Vehicle-rail-bridge coupled vibration test platform

Abstract

The invention discloses a vehicle-rail-bridge coupling vibration test platform, comprising an F-rail, a plurality of sleepers, a sleeper bracket, a suspension frame, a car simulation unit and a plurality of frequency adjustment components; the F-rail is mounted on a plurality of parallel and spaced sleepers, the end of the sleeper away from the F-rail is mounted on the sleeper bracket through a sleeper connecting seat, the end of the sleeper close to the F-rail is mounted on the sleeper bracket through a detachable frequency adjustment component, the natural frequency of the entire test platform is changed by replacing different frequency adjustment components, the suspension frame is mounted on the F-rail, the suspension frame is connected to the car simulation unit through an air spring, and the car simulation unit is used to simulate the stress of the car. By replacing the adjustment components of different frequencies to change the natural frequency of the entire test platform, the strength of the sleepers and F-rails in different states can be tested, and the stress of the car can be simulated by the car simulation unit, so that the stress of the track and the maglev train can be tested more comprehensively.

Description

Technical Field

[0001] The invention relates to the field of vehicle-rail coupling vibration test for maglev trains, and in particular to a vehicle-rail-bridge coupling vibration test platform. Background Art

[0002] During the operation of the maglev train, the natural frequencies of different track sections are different, resulting in changes in suspension performance and even causing vehicle-track coupling vibration. In order to study the vibration characteristics of the maglev system under different tracks and study methods for suppressing vibration, the present invention designs a vehicle-track coupling vibration test platform. One function of the vehicle-track-bridge coupling vibration test platform is to model, analyze and verify the coupled vibration of the maglev track. By applying an excitation force to the track through the excitation system, various loads and interferences of the line can be simulated to test the operating stability of the suspension controller in the suspension frame under vibration. However, the natural frequency of the conventional vehicle-track-bridge coupling vibration test platform is not adjustable, and it is impossible to perform track vibration tests at different frequencies. In addition, there is a lack of simulation of the vibration feedback force of the car to the suspension frame, and the coupled vibration test of the suspension frame is not comprehensive enough. Summary of the invention

[0003] In order to solve the above problems, the purpose of the present invention is to provide a vehicle-rail-bridge coupling vibration test platform capable of adjusting the natural frequency.

[0004] The technical solution adopted by the present invention is:

[0005] A vehicle-rail-bridge coupling vibration test platform comprises: an F rail, a plurality of sleepers, a sleeper bracket, a suspension bracket, a carriage simulation unit and a plurality of frequency adjustment components; the F rail is mounted on a plurality of parallel and spaced sleepers, one end of the sleeper away from the F rail is mounted on the sleeper bracket through a sleeper connecting seat, and one end of the sleeper close to the F rail is mounted on the sleeper bracket through a detachable frequency adjustment component, and the natural frequency of the entire test platform is changed by replacing different frequency adjustment components, the suspension bracket is mounted on the F rail, and the suspension bracket is connected to the carriage simulation unit through an air spring, and the carriage simulation unit is used to simulate the force on the carriage.

[0006] Furthermore, the frequency adjustment component includes a high-frequency adjustment component and a low-frequency adjustment component. The high-frequency adjustment component is used to obtain a test platform with a natural frequency of 60 Hz to 90 Hz, and the low-frequency adjustment component is used to obtain a test platform with a natural frequency of 15 Hz to 50 Hz. The high-frequency adjustment component includes a first horizontal steel plate and a first square steel tube fixed on the first horizontal steel plate, and the distance ratio between the first square steel tube and the bottom and top edges of the first horizontal steel plate is 1:1.75. The low-frequency adjustment component includes a second horizontal steel plate and a second square steel tube fixed on the second horizontal steel plate, and the distance ratio between the second square steel tube and the bottom and top edges of the second horizontal steel plate is 1:10. Test platforms with different natural frequencies are obtained by changing the thickness of the first / second horizontal steel plates and the height of the first / second square steel tubes.

[0007] Furthermore, the carriage simulation unit is a gantry.

[0008] Furthermore, anti-roll beams are respectively provided at both ends of the suspension frame, a rotating shaft support is installed on the sleeper bracket at the end of the anti-roll beam, and the end of the anti-roll beam is hingedly connected to the corresponding rotating shaft support.

[0009] Furthermore, the rotating shaft support includes a rotating shaft base and a rotating shaft installed on the rotating shaft base, and the end of the anti-roll beam is hingedly connected to the rotating shaft base through the rotating shaft.

[0010] Furthermore, the sleeper connecting seat includes an upper connecting seat and a lower connecting seat, the top of the upper connecting seat supports the bottom of the sleeper, the bottom of the lower connecting seat is fixed to the sleeper bracket, and the upper connecting seat is hinged to the lower connecting seat.

[0011] The beneficial effects of the present invention are:

[0012] The technical solution is provided with a detachable frequency adjustment component at the bottom of the sleeper. The natural frequency of the whole test platform can be changed by replacing the adjustment components of different frequencies. The excitation force provided by the excitation system can be used to test the operating stability of the suspension frame under different vibration states. The stress of the carriage can be simulated by the carriage simulation unit, so that the stress state of the suspension frame can be tested more comprehensively. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of the vehicle-track-bridge coupling vibration test platform of the present invention;

[0014] Figure 2 It is a side view of the vehicle-rail-bridge coupling vibration test platform of the present invention;

[0015] Figure 3 It is a back view of the vehicle-rail-bridge coupling vibration test platform of the present invention;

[0016] Figure 4a is a side view of a high frequency adjustment component;

[0017] Figure 4b A top view of a high frequency adjustment component;

[0018] Figure 5a is a side view of a low frequency adjustment component;

[0019] Figure 5b A top view of a low frequency adjustment component;

[0020] Figure 6 It is a structural schematic diagram of the rotating shaft support;

[0021] Figure 7 It is a structural schematic diagram of the sleeper connecting seat. DETAILED DESCRIPTION

[0022] In order to explain the technical content, achieved objectives and effects of the present invention in detail, the following is an explanation in combination with the implementation modes and the accompanying drawings.

[0023] like Figure 1-Figure 3 The present invention shows a vehicle-rail-bridge coupling vibration test platform, comprising: an F-rail 1, four parallel and equally spaced sleepers 2, a sleeper bracket 3, a suspension bracket 4, an exciter, a car simulation unit 6, and a plurality of frequency adjustment components 7; the F-rail 1 is mounted on the sleeper 2, the end of the sleeper 2 away from the F-rail 1 is mounted on the sleeper bracket 3 through the sleeper connecting seat 31, the end of the sleeper 2 close to the F-rail 1 is mounted on the sleeper bracket 3 through a detachable frequency adjustment component 7, the suspension bracket 4 is mounted on the F-rail 1, and the suspension bracket 4 is connected to the car simulation unit 6 through an air spring 61. Preferably, in this embodiment, the car simulation unit 6 adopts a steel structure gantry, which is used to simulate the car, bear the force of the air spring 61, and react to the air spring 61, and then transmit it to the entire test platform. The gantry can also be replaced with a model of other steel car structures. The exciter is installed on the sleeper bracket 3 below the F-rail 1 to apply a vertical excitation force to the F-rail 1.

[0024] The frequency adjustment component 7 includes a high frequency adjustment component 71 and a low frequency adjustment component 72. The high frequency adjustment component 71 is used to obtain a test platform with a natural frequency of 60 Hz to 90 Hz, and the low frequency adjustment component 72 is used to obtain a test platform with a natural frequency of 15 Hz to 50 Hz. The high frequency adjustment component includes a first horizontal steel plate 711 and a first square steel pipe 712 fixed on the first horizontal steel plate 711. The distance ratio between the first square steel pipe 712 and the bottom and top of the first horizontal steel plate 711 is 1:1.75. The low frequency adjustment component 72 includes a second horizontal steel plate 721 and a second square steel pipe 722 fixed on the second horizontal steel plate 721. The bottom edge of the second square steel pipe 722 is flush with the bottom edge of the second horizontal steel plate 721. Test platforms with different natural frequencies are obtained by changing the thickness of the first / second horizontal steel plate and the height of the first / second square steel pipe. The top of the first / second square steel pipe is detachably connected to the bottom of the sleeper 2, and the bottom of the first / second horizontal steel plate is detachably connected to the sleeper bracket 3. The first / second square steel tube is a hollow structure, and the inner wall thickness is 10 mm.

[0025] The corresponding relationship between the thickness of the first horizontal steel plate 711 in the high-frequency adjustment component 71 and the height of the first square steel tube 712 and the corresponding natural frequency of the test platform, as well as the corresponding relationship between the thickness of the second horizontal steel plate 721 in the low-frequency adjustment component 72 and the height of the second square steel tube 722 and the corresponding natural frequency of the test platform are shown in Table 1.

[0026] Table 1 Correspondence between high / low frequency adjustment components and natural frequency of the test platform

[0027]

[0028]

[0029] refer to Figure 4a-4b , the high-frequency adjustment component 71 installed on the test platform with a natural frequency of 90HZ, the side length of the first square steel tube 712 is 100mm, the length of the first horizontal steel plate 711 is 375mm, the width is 150mm, the bottom edge of the first square steel tube 712 is 100mm away from the bottom edge of the first horizontal steel plate 711, the top edge of the first square steel tube 712 is 175mm away from the top edge of the first horizontal steel plate 711, the height of the square steel is 168mm, the thickness of the first horizontal steel plate 711 is 22mm, and a mounting plate is also provided on the top of the first square steel for fixing to the bottom of the sleeper 2. To obtain the high-frequency adjustment components corresponding to the test platforms with other natural frequencies, you only need to refer to Table 1 to change the thickness of the horizontal steel plate and the height of the square steel tube.

[0030] refer to Figure 5a-5b, the high-frequency adjustment component 71 installed on the test platform with a natural frequency of 15HZ, the side length of the second square steel tube 722 is 100mm, the length of the second horizontal steel plate 721 is 375mm, the width is 150mm, the bottom edge of the first square steel tube 712 is 25mm away from the bottom edge of the first horizontal steel plate 711, the top edge of the first square steel tube 712 is 250mm away from the top edge of the first horizontal steel plate 711, the height of the square steel is 181mm, the thickness of the first horizontal steel plate 711 is 9mm, and a mounting plate is also provided on the top of the second square steel tube 722 for fixing to the bottom of the sleeper 2. To obtain the low-frequency adjustment components corresponding to the test platforms with other natural frequencies, you only need to refer to Table 1 to change the thickness of the horizontal steel plate and the height of the square steel tube.

[0031] The material, size and thickness of the mounting plate have no effect on the natural frequency of the platform.

[0032] Conventional suspension frame components such as electromagnets, suspension controllers and sensors are arranged in the suspension frame 4. Expandable anti-roll beams 41 are arranged at both ends of the suspension frame 4. A rotating shaft support 32 is installed on the sleeper bracket 3 at the corresponding end of the expanded anti-roll beam 41.

[0033] like Figure 6 As shown, the pivot support 32 includes a pivot base 321 and a pivot 322 installed on the pivot base 321. The end of the unfolded anti-roll beam 41 is hinged to the pivot base 321 through the pivot 322, so that one end of the anti-roll beam 41 has a rotational freedom in the longitudinal direction of the F rail relative to the sleeper support, which prevents the anti-roll beam 41 from breaking due to the bending of the sleeper during the vibration test.

[0034] like Figure 7 As shown, the sleeper connecting seat 31 includes an upper connecting seat 311 and a lower connecting seat 312. The top of the upper connecting seat 311 supports the bottom of the sleeper 2, and the bottom of the lower connecting seat 312 is fixed to the sleeper bracket 3. The upper connecting seat 311 and the lower connecting seat 312 are hingedly connected, so that one end of the sleeper 2 has a F-rail longitudinal rotational freedom relative to the sleeper bracket 3 to adapt to the deformation of the sleeper during the vibration test.

[0035] In summary, the technical solution is provided with a detachable frequency adjustment component at the bottom of the sleeper. The natural frequency of the whole test platform is changed by replacing the adjustment components with different frequencies. The vertical excitation force is applied to the F rail by the exciter, so that the strength of the sleeper and the F rail under different states can be tested. The stress of the carriage is simulated by the carriage simulation unit, so that the stress conditions of the track and the maglev train can be tested more comprehensively.

[0036] The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent transformations made using the contents of the present invention's specification and drawings, or directly or indirectly applied in related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A vehicle-rail-bridge coupled vibration test platform, which provides excitation force through an excitation system, characterized in that: include: An F rail (1), a plurality of sleepers (2), a sleeper support (3), a suspension frame (4), a carriage simulation unit (6) and a plurality of frequency adjustment components (7); the F rail (1) is mounted on a plurality of sleepers (2) arranged in parallel and at intervals; the end of the sleeper (2) away from the F rail (1) is mounted on the sleeper support (3) via a sleeper connecting seat (31); the end of the sleeper (2) close to the F rail (1) is mounted on the sleeper support (3) via a detachable frequency adjustment component (7); the natural frequency of the entire test platform can be changed by replacing different frequency adjustment components (7); the suspension frame (4) is mounted on the F rail (1); the suspension frame (4) is connected to the carriage simulation unit (6) via an air spring (61); and the carriage simulation unit (6) is used to simulate the force applied to the carriage; The frequency adjustment component (7) comprises a high frequency adjustment component (71) and a low frequency adjustment component (72), wherein the high frequency adjustment component (71) is used to obtain a test platform with a natural frequency of 60 Hz to 90 Hz, and the low frequency adjustment component (72) is used to obtain a test platform with a natural frequency of 15 Hz to 50 Hz, and the high frequency adjustment component comprises a first horizontal steel plate (711), a first square steel tube (712) fixed on the first horizontal steel plate (711), and the first square steel tube (712) 12) the distance ratio between the bottom edge and the top edge of the first horizontal steel plate (711) is 1:1.75, the low frequency adjustment component (72) comprises a second horizontal steel plate (721), a second square steel tube (722) fixed on the second horizontal steel plate (721), the distance ratio between the bottom edge and the top edge of the second square steel tube (722) and the second horizontal steel plate (721) is 1:10, and a test platform with different natural frequencies is obtained by changing the thickness of the first / second horizontal steel plate and the height of the first / second square steel tube; The carriage simulation unit (6) is a gantry; Anti-roll beams (41) are respectively arranged at both ends of the suspension frame (4); a rotating shaft support (32) is installed on the rail sleeper bracket (3) at the end of the anti-roll beam (41); and the end of the anti-roll beam (41) is hingedly connected to the corresponding rotating shaft support (32).

2. The vehicle-rail-bridge coupling vibration test platform according to claim 1 is characterized by: The rotating shaft support (32) comprises a rotating shaft base (321) and a rotating shaft (322) mounted on the rotating shaft base (321), and the end of the anti-roll beam (41) is hingedly connected to the rotating shaft base (321) via the rotating shaft (322).

3. The vehicle-rail-bridge coupling vibration test platform according to claim 1 is characterized by: The sleeper connecting seat (31) comprises an upper connecting seat (311) and a lower connecting seat (312); the top of the upper connecting seat (311) supports the bottom of the sleeper (2); the bottom of the lower connecting seat (312) is fixed to the sleeper bracket (3); and the upper connecting seat (311) and the lower connecting seat (312) are hingedly connected.

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