A method and test bench for simulating and collecting derailment signals

Abstract

The present invention discloses a method and test bench for simulating and collecting derailment signals, by setting an impact frequency segment set after train derailment, selecting one of the values ​​as the fixed frequency of the impact in the impact test of simulating derailment to perform an impact test, collecting and analyzing the corresponding impact signal to determine whether the train has derailed. The present invention sets the impact frequency segment set for train derailment based on parameters such as the frequency and speed of the impact of the sleeper when the train wheelset derails, and selects a value in the set as the fixed impact frequency in the impact test, which can more practically and comprehensively reflect the impact vibration situation of the train derailment, and by collecting and analyzing the impact signal in the impact test, it is possible to truly determine whether the vehicle wheelset has derailed. The method is simple and easy to implement, and can utilize a simple and effective mechanical motion structure to scientifically simulate and collect the impact vibration signal brought when the train wheelset derails.

Description

Technical Field

[0001] The present invention relates to the field of rail transit detection, and in particular to a method and a test bench for simulating and collecting derailment signals. Background Art

[0002] When a vehicle is operating normally, its wheelset will not collide with any non-rail facilities. However, when a wheelset detaches from the rails, it will first collide head-on with the fasteners or sleepers (rail grooves / track plates without impacting the rails), generating strong, regular impact and vibration information. Existing derailment detection technology determines whether a wheelset has derailed by analyzing the characteristics of this strong impact information.

[0003] The accuracy of detection technology requires not only theoretical calculations but also experimental verification. Currently, due to the enormous impact force when a vehicle wheel strikes a fastener or sleeper, it is difficult to simulate such a large impact through experiments. Therefore, most manufacturers use simulated signals. However, these signals are purely pure and cannot fully simulate actual vibration conditions. Therefore, a vibration table that can represent derailment characteristics while also reflecting actual vibration conditions is urgently needed. Summary of the Invention

[0004] To address the technical problem that existing technologies cannot scientifically simulate and collect the impact vibration signals caused by train wheel set derailment, the present invention provides a method and test bench that can actually reflect the characteristics of train derailment. Based on parameters such as the frequency and speed of the train wheel set hitting the sleeper during derailment, the impact of the train derailment is simulated and the corresponding impact signal is collected by adjusting the impact frequency threshold, which can more realistically reflect the impact vibration of the train derailment.

[0005] In a first aspect, an embodiment of the present application provides a method for simulating and collecting a derailment signal, comprising:

[0006] S1: Set the frequency segment set of the train derailment impact {[z 11 ,z 12 ]U[z 21 ,z 22 ]}f=[z 21 ,z 12 ]f,

[0007] Among them, the impact frequency between the first impact and the second impact after the train derailment is set to The shock frequency between the second shock and the third shock is Wheel rotation frequency C is the tread circumference, L is the sleeper spacing, and Z is the numerical range of the ratio of the impact frequency of train derailment to the train wheel rotation frequency.

[0008] S2: selecting a value in the shock frequency range set as a fixed frequency of shock in the shock test simulating derailment to perform the shock test;

[0009] S3: Collect and analyze the corresponding impact signal.

[0010] Based on parameters such as the frequency and speed at which a train wheel set hits the sleeper when it derails, a set of impact frequency segments for train derailment is set, and a value in the set is selected as the fixed impact frequency in the impact test. This can more realistically and comprehensively reflect the impact vibration conditions of a train derailment. By collecting and analyzing the impact signals in the impact test, it is possible to truly determine whether a vehicle wheel set has derailed.

[0011] In a second aspect, the present invention also provides a test bench for simulating and collecting derailment signals, wherein the test bench is provided with a workbench, including a vertical motion component, a rotating component, an impact component and an impact power output component, wherein the vertical motion component is fixedly arranged on the workbench, the rotating component is arranged on the vertical motion component and moves up and down along the vertical motion component; the rotating component is provided with a runner, the impact component is provided with a guide rod, and the impact power output component controls the guide rod to perform linear reciprocating motion relative to the runner, so that the guide rod impacts the runner at a fixed frequency as described above; the test bench is also provided with an impact signal acquisition component to collect the impact signal of the guide rod and the runner. The rotation of the train wheelset is simulated by the rotating runner, the runner is impacted by the guide rod at a fixed frequency to simulate the wheelset hitting the rail sleeper, and the signal when the guide rod and the runner collide is collected by the impact signal acquisition component, thereby more accurately reflecting the actual impact vibration of the train derailment. The rotating component moves up and down along the vertical motion component, which can offset the vertical displacement caused by the impact.

[0012] As a preferred solution of the present invention, the vertical motion assembly includes a column fixedly arranged on the workbench and an L-shaped horizontal plate vertically moving along the column;

[0013] The rotating assembly includes a first bearing seat and a first motor fixedly arranged on the horizontal surface of the L-shaped horizontal plate, with their axis lines aligned, and a first rotating shaft passing through the center of the first bearing seat and connected to the output shaft of the motor, the rotating wheel being axially arranged on the first rotating shaft and placed between the first bearing seat and the first motor;

[0014] The impact assembly further includes a guide rod support frame, the guide rod is movably connected to the guide rod support frame, and the guide rod support frame is fixedly arranged on the inner side surface of the column;

[0015] The impact power output assembly includes a second bearing seat and a second motor fixedly mounted on a workbench, the axis lines of which are aligned, and a second rotating shaft passing through the center of the second bearing seat and connected to the output shaft of the second motor. A cam is provided on the second rotating shaft, and the lower end of the guide rod abuts against the outer peripheral surface of the cam. When the cam rotates, the guide rod is controlled to perform linear reciprocating motion.

[0016] The impact signal acquisition component includes a speed sensor and a vibration-impact composite sensor. The speed sensor is arranged on the first motor, and the vibration-impact composite sensor is arranged on the first bearing seat.

[0017] Preferably, the guide rod support frame includes a first guide rod support seat, disposed at an end distal from the column and perpendicular to the guide rod axis, the first guide rod support seat having a through hole through which the guide rod can pass for vertical movement; a guide rod guide block is also fixedly disposed on the upper surface of the first guide rod support seat, the guide rod guide block having a guide rod guide hole aligned with the central axis of the guide rod, the inner diameter of the guide rod guide hole matching the outer diameter of the guide rod. The first guide rod support seat provides stable support for the guide rod in the axial direction, while the guide rod guide hole enables the guide rod to move up and down in a fixed direction, thereby preventing displacement of the guide rod.

[0018] Preferably, a universal ball is provided at the end of the guide rod, and the guide rod abuts against the cam via the universal ball. The ball structure can reduce the friction between the abutments and increase the service life of the cam.

[0019] Preferably, the outer periphery of the guide rod is sleeved with a compression spring, which is arranged between the inner side surface of the universal ball and the lower end surface of the guide rod guide block. By arranging the compression spring, the guide rod can be automatically reset to achieve linear reciprocating motion of the guide rod.

[0020] Preferably, the guide rod support frame further includes a second guide rod support seat, which abuts against the outer peripheral surface of the guide rod near the runner to provide radial support for the guide rod. This structure provides stable support for the guide rod in the radial direction and prevents radial displacement of the guide rod.

[0021] Preferably, the cam is elliptical, and the speed of the second motor is twice that of the first motor. This structure causes the guide rod to collide with the wheel four times for each rotation of the wheel. Through the long and short sides of the elliptical shape, the guide rod is caused to perform linear reciprocating motion under the action of the cam.

[0022] Preferably, the second motor is provided with a waveform generator to control the rotational speed of the second motor. The rotational speed of the second motor can be controlled by setting the pulse frequency of the waveform generator and inputting it into the driver.

[0023] Preferably, the inner side of the column and the vertical outer side of the L-shaped cross plate are provided with mutually cooperating vertical slide rails, which can make the cross plate move vertically along the column to offset the vertical displacement caused by the guide rail hitting the wheel.

[0024] The embodiment of the present application discloses a method and test bench for simulating and collecting derailment signals, based on the frequency and speed of the parameters such as the frequency of hitting the sleeper when the train wheel is derailed, the shock frequency segment set of the train derailment is set, and a numerical value in the set is selected as the shock frequency fixed in the impact test, the shock vibration situation of the train derailment can be more practically and comprehensively reflected, by collecting and analyzing the shock signal in the impact test, it is possible to truly judge whether the vehicle wheel is derailed. The method is simple and easy to implement, and can utilize a simple and effective mechanical motion structure to scientifically simulate and collect the shock vibration signal brought when the train wheel is derailed. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings are included to provide a further understanding of the embodiments and are incorporated into and constitute a part of this specification. The accompanying drawings illustrate the embodiments and, together with the description, serve to explain the principles of the present invention. Other embodiments and many of the expected advantages of the embodiments will be readily apparent as they become better understood by reference to the following detailed description. The elements of the drawings are not necessarily to scale with respect to each other. Like reference numerals designate corresponding similar parts.

[0026] Figure 1 A flow chart of a method for simulating and collecting derailment signals according to an embodiment of the present invention is shown;

[0027] Figure 2 A perspective view of a test bench for simulating and collecting derailment signals according to an embodiment of the present invention is shown;

[0028] Figure 3 A perspective view from another perspective of a test bench for simulating and collecting derailment signals according to an embodiment of the present invention is shown;

[0029] Figure 4 A schematic structural diagram of an impact assembly in a test bench for simulating and collecting derailment signals according to an embodiment of the present invention is shown;

[0030] Figure 5 A partial cross-sectional view of an impact assembly in a test bench for simulating and collecting derailment signals according to an embodiment of the present invention is shown; DETAILED DESCRIPTION

[0031] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are intended solely to illustrate the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the relevant invention are shown in the accompanying drawings. It should be noted that the dimensions and sizes of the components in the accompanying drawings are not to scale; the sizes of certain components may be highlighted for clarity.

[0032] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0033] In the embodiment of the present application, a method for simulating and collecting derailment signals is proposed, such as Figure 1 Shown, including:

[0034] S1: Set the frequency segment set of the train derailment impact {[z 11 ,z 12 ]U[z 21 ,z 22 ]}f=[z 21 ,z 12 ]f,

[0035] Among them, the impact frequency between the first impact and the second impact after the train derailment is set to The shock frequency between the second shock and the third shock is Wheel rotation frequency C is the tread circumference, L is the sleeper spacing, and Z is the numerical range of the ratio of the impact frequency of train derailment to the train wheel rotation frequency.

[0036] S2: selecting a value in the shock frequency range set as a fixed frequency of shock in the shock test simulating derailment to perform the shock test;

[0037] S3: Collect and analyze the corresponding impact signal.

[0038] When a train derails, the wheelset will collide head-on with the fasteners or sleepers, generating strong, periodic impact information. The frequency of the impact is proportional to the spacing between the sleepers and the speed of the train. The impact frequency is deduced below.

[0039] Assuming that the subway company laid the sleeper spacing at L (m), and considering the laying error of 0.02m, the actual sleeper spacing should be [L-0.02, L+0.02]. Assuming that the train speed is V (m / s), considering that the energy loss rate after hitting the sleeper is 5% to 20%, the speed drops to [0.9, 0.97] V after the first impact, and drops to [0.8, 0.95] V after the second impact. The time interval between the first impact and the second impact is The impact frequency is Wheel speed C is the circumference of the tread, then Similarly, the impact frequency between the second and third impacts is

[0040] It is deduced that the frequency band of the impact after the train derailment should be {[z 11 ,z 12 ]U[z 21 ,z 22 ]}f=[z 21 ,z 12 ]f, that is, the frequency of the fasteners or sleepers hitting the wheelset and the vehicle speed should satisfy the above formula.

[0041] Based on parameters such as the frequency and speed at which a train wheel set hits the sleeper when it derails, a set of impact frequency segments for train derailment is set. One of the values ​​is selected as the fixed frequency of impact during the simulated impact test. This can more realistically reflect the impact vibration conditions when a train derails. By collecting and analyzing the impact signals generated in the impact test, it can be determined whether the vehicle wheel set has derailed.

[0042] As a specific implementation of this method, the present application provides a test bench for simulating and collecting derailment signals, such as Figure 2 As shown, a workbench 1 is provided, and the test bench includes a vertical motion component 2, a rotation component 3, an impact component 4 and an impact power output component 5. The vertical motion component 2 is fixedly arranged on the workbench 1, and the rotation component 3 is arranged on the vertical motion component 2 and moves up and down along the vertical motion component 2; the rotation component 3 is provided with a rotating wheel 30, and the impact component 4 is provided with a guide rod 40. The impact power output component 5 controls the guide rod 40 to perform a linear reciprocating motion relative to the rotating wheel 30, so that the guide rod 40 impacts the rotating wheel 30 at a fixed frequency as described above; the test bench is also provided with an impact signal acquisition component 6 to collect the impact signals of the guide rod 40 and the rotating wheel 30.

[0043] The rotating runner 30 simulates the rotation of a train's wheelset, and the guide rod 40 impacts the runner 30 at a fixed frequency to simulate the wheelset hitting the rail sleeper. The impact signal acquisition component 6 collects the signal from the impact between the guide rod 40 and the runner 30, thereby accurately reflecting the actual impact vibration of the train derailment. The rotating component moves up and down along the vertical motion component to offset the vertical displacement caused by the impact.

[0044] The method used in this application can fully simulate the actual vibration conditions of a train derailment using a simple and effective mechanical motion structure, and scientifically detect the impact vibration signals of a train derailment.

[0045] As a preferred embodiment of the test bench for simulating and collecting derailment signals of the present invention, the specific structure of the test bench can be as follows: Figure 3 As shown:

[0046] The vertical motion assembly 2 includes a column 20 fixed to the workbench 1 and an L-shaped horizontal plate 21 that moves vertically along the column;

[0047] The rotating assembly 3 includes a first bearing seat 31 and a first motor 32 fixedly disposed on the horizontal plane of the L-shaped horizontal plate 21, with their axis lines aligned, and a first rotating shaft 33 passing through the center of the first bearing seat 31 and connected to the output shaft of the first motor 32. The runner 30 is axially disposed on the first rotating shaft 33 and placed between the first bearing seat 31 and the first motor 32.

[0048] The impact assembly 4 further includes a guide rod support frame 41, the guide rod 40 is movably connected to the guide rod support frame 41, and the guide rod support frame 41 is fixedly arranged on the inner side surface of the column 20;

[0049] The impact power output assembly 5 includes a second bearing seat 51 and a second motor 52 fixedly mounted on the workbench 1, with their axis aligned therewith, and a second rotating shaft 53 passing through the center of the second bearing seat 51 and connected to the output shaft of the second motor 52. The second rotating shaft is provided with a cam 50. The lower end of the guide rod 40 abuts against the outer peripheral surface of the cam 50. When the cam 50 rotates, the guide rod 40 is controlled to perform linear reciprocating motion.

[0050] The impact signal acquisition component 6 includes a speed sensor (not shown in the figure) and a vibration impact composite sensor 61. The speed sensor is arranged on the first motor 32, and the vibration impact composite sensor 61 is arranged on the first bearing seat 31.

[0051] The first motor 32 can be a reduction motor, which cooperates with the transmission of the double diaphragm coupling to drive the first rotating shaft 33 to rotate at a uniform speed. The second motor 52 can be a stepper motor (including a driver), which cooperates with the transmission of the double diaphragm coupling to drive the second rotating shaft 53 and the cam 50 to rotate at a set speed at a uniform speed.

[0052] The rotational speed of the second rotating shaft 53 and the rotating wheel 50 can be collected and read by the gear plate and the speed sensor, and the required rotational speed can be set by the speed regulator.

[0053] In a specific embodiment of the present application, Figure 4 As shown, the guide rod support frame 41 includes a first guide rod support seat 410 arranged at an end away from the column 20 and perpendicular to the axis of the guide rod 40, and the first guide rod support seat 410 is provided with a through hole 411 to enable the guide rod 40 to move up and down through the through hole 411; the upper surface of the first guide rod support seat 410 is also fixed with a guide rod guide block 412, and the guide rod guide block 412 has a guide rod guide hole 413 consistent with the central axis of the guide rod, and the inner diameter of the guide rod guide hole 413 matches the outer diameter of the guide rod 40.

[0054] In a specific embodiment of the present application, a universal ball 401 is further provided at the end of the guide rod 40, and the guide rod 40 abuts against the cam 50 via the universal ball 401. The use of the universal ball 401 abutting against the cam 50 can reduce the friction between the cam and the guide rod during rotation, thereby increasing the service life of the drive mechanism and reducing energy loss.

[0055] In a specific embodiment of the present application, Figure 5 As shown, a compression spring 402 is provided around the outer periphery of the guide rod 40, disposed between the inner side of the universal ball 401 and the lower end surface of the guide rod guide block 412. The compression spring 402 enables the guide rod 40 to perform linear reciprocating motion and automatic reset under the drive of the cam 50, and the universal ball 401 always abuts against the outer periphery of the cam 50.

[0056] In a specific embodiment of the present application, further reference is made to Figure 4 The guide rod support frame 41 further includes a second guide rod support seat 420, which abuts against the outer peripheral surface of the guide rod 40 near the runner 30 to provide radial support for the guide rod 40. Because the guide rod 40 impacts the runner at a certain angle, the large impact force generates a decomposition force in the radial direction of the guide rod. Providing the second guide rod support seat 420 in the decomposition direction of the force at the impact end can effectively offset the radial displacement caused by the decomposition force and prevent the guide rod from deflecting.

[0057] In a specific embodiment of the present application, the cam 50 is elliptical in shape, and the rotational speed of the second motor 52 is twice that of the first motor 32. The profile of the cam 50 is set to be elliptical, and the profile surface of the cam 50 is always in contact with the ball of the universal ball 401 during rotation. When the short side of the ellipse contacts the universal ball 401, the guide rod 40 moves away from the rotating wheel 30 under the restoring action of the compression spring 402. When the long side of the ellipse contacts the universal ball 401, the guide rod 40 strikes the rotating wheel 30. Since the motor speed is set so that the rotational speed of the cam 50 is twice that of the rotating wheel 30, the guide rod 40 strikes the former four times for each rotation of the rotating wheel 30.

[0058] In a specific embodiment of the present application, the second motor 52 is provided with a waveform generator (not shown) to control the pulse frequency of the second motor 52. The rotation speed of the cam 50 is set by setting the pulse frequency of the waveform generator and inputting it to the driver.

[0059] The rotation speed of the wheel 30 and the impact frequency should be within a set proportional range, so the pulse frequency range of the waveform generator can be selected as follows:

[0060]

[0061] In a specific embodiment of the present application, a vertical slide pair is provided on the inner side of the upright column 20 and the outer vertical side of the L-shaped cross plate 21. Through the vertical slide pair, the L-shaped cross plate can drive the rotating assembly 3 to move up and down, offsetting the vertical displacement caused by the impact.

[0062] The embodiment of the present application discloses a method and test bench for simulating and collecting derailment signals, based on the frequency and speed of the parameters such as the frequency of hitting the sleeper when the train wheel is derailed, the shock frequency segment set of the train derailment is set, and a numerical value in the set is selected as the shock frequency fixed in the impact test, the shock vibration situation of the train derailment can be more practically and comprehensively reflected, by collecting and analyzing the shock signal in the impact test, it is possible to truly judge whether the vehicle wheel is derailed. The method is simple and easy to implement, and can utilize a simple and effective mechanical motion structure to scientifically simulate and collect the shock vibration signal brought when the train wheel is derailed.

[0063] The above describes the specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

[0064] In the description of this application, it should be understood that the terms "upper", "lower", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limiting this application. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of multiple such elements. The simple fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used for improvement. Any reference signs in the claims should not be interpreted as limiting the scope.

Claims

1. A test bench for simulating and collecting derailment signals, provided with a workbench, characterized in that: The test bench includes a vertical motion component, a rotation component, an impact component, and an impact power output component. The vertical motion component is fixedly arranged on the workbench, and the rotation component is arranged on the vertical motion component and moves up and down along the vertical motion component. The rotation component is provided with a runner, and the impact component is provided with a guide rod. The impact power output component controls the guide rod to perform linear reciprocating motion relative to the runner, and the guide rod impacts the runner at a fixed frequency. The test bench is also provided with an impact signal acquisition component to collect impact signals between the guide rod and the runner, wherein the fixed frequency is obtained by the following method: S1: Set the impact frequency segment set for train derailment , Among them, the impact frequency between the first impact and the second impact after the train derailment is set to , the impact frequency between the second impact and the third impact is , wheel rotation frequency , C is the tread circumference, L is the sleeper spacing, and Z is the numerical range of the ratio of the impact frequency of train derailment to the train wheel rotation frequency; S2: Select a value in the shock frequency range set as a fixed frequency of shock in the shock test simulating derailment to perform the shock test.

2. A test bench for simulating and collecting derailment signals according to claim 1, characterized in that, The vertical motion assembly includes a column fixedly arranged on the workbench and an L-shaped horizontal plate that moves vertically along the column; The rotating assembly includes a first bearing seat and a first motor fixedly arranged on the horizontal surface of the L-shaped horizontal plate, with their axis lines aligned, and a first rotating shaft passing through the center of the first bearing seat and connected to the output shaft of the motor, the rotating wheel being axially arranged on the first rotating shaft and placed between the first bearing seat and the first motor; The impact assembly further includes a guide rod support frame, the guide rod is movably connected to the guide rod support frame, and the guide rod support frame is fixedly arranged on the inner side surface of the column; The impact power output assembly includes a second bearing seat and a second motor fixedly mounted on a workbench, the axis lines of which are aligned, and a second rotating shaft passing through the center of the second bearing seat and connected to the output shaft of the second motor. A cam is provided on the second rotating shaft, and the lower end of the guide rod abuts against the outer peripheral surface of the cam. When the cam rotates, the guide rod is controlled to perform linear reciprocating motion. The impact signal acquisition component includes a speed sensor and a vibration-impact composite sensor. The speed sensor is arranged on the first motor, and the vibration-impact composite sensor is arranged on the first bearing seat.

3. A test bench for simulating and collecting derailment signals according to claim 2, characterized in that, The guide rod support frame includes a first guide rod support seat arranged at an end away from the column and perpendicular to the axis of the guide rod, and the first guide rod support seat is provided with a through hole to enable the guide rod to move up and down through the through hole; a guide rod guide block is also fixed to the upper surface of the first guide rod support seat, and the guide rod guide block has a guide rod guide hole consistent with the central axis of the guide rod, and the inner diameter of the guide rod guide hole matches the outer diameter of the guide rod.

4. A test bench for simulating and collecting derailment signals according to claim 3, characterized in that, A universal ball is further provided at the end of the guide rod, and the guide rod abuts against the cam via the universal ball.

5. A test bench for simulating and collecting derailment signals according to claim 4, characterized in that, A compression spring is sleeved on the outer periphery of the guide rod, and the compression spring is arranged between the inner side surface of the universal ball and the lower end surface of the guide block of the guide rod.

6. A test bench for simulating and collecting derailment signals according to claim 2, characterized in that, The guide rod support frame further includes a second guide rod support seat, which abuts against the outer peripheral surface of the guide rod close to the rotating wheel to provide radial support for the guide rod.

7. A test bench for simulating and collecting derailment signals according to claim 2, characterized in that, The cam is elliptical, and the rotation speed of the second motor is twice that of the first motor.

8. A test bench for simulating and collecting derailment signals according to claim 7, characterized in that: The second motor is provided with a waveform generator to control the rotation speed of the second motor.

9. A test bench for simulating and collecting derailment signals according to claim 2, characterized in that, The inner side surface of the column and the vertical outer side surface of the L-shaped horizontal plate are provided with vertical slide rail pairs that match each other.

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