A rail transit vehicle derailment monitoring test device

Abstract

The invention discloses a rail transit vehicle derailment monitoring test device, comprising: a gradient track and a horizontal track, a bogie, a derailment system for derailing the bogie from the horizontal track, a rerailing system for compounding the bogie on the horizontal track, a traction device and an electrical control system for towing the bogie to a preset height of the gradient track, a derailment monitoring and diagnosis system for monitoring whether the bogie is derailed from the horizontal track and an alarm device for issuing an alarm are provided on the bogie, when the bogie is derailed from the horizontal track, the derailment monitoring and diagnosis system controls the alarm device to issue an alarm, and the derailment system, the rerailing system, the traction device and the derailment monitoring and diagnosis system are all connected with the electrical control system signal. Within a short time after the bogie derails, the derailment can be automatically diagnosed and an alarm is issued, and personnel are reminded to perform operations such as braking, and the accuracy of the derailment data is verified by the diagnosis result output by the derailment monitoring and diagnosis system installed on the bogie.

Description

Technical Field

[0001] The invention relates to the technical field of rail vehicle derailment monitoring, and more specifically to a rail transit vehicle derailment monitoring test device. Background Art

[0002] Derailment is a railway transportation accident, which means that the train derails from the track while in motion, causing damage to the railway, vehicles or casualties. With the high-speed passenger transportation and heavy-loaded freight transportation on modern railways, derailment accidents sometimes occur. Especially on fully automatic unmanned subway trains and high-speed trains, diagnosis, alarm and braking must be carried out without a driver. Once derailed, it will bring a very big disaster.

[0003] In recent years, rail transit locomotive and vehicle derailment accidents have increased significantly, such as the derailment of a train in South Korea, which caused several carriages to overturn and dozens of people to be injured. These accidents can cause operation interruption at the least, or cause casualties and train damage at the worst. How to detect train derailment accidents in time and effectively prevent the expansion of accidents has become a problem of great concern to rail transit operators, especially on fully automatic unmanned subway trains and high-speed trains. Diagnosis, alarm and braking must be completed automatically without a driver, and a derailment automatic diagnosis system must be installed.

[0004] Regarding the derailment monitoring and diagnosis system, the accuracy of the system's monitoring and diagnosis needs to be verified. Since real derailment monitoring data is needed to complete the actual verification, the cost of actually derailing a real vehicle in order to verify the accuracy of the system is too high.

[0005] The derailment monitoring products currently on the market are divided into mechanical detection and non-mechanical detection products, but these products generally trigger the travel switch to cause the system to output a derailment alarm or false alarm or missed alarm. In view of the high-speed passenger transport, heavy-load freight, and fully automatic unmanned vehicles, the derailment monitoring and diagnosis system must ensure the accuracy of its detection and diagnosis. However, the cost of conducting derailment tests and verifications on existing lines is too high. Therefore, for the derailment monitoring and diagnosis systems installed on rail transit locomotives and vehicles, especially those installed in batches, it is necessary to use a tester in the laboratory to simulate the actual application scenario on site to verify the diagnostic accuracy. Existing devices related to railway derailment cannot be used to verify the detection and diagnosis accuracy of the derailment monitoring and diagnosis system.

[0006] In summary, how to provide a test device that can verify the diagnostic accuracy of the derailment monitoring and diagnostic system in the laboratory is an urgent problem to be solved by those skilled in the art. Summary of the invention

[0007] In view of this, an object of the present invention is to provide a rail transit vehicle derailment monitoring test device, which can be tested in a laboratory and can verify the accuracy of detection and diagnosis of a derailment monitoring and diagnosis system.

[0008] In order to achieve the above object, the present invention provides the following technical solutions:

[0009] A rail transit vehicle derailment monitoring test device comprises: a slope track and a horizontal track connected to each other, a bogie movable along the slope track and the horizontal track, a derailment system for separating the bogie from the horizontal track, a rerailing system for combining the bogie with the horizontal track, a traction device and an electrical control system for towing the bogie to a preset height of the slope track, wherein the bogie is provided with a derailment monitoring and diagnosis system for monitoring whether the bogie is separated from the horizontal track and an alarm device for issuing an alarm, wherein the derailment monitoring and diagnosis system comprises an on-board diagnostic instrument and a vibration and impact composite sensor installed on the bogie, wherein when the bogie is separated from the horizontal track, the derailment monitoring and diagnosis system controls the alarm device to issue an alarm, and the derailment system, the rerailing system, the traction device and the derailment monitoring and diagnosis system are all connected to the electrical control system by signals.

[0010] Preferably, the bogie includes a bogie body and a braking system for braking the bogie body, the braking system includes a mounting base plate, a driving device and a brake shoe, the brake shoe is mounted on the driving device, the driving device is mounted on the mounting base plate, the driving device is connected to the brake shoe, the driving device is signal-connected to the electrical control system, and the mounting base plate is mounted on the bogie body.

[0011] Preferably, the driving device includes an electro-hydraulic push rod, a brake push rod and a brake shoe support, the brake push rod is respectively hinged to the mounting base plate and the electro-hydraulic push rod, a side of the brake shoe support close to the brake shoe is provided with a cross-shaped groove for installing the brake shoe, the groove includes a transverse groove and a vertical groove, the brake shoe is provided with a boss inserted in the transverse groove, and the boss is provided with a through hole along the direction of the vertical groove; it also includes an insertion strip, the insertion strip is inserted in the fourth through hole and installed in the vertical groove, and the insertion strip is fixedly connected to the brake shoe support by bolts, when the electro-hydraulic push rod is extended, the brake push rod rotates around the hinge point at which it is hinged to the mounting base plate to drive the brake shoe installed on the brake shoe support to move toward the wheel on the bogie body, and the electro-hydraulic push rod is connected to the electrical control system signal.

[0012] Preferably, the electro-hydraulic push rod can be vertically movably installed on the mounting base plate, and the mounting base plate is also provided with a buffer device for buffering at the tail end of the electro-hydraulic push rod. The mounting base plate is provided with a slot hole for inserting the electric-hydraulic push rod, and the tail end of the electric-hydraulic push rod can be slid up and down and inserted in the slot hole and fixed by a nut. The buffer device includes a fixing plate vertically arranged on the mounting base plate, and a spring arranged between the fixing plate and the tail of the electric-hydraulic push rod.

[0013] Preferably, the derailment system includes a lifting rod and a transferring rod for being arranged on the inner side of the horizontal track, a lifting beam is provided at the upper end of the lifting rod, a transferring beam is provided at the upper end of the transferring rod, a lifting step surface with a lower height close to one side of the track is provided at the upper end of the lifting beam, a transferring step surface is provided at the upper end of the transferring beam, the transferring step surface is higher close to one side of the track and the width gradually increases along the rolling direction of the wheel to provide lateral thrust to the wheel, and also includes a driving mechanism for driving the lifting rod and the transferring rod to move up and down.

[0014] Preferably, the driving mechanism comprises a bidirectional electro-hydraulic push rod, both ends of which are respectively connected to the lifting beam through a first connecting rod mechanism and to the transfer beam through a second connecting rod mechanism, and the bidirectional electro-hydraulic push rod is signal-connected to the electrical control system.

[0015] 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-disassembly sleepers, and the rails of the test section track are wavy rails.

[0016] Preferably, the quick-disassembly sleeper includes a base placed on the upper part of the ballast, the base is provided with two sleeper steel cores, two parallel rails are respectively installed on the upper parts of the two sleeper steel cores, and a detachable cement component is provided on the base between the two sleeper steel cores and outside the two sleeper steel cores.

[0017] Preferably, it comprises a video monitoring device for monitoring the wheel condition of the bogie and a speed position monitoring device for monitoring the speed and position of the bogie, and both the video monitoring device and the speed position monitoring device are connected to the ground control system signal.

[0018] Preferably, the ground control system includes a control room and an electrical cabinet, the control room 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 signal, guardrails are provided on both sides of the horizontal track, and the speed and position monitoring device is a photoelectric sensor arranged on the guardrail.

[0019] Preferably, the control room is provided with a display screen for displaying the images shot by the video monitoring device, and a computer for displaying the diagnostic information of the derailment monitoring and diagnostic system, and the display screen and the computer can play the images shot by the monitoring device and the diagnostic information of the derailment monitoring and diagnostic system in clock synchronization.

[0020] The invention provides a rail transit vehicle derailment monitoring test device, 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 derailing the bogie from the horizontal track, a rerailing system for combining the bogie with the horizontal track, a traction device and an electrical control system for towing the bogie to a preset height of the slope track, wherein the bogie is provided with a derailment monitoring and diagnosis system for monitoring whether the bogie is derailed from the horizontal track and an alarm device for issuing an alarm, wherein when the bogie is derailed from the horizontal track, the derailment monitoring and diagnosis system controls the alarm device to issue an alarm, and the derailment system, the rerailing system, the traction device and the derailment monitoring and diagnosis system are all connected with the electrical control system signal.

[0021] 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. The preset height of the bogie movement is controlled according to the actual test situation. After moving to the preset height, the bogie stops, so that the bogie moves downward along the slope track under the action of gravity. After moving to the horizontal track, the electrical control system controls the operation of the derailment system to make the bogie derail from the horizontal track. At the same time, the derailment monitoring and diagnosis system determines that the bogie has derailed from the horizontal track, sends the monitoring signal to the electrical control system and controls the alarm device to sound an alarm. The specific vibration and impact composite sensor is used to collect the vibration and impact data of the bogie wheels and transmit it to the on-board diagnostic instrument. After the on-board diagnostic instrument obtains the vibration and impact signal through the vibration and impact composite sensor, it performs time domain and frequency domain recognition on the vibration and impact signal, and analyzes the results to determine whether it is derailed. If derailed, the alarm device is controlled to sound an alarm. After the bogie leaves the horizontal track, it will continue to move along the horizontal track until it stops. Under the action of the rerailing system, the bogie will move along the horizontal track to the slope track. The electrical control system controls the operation of the rerailing system to make the bogie enter the horizontal track again. Under the action of the traction device, the bogie moves to the preset height of the slope track for the next test.

[0022] The rail transit vehicle derailment monitoring test device provided by the application only sets the bogie to move on the horizontal track and the slope track and realizes the function of derailment and rerailing, without derailing the real vehicle, reducing the test cost, and automatically diagnosing the derailment and sending out an alarm in a short time after the bogie derailment, reminding personnel to perform operations such as braking. The alarm information can also be input into the driving control system of the unmanned train to realize the braking under unmanned control. According to the derailment data generated by the bogie, the accuracy of the derailment data is verified by the diagnostic result of the derailment monitoring and diagnostic system output installed on the bogie. In addition, multiple tests can also be carried out to further increase the accuracy of the detection and diagnosis of the derailment monitoring and diagnostic system. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0024] Figure 1 A schematic diagram of a rail transit vehicle derailment monitoring test device provided by the present invention;

[0025] Figure 2 A side view of the rail transit vehicle derailment monitoring test device provided by the present invention;

[0026] Figure 3 A top view of the rail transit vehicle derailment monitoring test device provided by the present invention;

[0027] Figure 4 A schematic diagram of a bogie provided by the present invention;

[0028] Figure 5 A schematic diagram of a brake system and a wheel provided by the present invention;

[0029] Figure 6 A schematic diagram of a derailment system provided by the present invention;

[0030] Figure 7 A perspective view of a derailment system provided by the present invention;

[0031] Figure 8 A cross-sectional view of the derailment system provided by the present invention;

[0032] Fig. 9 A schematic diagram of a braking system provided by the present invention;

[0033] Fig.10 A side view of the braking system provided by the present invention;

[0034] Fig.11 A schematic diagram of a test section track provided by the present invention;

[0035] Fig.12 An exploded view of the quick disassembly and assembly sleeper provided by the present invention;

[0036] Fig.13 A schematic diagram of a brake shoe and a brake shoe support provided by the present invention;

[0037] Fig.14 A schematic diagram of a transfer beam provided by the present invention;

[0038] Fig.15 This is a schematic diagram of the lifting beam provided by the present invention.

[0039] Figure 1-15 middle:

[0040] 1-brake section track, 2-test section track, 3-bogie, 4-control room, 5-slope track, 6-fixed pulley, 7-steel truss structure, 8-anti-shake device, 9-buffer section track, 10-car stopper, 11-derailment system, 12-winch, 13-quick disassembly and assembly of sleepers, 14-bogie body, 15-brake push rod, 16-electro-hydraulic push rod, 17-wheel, 18-mounting base plate, 19-brake shoe support, 20-brake shoe, 21-transfer beam, 22-lifting beam, 23-housing, 24-first adjusting screw, 25-bidirectional electro-hydraulic push rod, 26-second adjusting screw, 27-lifting push rod, 28-first push rod joint, 29-first wheel, 30-first adjustment plate, 31-transfer push rod, 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 strip, 42-boss, 43-groove, 44-bolt, 45-fixing plate, 46-transfer step surface, 47-lifting step surface, 48-nut, 49-derailment block. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0042] The core of the present invention is to provide a rail transit vehicle derailment monitoring test device, which can be tested in a laboratory and can verify the accuracy of detection and diagnosis of a derailment monitoring and diagnosis system.

[0043] Please refer to Figures 1 to 15 , Figure 1 A schematic diagram of a rail transit vehicle derailment monitoring test device provided by the present invention; Figure 2 A side view of the rail transit vehicle derailment monitoring test device provided by the present invention; Figure 3 A top view of the rail transit vehicle derailment monitoring test device provided by the present invention; Figure 4 A schematic diagram of a bogie provided by the present invention; Figure 5 A schematic diagram of a brake system and a wheel provided by the present invention; Figure 6 A schematic diagram of a derailment system provided by the present invention; Figure 7 A perspective view of a derailment system provided by the present invention; Figure 8 A cross-sectional view of the derailment system provided by the present invention; Fig. 9 A schematic diagram of a braking system provided by the present invention; Fig.10 A side view of the braking system provided by the present invention; Fig.11 A schematic diagram of a test section track provided by the present invention; Fig.12 An exploded view of the quick disassembly and assembly sleeper provided by the present invention; Fig.13 A schematic diagram of a brake shoe and a brake shoe support provided by the present invention; Fig.14 A schematic diagram of a transfer beam provided by the present invention; Fig.15 This is a schematic diagram of the lifting beam provided by the present invention.

[0044] A rail transit vehicle derailment monitoring test device comprises: 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 derailing the bogie 3 from the horizontal track, a rerailing system for combining the bogie 3 with the horizontal track, a traction device and an electrical control system for towing the bogie 3 to a preset height of the slope track 5, wherein the bogie 3 is provided with a derailment monitoring and diagnosis system for monitoring whether the bogie 3 is derailed from the horizontal track and an alarm device for issuing an alarm, wherein when the bogie 3 is derailed from the horizontal track, the derailment monitoring and diagnosis system controls the alarm device to issue an alarm, and the derailment system 11, the rerailing system, the traction device and the derailment monitoring and diagnosis system are all connected to the electrical control system signal.

[0045] It should be noted that the bogie 3 is freely released after being moved to the slope track 5 by external force. The traction device can be a winch 12. For example, a fixed pulley 6 is installed at the highest point of the slope track 5, and a winch 12 is arranged on the rear side of the highest point of the slope track 5. The rope of the winch 12 passes around the fixed pulley 6 to tighten the rear part of the bogie 3. The winch 12 is mainly responsible for pulling the bogie 3 and towing the bogie 3 during the reverse ultra-low speed test; when the bogie 3 needs to be braked, the braking force can also be applied by the brake device of the winch 12.

[0046] 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. The slope track 5 is laid on the steel truss structure 7. A speed meter can be installed at the end where the horizontal track is connected to the slope track 5 to 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 slope track 5 can be set.

[0047] The basic working principle is similar to that of a humpback release. The bogie 3 is pulled onto the slope track 5 by the winch 12 and then released. The bogie 3 slides down the slope track 5 and accelerates. After entering the horizontal track, it enters a preset position. The preset position can be set according to actual test conditions.

[0048] When the derailment monitoring and diagnostic system performs diagnostic performance when the test bogie 3 is not derailed, the derailment system 11 will not perform derailment work, so that the bogie 3 runs on the slope track 5 and the horizontal track.

[0049] The rerailing system may be a hoisting machine. When the bogie 3 stops derailing, the electrical control system controls the hoisting machine to lift the bogie 3 onto the horizontal track, and the bogie 3 is towed to the next test position by the traction device.

[0050] 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. The preset height of the bogie 3 movement is controlled according to the actual test situation. After moving to the preset height, the bogie 3 stops, so that the bogie 3 moves downward along the slope track 5 under the action of gravity. After moving to the horizontal track, the electrical control system controls the derailment system 11 to operate so that the bogie 3 is separated from the horizontal track. At the same time, the derailment monitoring and diagnosis system determines that the bogie 3 has been separated from the horizontal track, sends the monitored signal to the electrical control system and controls the alarm device to sound an alarm. The specific vibration and impact composite sensor is used to collect the vibration and impact data of the bogie wheel and transmit it to the on-board diagnostic instrument. After the on-board diagnostic instrument obtains the vibration and impact signal through the vibration and impact composite sensor, it performs time domain recognition and frequency domain recognition on the vibration and impact signal, and analyzes the result to determine whether it is derailed. If derailed, the alarm device is controlled to sound an alarm. After the bogie 3 leaves the horizontal track, it will continue to move along the horizontal track until it stops. Under the action of the rerailing system, the bogie 3 moves along the horizontal track to the slope track 5. The electrical control system controls the operation of the rerailing system to make the bogie 3 enter the horizontal track again. Under the action of the traction device, the bogie 3 moves to the preset height of the slope track 5 for the next test.

[0051] The rail transit vehicle derailment monitoring test device provided by the application only sets the bogie 3 to move on the horizontal track and the slope track 5 and realize the function of derailment and rerailing, without allowing the real vehicle to derail, reducing the test cost, and automatically diagnosing derailment and sending an alarm in a short time after the bogie 3 derails, reminding personnel to perform operations such as braking. The alarm message can also be input into the driving control system of the unmanned train to realize the braking under unmanned control. According to the derailment data generated by the bogie 3, the accuracy of the derailment data is verified by the diagnostic result of the derailment monitoring and diagnostic system output installed on the bogie 3. In addition, multiple tests can also be carried out to further increase the accuracy of the derailment monitoring and diagnostic system detection diagnosis.

[0052] According to the configuration of the transmission mechanism, the basic brake device can be divided into two types: dispersed type and unit type. The traditional basic brake device is dispersed, which is characterized by the brake cylinder and the car body brake lever are arranged in the middle of the vehicle and hoisted under the car body frame, and connected to the brake lever of the bogie 3 through a very long upper pull rod. The unit type basic brake device is characterized by small brake cylinders but a large number. Each brake cylinder is arranged near each wheel pair, and there are few or even no levers between the brake cylinder and the friction pair, forming a very compact unit brake device from the brake cylinder to the friction pair.

[0053] On the basis of the above embodiments, as a further preference, the bogie 3 includes a bogie body 14 and a braking system for braking the bogie body 14, the braking system includes a mounting base plate 18, a driving device and a brake shoe 20, the brake shoe 20 is mounted on the driving device, the driving device is mounted on the mounting base plate 18, the driving device is connected to the brake shoe 20, the driving device is connected to the electrical control system signal, and the mounting base plate 18 is mounted on the bogie body 14.

[0054] It should be noted that the braking system is used to actively brake the bogie body 14. When the bogie body 14 derails, braking measures need to be taken. One way is to use the hoist 12 in the above content to perform pulling braking. The other is the braking system set on the bogie body 14 in this embodiment. The drive device is connected to the electrical control system signal. When the electrical control system receives the derailment signal, the drive device is controlled according to the derailment signal to drive the brake shoe 20 to move toward the wheel 17, and the friction wheel 17 is pressed to brake the bogie body 14. The double braking of the winch 12 rope pulling brake and the braking system is better and safer.

[0055] On the basis of the above embodiments, as a further preference, the driving device includes an electro-hydraulic push rod 16, a brake push rod 15 and a brake shoe support 19, the brake push rod 15 is respectively hinged to the mounting base plate 18 and the electro-hydraulic push rod 16, and the brake shoe support 19 is provided with a cross-shaped groove 43 for installing the brake shoe 20 on one side close to the brake shoe 20, the groove 43 includes a transverse groove and a vertical groove, the brake shoe 20 is provided with a boss 42 inserted in the transverse groove, and the boss 42 is provided with a through hole along the direction of the vertical groove; it also includes an insertion strip 41, the insertion strip 41 is inserted in the through hole and installed in the vertical groove, and the insertion strip 41 is fixedly connected to the brake shoe support 19 by a bolt 44, when the electro-hydraulic push rod 16 is extended, the brake push rod 15 rotates around its hinge point hinged to the mounting base plate 18 to drive the brake shoe 20 installed on the brake shoe support 19 to move toward the wheel 17 on the bogie body 14, and the electro-hydraulic push rod 16 is connected to the electrical control system signal.

[0056] It should be noted that the brake push rod 15 is a T-shaped rod, including a cross bar and a vertical rod. The electro-hydraulic push rod 16 is vertically installed on the mounting base plate 18, and the end of the telescopic rod of the electro-hydraulic push rod 16 faces downward. The end of the cross bar of the brake push rod 15 is hinged to the lower end of the telescopic rod, and the upper end of the vertical rod is hinged to the mounting base plate 18. The brake shoe support 19 is installed on the vertical rod, and can be specifically installed at the connection between the vertical rod and the cross bar. When the brake push rod 15 extends downward, it will drive the end of the cross bar to move, and the brake push rod 15 as a whole will rotate around the hinge point where the vertical rod is hinged to the mounting base plate 18, thereby driving the brake shoe support 19 to move. The brake shoe 20 is installed on the brake shoe support 19, and the brake shoe 20 will move toward the wheel 17, thereby generating circumferential friction resistance around the wheel 17, thereby preventing the running bogie 3 from moving forward or backward until it stops within a reasonable range.

[0057] In the present embodiment, the brake shoe 20 is fixedly connected to the brake shoe support 19 through the insert strip 41, which not only ensures the reliability of the connection and fixation between the brake shoe 20 and the brake shoe support 19, but also allows the brake shoe 20 to be conveniently replaced when the brake shoe 20 is severely worn after a long period of use. That is, the insert strip 41 is removed, and the brake shoe 20 is taken out and replaced, thereby improving the convenience of maintenance. The driving device provided in the present embodiment has a simple structure, is easy to process and install, and is safe and reliable.

[0058] On the basis of the above embodiment, as a further preference, the electro-hydraulic push rod 16 can be vertically movably installed on the mounting base plate 18, and the mounting base plate 18 is also provided with a buffer device for buffering at the tail end of the electro-hydraulic push rod 16. The mounting base plate 18 is provided with a slot hole for inserting the electric hydraulic push rod 16. The tail end of the electric hydraulic push rod 16 can be slid up and down and inserted into the slot hole and fixed by a nut 48. 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 electric hydraulic push rod 16.

[0059] In this embodiment, the electro-hydraulic push rod 16 is movably arranged on the mounting plate 18 to provide protection, that is, the electro-hydraulic push rod 16 will not be locked during operation and can be moved back a little to avoid burning the electro-hydraulic push rod 16.

[0060] On the basis of the above embodiments, as a further preference, the derailment system 11 includes a lifting rod 27 and a transferring rod 31 for being arranged on the inner side of the horizontal track, the upper end of the lifting rod 27 is provided with a lifting beam 22, the upper end of the transferring rod 31 is provided with a transferring beam 21, the upper end of the lifting beam 22 is provided with a lifting step surface 47 with a lower height close to one side of the track, the upper end of the transferring beam 21 is provided with a transferring step surface 46, the height of the transferring step surface 46 close to one side of 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 mechanism for driving the lifting rod 27 and the transferring rod 31 to move up and down.

[0061] Among them, the lifting jack 27 and the lifting beam 22, the transfer jack 31 and the transfer beam 21 can be fixedly connected by screws, the lifting jack 27 and the transfer jack 31 can be rectangular columnar structures, the upper end of the lifting 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 flush with or slightly lower than the upper end surface of the horizontal track, and the lower side of the lifting step surface 47 is lower than the upper end surface of the horizontal track; the height of the transfer step surface 46 is lower than the upper end surface of the horizontal track; the above arrangement ensures the normal movement of vehicles on the horizontal track. It should be pointed out that the width of the lower side of the lifting step surface 47, which is close to the rail surface, should be slightly larger than the width of the wheel flange.

[0062] When derailing operation is required, the driving mechanism drives the lifting jack 27 and the transfer jack 31 to move upward, so that the lifting beam 22 and the transfer beam 21 move upward at the same time, so that the lifting step surface 47 lifts the wheel 17 and makes the wheel 17 pass over the top surface of the rail, that is, the lifting jack 27 pushes the lifting beam 22 to move upward, so that the lifting beam 22 lifts the wheel 17 from the rail, and makes the side of the lifting step surface 47 away from the horizontal track and with a higher height higher than the horizontal track, and at the same time makes the side of the lifting step surface 47 close to the horizontal track and with a lower height level with the horizontal track, so that the wheel 17 rolls along the lower surface of the lifting step surface 47.

[0063] A transfer step surface 46 is provided at the upper end of the transfer beam 21. Since the side of the transfer step surface 46 close to the horizontal track is a structure with a higher height and a width that gradually increases toward the inner side of the horizontal track along the rolling direction of the wheel 17, the transfer push rod 5 pushes the transfer beam 21 to move upward, so that the side of the transfer step surface 46 close to the horizontal track and with a higher height is higher than the horizontal track, and the side of the transfer step surface 46 away from the horizontal track and with a lower height is flush with the horizontal track, so that the wheel 17 rolls along the lower side of the transfer step surface 46, and the higher side whose width gradually increases along the rolling direction of the wheel 17 can apply lateral thrust to the wheel 17, so as to force the wheel 17 to turn off the track.

[0064] Preferably, the height difference of the transplanting step surface 46 is greater than the height difference of the lifting step surface 47. Specifically, the height difference between the lower side and the higher side of the transplanting step surface 46 is 25 mm; the height difference between the lower side and the higher side of the lifting step surface 47 is 12 mm. Of course, other values ​​can also be set as needed.

[0065] In order to protect the driving device from being damaged, as a preferred embodiment, a housing 23 is further included for being arranged between the horizontal rails, the driving device is arranged in the housing 23, and the transplanting push rod 31 and the lifting push rod 27 are respectively connected to the driving device through the housing 23. That is, in this embodiment, the driving device is arranged in the housing 23, so that the housing 23 plays a role in protecting the driving device.

[0066] On the basis of the above-mentioned embodiment, through holes are provided on both sides of the upper end of the shell 23 for inserting the jacking push rod 27 and the transplanting push rod 31 respectively, and the width of the through hole is greater than the width of the jacking push rod 27 or the transplanting push rod 31. The shell 23 is provided with a flange on the outer edge of the through hole, and a clamping bolt for clamping the jacking push rod or the transplanting push rod is provided on the flange. That is, a through hole is provided on the shell 23 for the jacking push rod 27 and the transplanting push rod 31 to pass through. And by providing a flange on the outer edge of the through hole and inserting a clamping bolt on the flange, the jacking push rod 27 or the transplanting push rod 31 is prevented from moving, so as to further improve the stability. Specifically, the shell 23 can be a rectangular box-shaped structure, which is used to be stuck between two horizontal rails, and the height of the shell 23 should be less than the height of the horizontal rail to ensure the normal operation of the vehicle on the horizontal rail.

[0067] In order to facilitate the wheels to roll smoothly between the lifting beam 22 and the transplanting beam 21, as a preferred embodiment, the front end of the lower side of the lifting step surface 47 is a trumpet-shaped slope with a gradually increasing height.

[0068] Since the height of the side of the transplanting step surface 46 close to the horizontal track is higher than the upper end surface of the horizontal track during the derailing operation, in order to avoid the wheel 17 from having a head-on collision with it and damaging the wheel 17 and the transplanting beam 21, as a preferred embodiment, the front end of the vertical surface of the transplanting step surface 46 is provided with a circular arc-shaped guide cut angle for the wheel 17 to roll in. By setting the guide cut angle, the wheel 17 can slide into the lower side of the transplanting step surface 46 along the smooth surface of the cut angle.

[0069] Taking into account that after the front wheel rolls over the transplanting beam 21, the rear wheel 17 and the front wheel 17 will detach from the horizontal track and fall to the inside of the horizontal track, in order to prevent the two ends of the transplanting beam 21 from being damaged by the wheels 17, as a preferred embodiment, the front end of the transplanting beam 21 is provided with a section that reduces its width on the side away from the horizontal track.

[0070] Considering the specific shape of the higher side of the transplanting step surface 47, as a preferred embodiment, the vertical surface of the transplanting step surface 47 is an arc surface, so that the wheel 17 can slide smoothly along the arc-shaped transplanting step surface 47, and the transplanting step surface 47 can apply a uniform lateral thrust to the wheel 17. Of course, the vertical surface of the transplanting step surface 47 can also be a straight surface.

[0071] In summary, the derailment system 11 provided by the present invention, when a derailment operation is required, starts the driving mechanism to push the lifting jack 27 and the transfer jack 5 to move upward, thereby pushing the lifting beam 22 and the transfer beam 21 to move upward, so that the lifting step surface 47 on the lifting beam 22 lifts the wheel 17 on one side from the rail, and the wheel 17 rolls along the lifting step surface 47 on the side of the horizontal track and with a lower height. At the same time, the transfer beam 21 moves upward, and the wheel 17 rolls along the transfer step surface 46 away from the horizontal track and with a lower height. Since the width of the side of the transfer step surface 46 close to the horizontal track and with a higher height gradually increases along the rolling direction of the wheel 17, the side with a higher height on the transfer step surface 46 can apply a lateral thrust to the wheel 17, forcing the wheel 17 to turn to derail, so that the wheel 17 passes over the top surface of the rail, and then climbs over to the other side of the rail, thereby achieving rapid derailment. It can be seen that from the direction of vehicle travel, when the derailer enters the working state, the vehicle will derail toward the side of the lifting beam 22. After derailing, the driving mechanism can pull back the lifting beam 22 and the transfer beam 21 to restore the height of the lifting beam 22 and the transfer beam 21 to the non-working state to ensure the normal use of the horizontal track. It has the characteristics of simple structure and low cost, and because the derailing operation is performed by the jacking method, it has the characteristics of fast response time and short response time.

[0072] On the basis of the above embodiment, as a further preference, the driving mechanism includes a bidirectional electro-hydraulic push rod 25, both ends of which are respectively connected to the lifting beam 22 through a first connecting rod mechanism and to the transfer beam 21 through a second connecting rod mechanism, and the bidirectional electro-hydraulic push rod 25 is connected to the electrical control system signal.

[0073] It should be noted that a shell 23 is provided below the horizontal track, and a driving mechanism is arranged in the shell 23. The first connecting rod mechanism includes a first adjusting screw 24, a lifting push rod 27, a first push rod joint 28 and a first wheel 29. One end of the first adjusting screw 24 is connected to the end of one of the push rods of the two-way electro-hydraulic push rod 25, and the other end is hinged to the middle of the first push rod joint 28. The upper end of the first push rod joint 28 is hinged to the lower end of the lifting push rod 27. The lifting beam 22 is arranged at the upper end of the lifting push rod 27, and the first wheel 29 is arranged at the lower end of the first push rod joint 28. The movement direction of the first wheel 29 is consistent with the movement direction of the first adjusting screw 24. A first platform is provided in the shell 23. The first adjusting plate 30 is installed on the first platform with adjustable height. The first wheel 29 can roll on the first adjusting plate 30. The height of the first adjusting plate 30 is set according to the actual detection situation to adjust the lifting height of the lifting beam 22.

[0074] The second connecting rod mechanism includes a second adjusting screw 26, a transfer push rod 31, a second push rod joint 32 and a second wheel 33. One end of the second adjusting screw 26 is connected to the end of one of the push rods of the two-way electro-hydraulic push rod 25, and 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 push rod 31. The transfer beam 21 is arranged at the upper end of the transfer push rod 31, and the second wheel 33 is 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 provided in the shell 23. The second adjustment plate 34 is installed on the second platform with adjustable height. The second wheel 33 can roll on the second adjustment plate 34. 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.

[0075] The push rods at both ends of the bidirectional electro-hydraulic push rod 25 respectively drive the first adjusting screw 24 and the second adjusting screw 26 to move horizontally, the first adjusting screw 24 drives the first push rod joint 28 to move, the first wheel 29 rolls toward the movement direction of the first adjusting screw 24, the angle between the first push rod joint 28 and the vertical direction will gradually decrease, the lifting beam 22 will gradually rise, when the angle between the first push rod joint 28 and the vertical direction is zero degrees, the lifting beam 22 is at the highest point, similarly, the second adjusting screw 26 drives the second push rod joint 32 to move, the second wheel 33 rolls toward the movement direction of the second adjusting screw 26, the angle between the second push rod joint 32 and the vertical direction will gradually decrease, the transfer beam 21 will gradually rise, when the 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 bidirectional electro-hydraulic push rod 25 drives the lifting beam 22 and the transfer beam 21 to move at the same time, so as to realize the derailment of the bogie 3, with fast reaction speed and accurate derailment.

[0076] On the basis of the above embodiment, as a further preference, it also includes a derailment block 49 for being fixed on a horizontal track and clamped with the end of the transfer beam 21 and / or the lifting beam 22, the derailment block 49 is provided with a slide groove below a side close to the transfer beam 21 or the lifting beam 22, the end of the transfer beam 22 or the lifting beam 22 can be inserted into the slide groove by moving up and down, and the slide groove is used to limit the maximum height of the upward movement of the end of the lifting beam 22 or the transfer beam 21.

[0077] That is, in the present embodiment, the lifting beam 22 and the transfer beam 21 are limited to tilt due to the unbalanced force by the derailment block 49, and the derailment block 49 is provided with a chute matched with the end of the lifting beam 22 and the transfer beam 21, so that the derailment block 49 plays a role of limiting and guiding. The derailment block 49 is used to be fixed on the track and is clamped with the lifting beam 22 and the transfer beam 21. After the wheel enters the transfer beam 21 and the lifting beam 22, the whole transfer beam 21 will tilt upwards in the second half, and the derailment block 49 plays a role of resisting, ensuring that the transfer beam 21 and the lifting beam 22 can be balanced, and specifically, the derailment block is a total of 4, and each side of the transfer beam 21 and the lifting beam 22 is provided with one. And the derailment block 49 can be provided with a trimming for reducing its width to avoid being damaged by the wheel.

[0078] A car stopper 10 is provided at the end of the horizontal track to stop the decelerated bogie 3 and prevent the bogie 3 from rushing out along the horizontal track to cause a safety accident. Anti-shake devices 8 are provided on both sides of the slope track 5. The main function of the anti-shake device 8 is to prevent the wire rope from swinging sharply and injuring other equipment and personnel in the special case that the pulling wire rope of the winch 12 breaks.

[0079] On the basis of the above embodiment, as a further preference, the slope track 5 and the horizontal track are transitionally connected through an arc ramp section. It should be noted that the curved direction of the arc track is downward, one end is tangent to the lower end of the slope track 5, and the other end is connected to the horizontal track in the same plane, so that when the bogie 3 moves from the slope track 5 to the horizontal track, the impact at the connection angle between the horizontal track and the slope track 5 is avoided. The curvature radius of the arc ramp section can be set to 20 meters, or it can be set to other reasonable parameters.

[0080] On the basis of the above embodiments, 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, the sleepers of the test section track 2 are quick-disassembly sleepers 13, and the rails of the test section track 2 are wavy rails.

[0081] It should be noted that when the bogie 3 moves downward along 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 set on the buffer section track 9. Since the bogie 3 needs to repeatedly perform derailment tests, the wheels 17 will hit the sleepers and cause damage to the sleepers when the bogie 3 is derailed. In order to increase the speed of sleeper replacement, the sleepers of the test section track 2 are set as quick-disassembly sleepers 13, which can be quickly disassembled after the test sleepers are damaged.

[0082] The horizontal track and the slope track 5 are about 30 meters long in the horizontal direction. Of course, other parameter values ​​can also be set. The test section track 2 and the brake section track 1 are about 12 meters in total. In fact, the track and roadbed of the two are exactly the same and can be borrowed from each other. The track part is dug below the ground plane as a foundation, and the horizontal track is slightly lower than the ground. The ballast roadbed is used to facilitate the laying of sleepers of different specifications and thicknesses, and to facilitate leveling. When the test is not conducted for a long time, steel plates can be hoisted to cover them, and the site can be used for other purposes. The test section track 2 extends all the way to the car stopper 10, and the track close to the car stopper 10 is a buffer space dedicated to braking.

[0083] The buffer section track 9 can be set as an ordinary track, and the test section track 2 can be set as a wave track. The ordinary track and the wave track can meet the test of the bogie 3 under various working conditions; wherein the setting of the wave track can verify the derailment alarm strategy by monitoring the periodic large impacts generated by the bogie 3 passing through the wave track.

[0084] On the basis of the above embodiments, as a further preference, the quick disassembly sleeper 13 includes a base placed on the upper part of the ballast, on which two sleeper steel cores 40 are provided, two parallel rails are respectively installed on the upper parts of the two sleeper steel cores 40, and a detachable cement component is provided on the base between the two sleeper steel cores 40 and outside the two sleeper steel cores 40.

[0085] It should be noted that the base is a strip plate, the shape of which is consistent with the bottom shape of an ordinary sleeper. A mounting rib 39 with a length consistent with the length direction of the base is provided on the upper part of the base. Two sleeper steel cores 40 are fixedly arranged on the base, and the two steel rails of the horizontal track are respectively installed on the two sleeper steel cores 40 through fasteners 36. There are two types of cement components, end components 35 and middle components 37. They are cast with cement according to the shape of the standard sleeper and are easily damaged and replaceable parts. The bottom of the cement component is provided with a mounting rib groove 38 that matches and inserts the mounting rib 39. The middle component arranged between the two sleepers is inserted on the mounting rib 39, and the two ends are respectively attached to the inner sides of the two sleeper steel cores 40. Two end components 35 are respectively installed on the mounting rib 39 on the outer sides of the two sleeper steel cores 40, and the inner sides of the two end components 35 are respectively attached to the outer sides of the two sleeper steel cores 40. The cement component and the two sleeper steel cores 40 restore the shape of a sleeper. The ballast is fixed on the roadbed. After repeated damage tests, the concrete components can be directly replaced without removing the rails. Five bases are needed and dozens of corresponding sets of concrete components are needed.

[0086] The base and the sleeper steel core 40 are welded from thick steel plates, the screws for installing the track fasteners 36 are directly welded to the two sleeper steel cores 40, and the cement components and the mounting ribs 39 are both provided with threaded holes so that the cement components can be fastened to the mounting ribs 39 through fasteners. The damaged part of the sleeper can be quickly disassembled and assembled by replacing the cement components without disassembling the horizontal track, and the cement components provided in this embodiment have a simple structure, are easy to process and quickly replace, and improve the detection efficiency.

[0087] On the basis of the above embodiment, as a further preference, a video monitoring device for monitoring the condition of the wheels 17 of the bogie 3 and a speed position monitoring device for monitoring the speed and position of the bogie 3 are included, and both the video monitoring device and the speed position monitoring device are connected to the ground control system signal.

[0088] It should be noted that the video monitoring device includes two high-speed cameras distributed around the horizontal track and two high-speed cameras at the wheel rim of the bogie 3, one of which is installed on each side of the horizontal track and one is installed on each upper side of the wheel rims of the two wheels in the forward direction of the bogie 3. The main function is to monitor the status of the bogie 3 during the test and display it on the large screen of the control room 4 in real time.

[0089] The speed 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. Among them, the first position sensor is set at the top of the slope track 5, and its function is to confirm the extreme position of the winch 12 towing the bogie 3. A set of movable second position sensors is set in the middle section of the slope 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 slope track 5 and the horizontal track, and its function is to measure the maximum speed value of the bogie 3 under the test condition through the two third position sensors. A fourth position sensor is set at the derailment system 11. When the bogie 3 passes through the fourth position sensor, the sensor transmits the signal to the electrical control system, and the electrical control system controls the derailment system 11 to operate and realize automatic derailment. Two fifth position sensors are set on the horizontal track near the stopper, and its function is to measure the speed of the bogie 3 at this position through the two fifth position sensors for the decision of the braking system.

[0090] On the basis of the above embodiments, 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, the video monitoring device and the speed and position monitoring device are both connected to the control room 4 signal, guardrails are provided on both sides of the horizontal track, and the speed and position monitoring device is a photoelectric sensor arranged on the guardrail.

[0091] It should be noted that the ground control system consists of the control network, control room 4, electrical cabinet and other related parts. The control network mainly consists of the cable interaction between the control room 4 and the electrical cabinet, the cable interaction between the control room 4 and the winch 12, and the wireless interaction between the control room 4 and the bogie 3. Its main function is to control the winch 12 and the bogie 3 to carry out experiments according to the established plan. The main function of the control room 4 is centralized control and experimental observation. The main function of the electrical cabinet is to provide power for the entire set of test equipment. A protective device is provided on the outside of the bottom control system. The main function of the protective device is to prevent the test equipment, devices and parts from falling or flying out and injuring other equipment or personnel.

[0092] On the basis of the above embodiment, as a further preference, a display screen for displaying the images shot by the video monitoring device and a computer for displaying the diagnostic information of the derailment monitoring and diagnostic system are provided in the control room 4, and the display screen and the computer can play the images shot by the monitoring device and the diagnostic information of the derailment monitoring and diagnostic system in clock synchronization.

[0093] It should be noted that the shooting picture includes the picture of the wheel 17 contacting and disengaging from the horizontal track shot by the high-speed camera, the diagnostic information of the derailment monitoring device is the real-time derailment vibration impact signal of the bogie 3, the display screen displays the shooting picture, and the computer displays the derailment vibration impact signal, and the clock of the derailment vibration impact signal and the video monitoring signal can be synchronized, so as to compare the derailment picture shot and the derailment vibration impact signal, and verify the accuracy of the diagnosis of the derailment monitoring and diagnosis system.

[0094] Adopt the rail transit vehicle derailment monitoring test device provided by the application to simulate train locomotive or vehicle derailment scene truly, obtain actual derailment data, for derailment monitoring and diagnosis system effect verification, product optimization. With energy saving, intelligent control, safe and controllable, the advantages of reusability. There is simulation verification, by simulation software such as ANSYS, by setting the load under different transport modes, different speeds, different restraints, different sections to simulate the running state after the derailment of a single bogie 3, by identifying the acceleration signal output of each axle box position to carry out algorithm verification, but simulation can only be used for theoretical analysis, can not be to the derailment monitoring and diagnosis system whether the object reaches the accuracy of derailment detection diagnosis to verify.

[0095] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0096] The rail transit vehicle derailment monitoring test device provided by the present invention is introduced in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A rail transit vehicle derailment monitoring test device, characterized in that: include: A slope track (5) and a horizontal track connected to each other, a bogie (3) movable along the slope track (5) and the horizontal track, a derailment system (11) for detaching the bogie (3) from the horizontal track, a rerailing system for reattaching the bogie (3) to the horizontal track, a traction device for traction the bogie to a preset height of the slope track (5), and an electrical control system, wherein the bogie (3) is provided with a derailment monitoring and diagnosis system for monitoring whether the bogie (3) is detached from the horizontal track and an alarm device for issuing an alarm, wherein the derailment monitoring and diagnosis system comprises an on-board diagnostic instrument and a vibration and impact composite sensor installed on the bogie, wherein when the bogie (3) is detached from the horizontal track, the derailment monitoring and diagnosis system controls the alarm device to issue an alarm, and the derailment system (11), the rerailing system, the traction device and the derailment monitoring and diagnosis system are all connected to the electrical control system by signal. The derailing system (11) comprises a lifting rod (27) and a transfer rod (31) for being arranged on the inner side of a horizontal track, wherein the upper end of the lifting rod (27) is provided with a lifting beam (22), and the upper end of the transfer rod (31) is provided with a transfer beam (21), wherein the upper end of the lifting beam (22) is provided with a lifting step surface (47) with a lower height close to one side of the track, and the upper end of the transfer beam (21) is provided with a transfer step surface (46), wherein the height of the transfer step surface (46) close to one side of the track is higher and the width gradually increases along the rolling direction of the wheel so as to provide lateral thrust to the wheel, and further comprises a driving mechanism for driving the lifting rod (27) and the transfer rod (31) to move up and down.

2. The rail transit vehicle derailment monitoring test device according to claim 1, characterized in that: The bogie (3) comprises a bogie body (14) and a braking system for braking the bogie body (14), the braking system comprising a mounting base plate (18), a driving device and a brake shoe (20), the brake shoe (20) being mounted on the driving device, the driving device being mounted on the mounting base plate (18), the driving device being connected to the brake shoe (20), the driving device being connected to the electrical control system signal, and the mounting base plate (18) being mounted on the bogie body (14).

3. The rail transit vehicle derailment monitoring test device according to claim 2, characterized in that: The driving device comprises an electro-hydraulic push rod (16), a brake push rod (15) and a brake shoe support (19), wherein the brake push rod (15) is hinged to the mounting base plate (18) and the electro-hydraulic push rod (16) respectively, and a cross-shaped groove (43) for mounting the brake shoe (20) is provided on a side of the brake shoe support (19) close to the brake shoe (20), wherein the groove (43) comprises a transverse groove and a vertical groove, and a boss (42) inserted into the transverse groove is provided on the brake shoe (20), and a through hole is provided on the boss (42) along the direction of the vertical groove; It also includes an insertion strip (41), which is inserted into the through hole and installed in the vertical groove, and the insertion strip (41) is fixedly connected to the brake shoe support (19) by a bolt (44). When the electro-hydraulic push rod (16) is extended, the brake push rod (15) rotates around the hinge point where it is hinged to the mounting base plate (18) to drive the brake shoe (20) installed on the brake shoe support (19) to move toward the wheel (17) on the bogie body (14). The electro-hydraulic push rod (16) is connected to the electrical control system signal.

4. The rail transit vehicle derailment monitoring test device according to claim 3, characterized in that: The electro-hydraulic push rod (16) can be vertically movably installed on the mounting base plate (18), and the mounting base plate (18) is also provided with a buffer device for buffering at the tail end of the electro-hydraulic push rod (16). The mounting base plate (18) is provided with a slot hole for inserting the electro-hydraulic push rod (16), and the tail end of the electro-hydraulic push rod (16) can be inserted into the slot hole in an upward and downward sliding manner and is connected and fixed by a nut (48). 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 end of the electro-hydraulic push rod (16).

5. The rail transit vehicle derailment monitoring test device according to claim 1, characterized in that: The driving mechanism comprises a bidirectional electro-hydraulic push rod (25), two ends of which are respectively connected to the lifting beam (22) through a first connecting rod mechanism and to the transfer beam (21) through a second connecting rod mechanism, and the bidirectional electro-hydraulic push rod (25) is connected to the electrical control system signal.

6. The rail transit vehicle derailment monitoring test device according to claim 1, characterized in that: The horizontal track comprises 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); the sleepers of the test section track (2) are quick-detachable sleepers (13); and the steel rails of the test section track (2) are wavy rails.

7. The rail transit vehicle derailment monitoring test device according to claim 6, characterized in that: The quick-disassembly rail sleeper (13) comprises a base placed on the upper part of the ballast, wherein two rail sleeper steel cores (40) are arranged on the base, and two parallel steel rails are respectively installed on the upper parts of the two rail sleeper steel cores (40), and cement components are detachably arranged on the base between the two rail sleeper steel cores (40) and outside the two rail sleeper steel cores (40).

8. The rail transit vehicle derailment monitoring test device according to any one of claims 1 to 7, characterized in that: It comprises a video monitoring device for monitoring the condition of the wheels (17) of the bogie (3) and a speed and position monitoring device for monitoring the speed and position of the bogie (3); both the video monitoring device and the speed and position monitoring device are connected to a ground control system signal.

9. The rail transit vehicle derailment monitoring test device according to claim 8, characterized in that: The ground control system comprises a control room (4) and an electrical cabinet, wherein the control room (4) and the electrical cabinet are connected via 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, guardrails are provided on both sides of the horizontal track, and the speed and position monitoring device is a photoelectric sensor provided on the guardrails.

10. The rail transit vehicle derailment monitoring test device according to claim 9, characterized in that: The control room (4) is provided with a display screen for displaying the images shot by the video monitoring device and a computer for displaying the diagnostic information of the derailment monitoring and diagnostic system. The display screen and the computer can play the images shot by the monitoring device and the diagnostic information of the derailment monitoring and diagnostic system in clock synchronization.

Images