor real-time monitors whether the wind speed received by the head reaches the preset value of the test working condition and simultaneously transmits data in real time. The contact situation test of the pantograph-catenary of the high-speed railway after the earthquake is carried out under the operation of the central control system; the entire test measurement data is more accurate, comprehensive, and real, and at the same time, the test is also more simple and fast. Description of the Drawings

[0018] Figure 1It is the overall structure diagram of a system for simulating the contact situation between a pantograph and an overhead catenary after an earthquake in this application;

[0019] Figure 2 is Figure 1 the overall structure diagram of the middle pillar and the actuator.

[0020] Explanation of reference numerals:

[0021] 1. Shaking table assembly; 11. Tabletop; 12. Vibrator; 2. Train simulation assembly; 21. Base; 22. Support arm; 23. Pantograph head; 24. Force sensor; 25. Car body; 26. Bogie; 27. Wheel set; 28. Wind speed sensor; 3. Overhead catenary simulation assembly; 31. Pillar; 32. Actuator; 33. Winch; 34. Contact wire; 35. Column; 4. Wind vibration effect simulation assembly; 41. Fan. Detailed implementation manners

[0022] The following further Figure 1-2 describes this application in detail with reference to the

[0023] The embodiment of this application discloses a system for simulating the contact situation between a pantograph and an overhead catenary after an earthquake, which includes four parts: a shaking table assembly 1, a train simulation assembly 2, an overhead catenary simulation assembly 3, and a wind vibration effect simulation assembly 4; during assembly, the train simulation assembly 2 is set on the shaking table assembly 1, the overhead catenary simulation assembly 3 is fixedly connected to the outside of the shaking table, and the wind vibration effect simulation assembly 4 is placed at an appropriate distance directly in front of the train head.

[0024] As Figure 1-2 shown, the train simulation assembly 2 is fixed on the table body of the shaking table assembly 1.

[0025] The shaking table assembly 2 includes a table body and a vibrator for vibrating the table body. The table body includes a plurality of tabletops 11, and the plurality of tabletops 11 are independently arranged; the vibrator 12 can drive the plurality of tabletops to vibrate at different frequencies and amplitudes;

[0026] The train simulation assembly 2 includes a base 21, a support arm 22, a pantograph head 23, a force sensor 24, a car body 25, a bogie 26, a wheel set 27, and a wind speed sensor 28; the base 21 is fixedly connected to the top surface of the car body 25, and both ends of the support arm 22 are respectively connected to the base 21 and the pantograph head 23; the car body 25 and the bogie 26 form a secondary suspension, the bogie 26 and the wheel set 27 form a primary suspension, the wheel sets 27 are respectively placed on the tabletops of the shaking table, the force sensor 24 is installed on the pantograph head 23, and the wind speed sensor 28 is installed on the car body 25.

[0027] The catenary simulation component 3 includes a pillar 31, an actuator 32, a winch 33, a catenary 34, and a column 35; a column 35 that can slide up and down through the actuator 32 is provided on the pillar 31; the winch 33 is fixedly connected to the column 35 and connected to the catenary 34 to control the running speed of the catenary 34, so that the catenary 34 slides between the two pillars 31, and the catenary 34 contacts the bow 23, thereby simulating the scenario of the pantograph sliding across the catenary 34; the pillar 31 is placed at a suitable position outside the shaking table of the shaking table component 1.

[0028] The wind vibration action simulation component 4 includes a fan 41, and the fan 41 is placed at an appropriate distance directly in front of the car body 25.

[0029] When conducting the simulation, set the three-directional acceleration time history of each wheel when the post-earthquake train runs on the uneven track, the scaled vehicle speed of the post-earthquake train operation, the settlement displacement of the post-earthquake pillar, and the scaled wind speed when the post-earthquake train runs, and input them into the vibrator in the shaking table component, the winch in the catenary simulation component, the actuator, and the fan in the wind vibration action simulation component respectively.

[0030] The vibrator in the shaking table component simulates the vibration state of the post-earthquake train running at a low speed on the uneven track; the winch in the catenary simulation component will drive the catenary to run at a preset speed to simulate the low-speed operation of the post-earthquake train; the actuator will control the pillar height with a preset displacement to simulate the residual settlement displacement of the post-earthquake pillar; the fan in the wind vibration action simulation component will run at a preset wind speed and blow towards the front of the vehicle, thereby causing the catenary to vibrate and simulating the wind vibration action when the post-earthquake train runs.

[0031] In specific applications:

[0032] First, according to the requirements of the test, various types of working condition parameters for this test can be determined. Different scaled vehicle speeds of the train after the earthquake, different residual settlement displacements of the pillars, the three-directional acceleration time history of the wheels under different track unevenness, and the scaled wind speed corresponding to different scaled vehicle speeds of the train operation can be selected.

[0033] According to the working condition data determined in this test, the three-directional acceleration time history of each wheel when the post-earthquake train runs on the uneven track, the scaled vehicle speed of the post-earthquake train operation, the settlement displacement of the post-earthquake pillar, and the scaled wind speed when the post-earthquake train runs are input into the vibrator in the shaking table component, the winch in the catenary simulation component, the actuator, and the fan in the wind vibration action simulation component respectively.

[0034] At the same time, place each wheel in the train simulation component on the corresponding vibration table surface and make it contact with the catenary in the catenary simulation component. The force sensors in the train simulation component record the force states in three directions of the pantograph head. The wind speed sensor monitors in real time whether the wind speed received by the train head reaches the preset value of the test condition, and transmits data in real time at the same time, so as to simulate the contact situation between the pantograph and the catenary when the train runs at low speed under uneven tracks and uneven catenaries after an earthquake.

[0035] Evaluate the contact situation between the pantograph and the catenary through the simulation test data measured by the force sensors in the train simulation component after the earthquake.

[0036] When used on site, place each wheel in the train simulation component at a suitable position on the corresponding vibration table surface and connect them using fasteners. At the same time, place the support in the catenary simulation component at a suitable position outside the vibration table and connect them using fasteners.

[0037] When used on site, the catenary in the catenary simulation component needs to have a certain contact area with the pantograph to avoid the catenary detaching during the test run.

[0038] When the test system is in normal use, this embodiment can meet various requirements of the simulation test of the pantograph-catenary contact situation of high-speed railway trains after an earthquake, and can freely determine the test condition parameters, and can meet the needs of simulating the pantograph-catenary contact situation of high-speed railway trains after an earthquake under any vehicle speed, any track irregularity, any residual settlement displacement of catenary supports and any wind speed corresponding to any vehicle speed. In addition, due to the appropriate details of the test model, it will be faster and more labor-saving to disassemble the test model after the test.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] When in normal experimental use, the wind vibration action simulation component is adopted, and the fan runs at the preset scaled wind speed and blows towards the train head, thereby causing the catenary to vibrate. The wind vibration action on the catenary during the train operation after an earthquake is considered, making the experimental results more accurate and comprehensive, and also providing guidance for the actual train operation.

[0041] When in normal experimental use, the winch in the catenary simulation component drives the catenary to run at the preset scaled speed, simulating the train operation state after an earthquake. Compared with making the train run on the real track model and catenary model, the operation is more convenient. Since there is no need to build a track model, the test preparation time is short and the test cost is further reduced.

[0042] During normal experimental use, the actuator in the catenary simulation component is used to control the height of the pillar with a preset displacement, taking into account the residual settlement deformation of the catenary pillar after an earthquake and the influence of the resulting catenary line irregularity on the pantograph-catenary contact situation, making the experimental results more accurate and more in line with the actual situation.

[0043] During normal experimental use, the shaking table component is adopted, and each wheel under the locomotive head is placed on the corresponding shaking table. Compared with placing a large shaking table surface under each wheel of the front and rear bogies, it is more in line with the actual situation that the vibration states of each wheel are different when the train runs on an uneven track after an earthquake, requires lower laboratory equipment conditions, is theoretically easier to implement in test simulation, and the experimental results are more real, accurate and comprehensive.

[0044] During normal experimental use, the control device in the shaking table component uses the three-directional acceleration time history of each wheel when the train runs on an uneven track after an earthquake to drive the hydraulic drive power system to perform three-directional vibration. It can conduct tests under any track irregularity of high-speed railway bridges and non-bridge sections at any distance. Compared with the physical uneven track model, the track distance is not limited, the test application scope is wider, there is no need to replace the track, the operation is convenient and fast, there is no need to process the track model in advance, the test components can be reused all the time, the test cost is further reduced, and the test results are more accurate and real.

[0045] (6) The central control system is connected to the shaking table component, the train simulation component, the catenary simulation component and the wind vibration effect simulation component in real time to transmit data. At the same time, it is combined with the physical models in the train simulation component, the catenary simulation component and the wind vibration effect simulation component to realize a digital-physical fusion simulation test system, making the test data of the pantograph-catenary contact situation of the high-speed railway train measured in the test closer to the actual situation.

[0046] (7) The pantograph base in the train simulation component is fixedly connected to the top surface of the locomotive head, improving the overall stability of the pantograph, so that the pantograph will not produce local vibration during normal experimental use, making the experimental results more accurate and reliable.

[0047] The above are all the preferred embodiments of this application. The protection scope of this application is not limited by this. Therefore, all equivalent changes made according to the structure, shape and principle of this application should be covered within the protection scope of this application.

Claims

1. A system for simulating the contact between a pantograph and a contact network after a shock, characterized in that: Including overhead line simulation components, train simulation components and vibration table components; The contact network simulation components include: a winch, a contact rope and two pillars; the two pillars are set at a fixed interval, and the winch is set at the top of the pillar to drive the contact rope to slide between the two pillars. The train simulation assembly includes: a car body, a wheel assembly arranged below the car body, and a pantograph arranged on the car body, the pantograph being in contact with a contact rope; The vibration table assembly comprises: a table body and a vibrator for vibrating the table body; the table body comprises a plurality of table surfaces which are independently arranged; and a wheel component is placed on the table body.

2. The system for simulating the contact between the pantograph and the overhead line after a shock according to claim 1, characterized in that: The wheel components include a steering seat and a plurality of wheel sets; the steering seat is connected to the vehicle body, and the wheel sets are connected to the steering seat; and each wheel set is placed on a different table surface.

3. The system for simulating the contact between the pantograph and the overhead line after a shock according to claim 1, characterized in that: The pillar is also slidably connected with a column in the vertical direction, the hoist and the contact rope are both arranged on the column, and the pillar is also provided with an actuator for driving the column to slide.

4. The system for simulating the contact between the pantograph and the overhead line after a shock according to claim 1, characterized in that: The pantograph comprises a base, a support arm and a pantograph head. The base is fixed on the top surface of the vehicle body, and the two ends of the support arm are respectively connected to the base and the pantograph head. A force sensor is installed at the pantograph head position for recording the three-axis force state.

5. The system for simulating the contact between the pantograph and the overhead line after a shock according to claim 1, characterized in that: It also includes a wind vibration simulation component, which includes a fan, and the fan is directly facing the front of the vehicle body.

6. The system for simulating the contact between the pantograph and the overhead line after a shock according to claim 1, characterized in that: The vehicle body is equipped with a wind speed sensor for real-time monitoring of the wind speed during the test.

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