Track control test device based on rack and pinion transmission under simulated fault movement

Abstract

The present invention provides a track control test device based on gear rack transmission under simulated fault displacement. Through this system, after the fault displacement occurs, the tunnel will be deformed, the lining will be displaced, and the roadbed will be driven to move. The lining outside the fault displacement zone that is not affected by the displacement is used as the reference (stationary lining). Through gear transmission, on the one hand, the bevel gear is driven to rotate, causing the push rod to rotate, thereby achieving track plate displacement compensation (equal to the displacement displacement); on the other hand, by setting a specific transmission ratio, the absolute displacement of the rack remains unchanged, which serves as the reference for the next lining, to ensure that the track plate is finally restored to its initial position during the real-time adjustment process, and the relative position of the track remains unchanged, so as to achieve the purpose of safe train operation.

Description

Technical Field

[0001] The present invention belongs to the technical field of tunnel engineering construction, and in particular relates to a track control test device based on gear rack transmission under simulated fault displacement. Background Art

[0002] To accommodate my country's rapid economic development, the construction of extensive transportation infrastructure, including roads and railways, inevitably involves crossing mountains and valleys, typically through tunnels. my country, situated between the Pacific Rim and the Eurasian Seismic Belt, is prone to earthquakes due to its highly active fault zones. Therefore, tunnels crossing active faults are inevitable. In the case of high-speed railway tunnels, fault movement has a significant impact on the tunnel and its facilities. Because trains require very high standards for track deformation, measures must be implemented to enable real-time adjustments to track deformation when tunnels cross active faults.

[0003] That is, there is still the problem of track unevenness caused by tunnel slippage under the action of fault slippage, which in turn poses a safety risk to train operation;

[0004] It can be seen that how to optimize the reset measures of train tracks after being disturbed and dislocated, thereby improving the safety of train travel, is a technical problem that technical personnel in this field urgently need to solve. Summary of the Invention

[0005] The present invention provides a rail control test device based on rack and pinion transmission under simulated fault displacement to at least solve the above technical problems;

[0006] In order to solve the above problems, the first aspect of the present invention provides a track control test device based on gear rack transmission under simulated fault dislocation, the control system includes: a reaction frame, multiple linings and multiple track plates; the reaction frame is a trough-shaped structure with an open upper part, the lining is an H-shaped structure, multiple linings are arranged along the reaction frame of the trough structure, and a track plate is arranged on the upper part of the lining of each H-shaped structure; a thrust assembly; the thrust assembly is connected to the lining and is used to push the lining to displace; an automatic adjustment device is provided between the track plate and the lining; wherein, when the thrust assembly pushes the lining to displace, the automatic adjustment device is used to adjust the track plate to return to its original position.

[0007] In the first aspect, the automatic adjustment device includes a gear set arranged on the lining, and a rack arranged in connection with the stationary lining; the gear set is meshed with the rack; the gear set is also transmitted with a bevel gear transmission mechanism; the bevel gear transmission mechanism is connected to the bottom of the track plate; wherein, when a misalignment occurs, the gear set and the rack undergo a first meshing transmission, and drive the bevel gear transmission mechanism to undergo a second meshing transmission, and the second meshing transmission causes the bevel gear transmission mechanism to be displaced relative to the track plate.

[0008] In the first aspect, the bevel gear transmission mechanism includes: a large bevel gear, a small gear is coaxially arranged on the axis of the large bevel gear, and the small gear is engaged with the gear set; a push rod, the two ends of the push rod are correspondingly connected to the opposite ends of the lining, the threaded rod, a small bevel gear is fixed on the push rod, the small bevel gear is engaged with the large bevel gear for transmission, and a transmission nut is also provided on the push rod, the transmission nut is adapted to the thread on the push rod, and the outer wall of the transmission nut is connected to the track plate.

[0009] In the first aspect, a transmission ratio between the gear set and the rack is 1:1.

[0010] In the first aspect, the reaction frame and the lining are connected via a first slide rail, and the lining and the track plate are connected via a second slide rail; the first slide rail and the second slide rail are both arranged in directions perpendicular to the length direction of the track.

[0011] In the first aspect, the control system also includes a first pin and a second pin; the first pin is arranged on the lining, and the setting direction is consistent with the setting direction of the first slide rail; the second pin is arranged on the track plate, and the setting direction of the second pin is consistent with the setting direction of the second slide rail.

[0012] In the first aspect, the thrust direction of the thrust assembly is consistent with the direction of the second slide rail.

[0013] In the first aspect, the thrust assembly includes a crank handle; the crank handle includes a pushing portion and a force-applying portion, and the pushing end penetrates the groove wall of the reaction frame and abuts against the lining.

[0014] In the first aspect, the force-applying portion of the crank handle is provided with an anti-slip layer.

[0015] In a second aspect, the present invention provides a mechanical adaptive control device for tracks under fault displacement, and the control device is applied to the mechanical adaptive control system for tracks under fault displacement described above.

[0016] Beneficial effects: The present invention proposes a track control test device based on gear rack transmission under simulated fault dislocation, by setting a reaction frame, multiple linings and multiple track plates to simulate the environment of train passage, and then using a thrust device to push the lining to displace relative to the track plate, so that the track plate does not move; finally, the lining is automatically adjusted when displacement occurs through an automatic adjustment device. Specifically, the lining is an H-shaped structure, and multiple linings are arranged along the reaction frame of the groove structure. A track plate is arranged on the upper part of the lining of each H-shaped structure, and an automatic adjustment device is arranged between the lining and the track plate. In this way, when the lining is dislocated, the automatic adjustment device can restore the track plate to its original position in the first time, thereby achieving the technical effect of improving the safety of train travel, and providing a test reference for the strain of the actual lining under dislocation. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of this specification or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 Schematic diagram of the structure of the mechanical adaptive control device for track under fault displacement provided by the first embodiment of the present invention Figure 1 ;

[0019] Figure 2 Schematic diagram of the structure of the mechanical adaptive control device for track under fault displacement provided by the first embodiment of the present invention Figure 2 ;

[0020] Figure 3 Schematic diagram of the structure of the mechanical adaptive control device for track under fault displacement provided by the first embodiment of the present invention Figure 3 ;

[0021] Figure 4 This is a schematic block diagram of the structural connections of a mechanical adaptive track control device under fault displacement provided in the first embodiment of the present invention.

[0022] Numbers in the figure:

[0023] 1- Lining;

[0024] 2-reaction frame;

[0025] 3-Track plate;

[0026] 4-track;

[0027] 5-frame slide rail;

[0028] 6- Lining rail;

[0029] 7- small bevel gear;

[0030] 8-Putter;

[0031] 9-large bevel gear;

[0032] 10- crank the handle;

[0033] 11-Gear set;

[0034] 12-Second pin

[0035] 13-first pin;

[0036] 14-Drive nut. DETAILED DESCRIPTION

[0037] The following will be combined with the accompanying drawings to clearly and completely describe the technical solutions of the present invention. Obviously, the embodiments described are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of the present invention.

[0038] At the same time, in the embodiments of this specification, when a component is referred to as being "fixed to" another component, it may be directly on the other component or there may also be a central component. When a component is considered to be "connected" to another component, it may be directly connected to the other component or there may also be a central component. When a component is considered to be "set on" another component, it may be directly set on the other component or there may also be a central component. The terms "vertical", "horizontal", "left", "right" and similar expressions used in the embodiments of this specification are for illustrative purposes only and are not intended to limit the present invention.

[0039] Example 1:

[0040] like Figure 1-4 As shown, the first embodiment provides a rail control test device based on gear rack transmission under simulated fault dislocation, and the control system includes: a reaction frame, a multi-section lining 1 and a multi-section track plate 3; the reaction frame is a trough structure with an open upper part, and the lining 1 is an H-shaped structure. The multiple sections of the lining 1 are arranged along the reaction frame of the trough structure, and a track plate 3 is arranged on the upper part of the lining 1 of each H-shaped structure; a thrust assembly; the thrust assembly is connected to the lining 1 and is used to push the lining 1 to displace; an automatic adjustment device is provided between the track plate 3 and the lining 1; wherein, when the thrust assembly pushes the lining 1 to displace, the automatic adjustment device is used to adjust the track plate 3 to return to its original position.

[0041] Specifically, this embodiment 1 provides a track control test device based on gear rack transmission under simulated fault dislocation. A reaction frame, multi-section lining 1 and multi-section track plate 3 are set to simulate the environment of train passage, and then the lining 1 is pushed to displace relative to the track plate 3 by a thrust device so that the track plate 3 does not move; finally, the lining 1 is automatically adjusted when displacement occurs through an automatic adjustment device. Specifically, the lining 1 is an H-shaped structure, and the multi-section lining 1 is arranged along the reaction frame of the groove structure. A track plate 3 is arranged on the upper part of each section of the H-shaped structure lining 1, and an automatic adjustment device is arranged between the lining 1 and the track plate 3. In this way, when the lining 1 is dislocated, the automatic adjustment device can restore the track plate 3 to its original position as soon as possible, thereby achieving the technical effect of improving the safety of train travel, and providing a test reference for the strain of the actual lining 1 under dislocation.

[0042] In some possible embodiments, the automatic adjustment device includes a gear set 11 arranged on the lining 1, and a rack connected to the stationary lining 1; the gear set 11 is engaged with the rack; the gear set 11 is also transmitted by a bevel gear transmission mechanism; the bevel gear transmission mechanism is connected to the bottom of the track plate 3; wherein, when a misalignment occurs, the gear set 11 and the rack undergo a first meshing transmission, and drive the bevel gear transmission mechanism to undergo a second meshing transmission, and the second meshing transmission causes the bevel gear transmission mechanism to displace relative to the track plate 3.

[0043] When the track is displaced, the automatic adjustment device is used to prevent the track from being displaced when the lining 1 is displaced; specifically, a gear set 11 is provided on each lining 1, and the gear set 11 is engaged with a rack connected to the stationary lining 1 for transmission; the gear set 11 is further transmitted with a bevel gear transmission mechanism, and the bevel gear transmission mechanism is connected to the track plate 3. When dislocation occurs, the gear set 11 and the rack undergo a first meshing transmission, and drive the bevel gear transmission mechanism to undergo a second meshing transmission. The second meshing transmission causes the bevel gear transmission mechanism to be displaced relative to the track plate 3, so that the track plate 3 does not displace, thereby ensuring the smooth passage and safety of the train.

[0044] In other words, after the fault shifts, the tunnel is deformed, the lining 1 shifts, and the turntable moves. Due to the restraining effect of the cross-link (the cross-link is fixed on the track plate 3 of the previous section of lining 1, and the previous section of lining 1 is used as the reference lining 1, that is, the target object of the callback), the turntable rotates along the slide groove and drives the transmission gear to rotate. Through the connection transmission effect of the bevel gear, the push rod 8 rotates, and the track plate 3 is callbacked through the transmission nut 14. Finally, the track plate 3 returns to its initial position, and the relative position of the track remains unchanged, so as to achieve the purpose of safe operation of the train.

[0045] In some possible embodiments, the bevel gear transmission mechanism includes: a large bevel gear 9, a small gear is coaxially arranged on the axis of the large bevel gear 9, and the small gear is engaged with the gear set 11; a push rod 8, the two ends of the push rod 8 are correspondingly connected to the opposite ends of the lining 1, the threaded rod, a small bevel gear 7 is fixed on the push rod 8, and the small bevel gear 7 is engaged with the large bevel gear 9 for transmission, and a transmission nut 14 is also provided on the push rod 8, and the transmission nut 14 is adapted to the thread on the push rod 8, and the outer side wall of the transmission nut 14 is connected to the track plate 3.

[0046] This arrangement makes it possible that when the large bevel gear 9 is engaged and driven, the rotational force can be transmitted to the push rod 8 through the small bevel gear 7, thereby causing the push rod 8 to be driven, so that the two ends of the push rod 8 rotate relative to the lining 1, and at the same time, the thread on the push rod 8 and the transmission nut 14 are synchronously driven, so that the track plate 3 always remains stationary in its original position without displacement, thereby ensuring the safety and stability of the train during passage.

[0047] In some possible embodiments, the gear transmission structure includes: a bevel gear and a wheel with an arc-shaped tooth surface, one end of the wheel is connected to the outer contour of the turntable; the bevel gear is coaxially sleeved on the push rod 8, and the bevel gear is transmission-connected to the wheel.

[0048] In the implementation of the above embodiment, for the gear transmission structure, it transmits power through the bevel gear and the wheel with arc-shaped tooth surface. The conical surface of the bevel gear and the arc surface of the arc-shaped tooth surface form a transmission fit, thereby making the transmission method more matched and stable.

[0049] In some possible implementations, the gear transmission structure includes a disc gear and a rack meshing with the disc gear; the disc gear meshes with the wheel disc; and the transmission ratio between the gear and the rack is 1:1.

[0050] In some possible embodiments, the reaction frame and the lining 1 are connected by a first slide rail 6, and the lining 1 and the track plate 3 are connected by a second slide rail 5; the setting directions of the first slide rail 6 and the second slide rail 5 are both perpendicular to the length direction of the track, so that the lining 1 can be displaced within the reaction frame along the first slide rail 6, and the track plate 3 can be displaced on the lining 1 along the second track.

[0051] Furthermore, the control system also includes a first pin 13 and a second pin 12; the first pin 13 is arranged on the lining 1, and the setting direction is consistent with the setting direction of the first slide rail 6; the second pin 12 is arranged on the track plate 3, and the setting direction of the second pin 12 is consistent with the setting direction of the second slide rail 5.

[0052] In this way, when the lining 1 or the track plate 3 slides along the first slide rail 6 or the second slide rail 5, it is prevented from directly colliding with the side wall of the reaction frame or the side wall of the lining 1.

[0053] Furthermore, the control system also includes a thrust assembly; the thrust assembly is connected to the lining 1 , and the thrust direction of the thrust assembly is consistent with the direction of the second slide rail 5 .

[0054] In some possible implementations, the thrust assembly includes a crank handle 10 ; the crank handle 10 includes a pushing portion and a force-applying portion, and the pushing end penetrates the groove wall of the reaction frame and is disposed against the lining 1 .

[0055] In this way, the lining 1 can be pushed to move by shaking the handle 10, thereby simulating the scenario in which the lining 1 is subjected to external disturbance.

[0056] In some possible implementations, the force-applying portion of the crank handle 10 is provided with an anti-slip layer.

[0057] This increases the frictional force with the force applying portion when the crank handle 10 is operated to apply force through the force applying portion.

[0058] In some possible implementations, an oblique connecting rod is further included, one end of which is arranged on the transmission bearing and the other end is arranged on the upper lining 1, forming a stable triangular connection relationship with the transverse connecting rod.

[0059] Example 2:

[0060] The present invention provides a mechanically adaptive track control device for fault-induced displacement. The control device is applied to the aforementioned mechanically adaptive track control system for fault-induced displacement. The control system's reaction frame, multi-section lining 1, and multi-section track slab 3 create an environment suitable for train passage. The automatic adjustment device then automatically adjusts the lining 1 as it shifts. This resolves the track irregularity caused by tunnel displacement due to fault-induced displacement.

[0061] Since the second embodiment and the first embodiment are embodiments of the same inventive concept and some of their structures are exactly the same, the structures in the second embodiment that are essentially the same as those in the first embodiment will not be elaborated in detail. For the parts not described in detail, please refer to the first embodiment.

[0062] Finally, it should be noted that the above embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above embodiments within the technical scope disclosed by the present invention, or replace some of the technical features therein with equivalents. However, these modifications, changes, or replacements do not deviate from the essence of the corresponding technical solutions within the scope of the technical solutions of the embodiments of the present invention. They should all be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

[0063] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and implementation methods. They can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A test device for track control based on rack and pinion transmission under simulated fault movement, characterized in that: The track control test device comprises: A reaction frame, a multi-section lining, and a multi-section track plate; the reaction frame is a trough-shaped structure with an open top, the lining is an H-shaped structure, multiple sections of the lining are arranged along the reaction frame of the trough-shaped structure, and a track plate is provided on the top of the lining of each H-shaped structure, and the track plate is provided with a track; Thrust assembly; the thrust assembly is connected to the lining and is used to push the lining to move; An automatic adjustment device is provided between the track plate and the lining; Wherein, when the thrust assembly pushes the lining to displace, the automatic adjustment device is used to adjust the track plate to return to its original position; The automatic adjustment device comprises: A gear set is provided on the lining, and a rack is provided and connected to the lining; the gear set is meshed with the rack; the gear set is also transmitted by a bevel gear transmission mechanism; the bevel gear transmission mechanism is connected to the bottom of the track plate; When the displacement occurs, the gear set and the rack are in first meshing transmission, and the bevel gear transmission mechanism is driven to perform second meshing transmission, and the second meshing transmission causes the bevel gear transmission mechanism to be displaced relative to the track plate; The reaction frame is connected to the lining via a first slide rail, and the lining is connected to the track plate via a second slide rail; the first slide rail and the second slide rail are both arranged in directions perpendicular to the length direction of the track; the thrust direction of the thrust assembly is consistent with the direction of the second slide rail.

2. The rail control test device based on gear rack transmission under simulated fault displacement according to claim 1 is characterized in that: The bevel gear transmission mechanism comprises: A large bevel gear, wherein a small gear is coaxially arranged on the axis of the large bevel gear, and the small gear is meshed with the gear set; A push rod, the two ends of which are correspondingly connected to the opposite ends of the lining, a small bevel gear is fixed on the push rod, the small bevel gear is meshed with the large bevel gear for transmission, and a transmission nut is also provided on the push rod, the transmission nut is adapted to the thread on the push rod, and the outer side wall of the transmission nut is connected to the track plate.

3. The rail control test device based on rack and pinion transmission under simulated fault displacement according to claim 2 is characterized in that: The transmission ratio between the gear set and the rack is 1:

1.

4. The rail control test device based on rack and pinion transmission under simulated fault displacement according to claim 1 is characterized in that: The control test device further includes a first pin and a second pin; The first pin is arranged on the lining, and the arrangement direction is consistent with the arrangement direction of the first slide rail; the second pin is arranged on the track plate, and the arrangement direction of the second pin is consistent with the arrangement direction of the second slide rail.

5. The rail control test device based on gear rack transmission under simulated fault displacement according to claim 1 is characterized in that: The thrust assembly includes a crank handle; The crank handle includes a pushing portion and a force applying portion, wherein the pushing portion penetrates the groove wall of the reaction force frame and abuts against the lining.

6. The rail control test device based on gear rack transmission under simulated fault displacement according to claim 5 is characterized in that: The force-applying portion of the crank handle is provided with an anti-slip layer.

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