A wheel-rail force monitoring device and a monitoring method

Abstract

The present application relates to a wheel-rail force monitoring device and a monitoring method, which relate to the field of track engineering. The wheel-rail force monitoring device includes a chute basin, a wedge block and a top plate. A chute is provided on the chute basin, and limiting blocks are arranged on both sides of the chute. The wedge blocks are oppositely arranged in the chute, and at least two fastening devices are arranged at intervals between the wedge blocks. A force measuring device is arranged on the fastening device. The top plate includes a top flat plate and an inclined surface convex block. A spring clip base for installing a track is arranged on the top flat plate, and the arrangement direction of the spring clip base is perpendicular to the length direction of the inclined surface of the inclined surface convex block. The top plate is installed on the wedge block through the cooperation of the inclined surface of the inclined surface convex block and the wedge surface of the wedge block. Pressure detection devices are arranged between the two sides of the inclined surface convex block and the limiting blocks, and a locking structure is arranged between the top plate and the chute basin. The wheel-rail force monitoring device of the present application can improve the stability of ground monitoring and extend the effective monitoring period. The present application also provides a monitoring method for wheel-rail force.

Description

Technical Field

[0001] This application relates to the field of track engineering, and in particular, to a wheel-rail force monitoring device. In addition, this application also relates to a method for monitoring wheel-rail forces. Background Art

[0002] With the continuous increase in the operating speed of rail transit, the interaction between vehicles and tracks has become increasingly intense, posing a huge challenge to the operating safety of locomotives. Especially for urban rail transit with extremely high train operation density and large passenger flow, once a serious wheel-rail contact problem occurs during operation, it may directly lead to train derailment, resulting in incalculable economic losses and disasters to personal safety. Therefore, carrying out long-term monitoring of wheel-rail interaction is of great significance for ensuring railway operation safety and improving the long-term service performance of the track system. In recent years, the safety monitoring of wheel-rail interaction has become a hot topic for domestic and foreign scholars, and the key indicator for wheel-rail interaction monitoring is the real-time monitoring of wheel-rail vertical force and lateral force.

[0003] Currently, the testing of wheel-rail forces is divided into on-vehicle testing and ground testing. Although the on-vehicle testing method can achieve high measurement accuracy, it requires the preparation of special force-measuring wheel sets, which not only has a high testing cost but also can only detect changes in the wheel-rail interaction relationship caused by abnormal track conditions. It is usually only used for periodic (2 - 3 times per month) detection of wheel-rail interaction relationships and is difficult to meet the needs of all-weather safety service state monitoring. In terms of ground testing, according to the industry standard "Ground Testing Method for Wheel-rail Lateral Force and Vertical Force" issued by the State Administration of Work Safety, usually, resistance strain gauges are pasted on the rails, and the dynamic wheel-rail forces are calculated using the formed Wheatstone bridge. However, since the resistance strain gauge is an active sensing element, it has deficiencies in performance such as waterproofing, anti-electromagnetic interference, high-temperature resistance, and corrosion resistance. Coarse noise and baseline drift will inevitably occur during long-term use; moreover, the resistance strain gauges pasted on the tracks may also experience loosening of the bond after long-term track vibration and erosion by moisture and dust, affecting the accuracy and monitoring stability of long-term wheel-rail force monitoring, and having the defects of a short effective monitoring period and poor stability of monitoring results. Summary of the Invention

[0004] In order to improve the stability of ground monitoring of wheel-rail forces and extend the effective monitoring period, this application provides a wheel-rail force monitoring device and a monitoring method.

[0005] The wheel-rail force monitoring device provided by this application adopts the following technical solutions:

[0006] A wheel-rail force monitoring device includes a chute basin, a wedge block, and a top plate. A chute is provided on the chute basin, and limiting blocks are arranged on both sides of the chute. The wedge blocks are oppositely arranged in the chute, and at least two fastening devices are arranged at intervals between the wedge blocks. A force measuring device is arranged on the fastening device. The top plate includes a top flat plate and an inclined surface convex block. An elastic strip base for installing a track is arranged on the top flat plate, and the arrangement direction of the elastic strip base is perpendicular to the length direction of the inclined surface of the inclined surface convex block. The top plate is installed on the wedge block through the cooperation of the inclined surface of the inclined surface convex block and the wedge surface of the wedge block. Pressure detection devices are arranged between the two sides of the inclined surface convex block and the limiting blocks. A locking structure is arranged between the top plate and the chute basin.

[0007] By adopting the above technical solution, through the inclined surface cooperation between the inclined surface convex block and the wedge-shaped block, the track pressure borne by the top plate can be converted into the tension on the fastening device, so that the tension of the fastening device can be monitored by using the force measuring device, forming the monitoring of the vertical force of the track; by using the pressure detection devices arranged between the two side limiting blocks and the inclined surface convex block, the lateral force received by the top plate can be monitored, forming the monitoring of the lateral force of the track; by arranging the arrangement direction of the elastic strip base perpendicular to the length direction of the inclined surface of the inclined surface convex block, the lateral force received by the top plate can be converted into the change of the tension distribution on different fastening devices, so that the lateral force received by the track can be monitored by using the monitoring of the tension distribution of different fastening devices; by using the locking mechanism arranged between the top plate and the chute basin, the top plate, the wedge block, and the chute basin can be pre-fastened, forming a certain basic tension on the fastening device, and improving the stability of the detection result of the force measuring device.

[0008] In a specific feasible implementation, locking screw holes are arranged at corresponding positions on the perimeters of the chute basin and the top plate, and the chute basin and the top plate are connected by passing a locking bolt through the corresponding locking screw holes to form the locking structure.

[0009] By adopting the above technical solution, using the locking bolt passing through the locking screw hole as the locking structure, the structure is simpler and the adjustment of the locking force is more convenient; the arrangement of the locking screw holes on the perimeters of the chute basin and the top plate can not only form a balanced locking force, but also reduce the influence of the locking bolt on other surrounding structures, ensuring the stability of the wheel-rail force monitoring result.

[0010] In a specific feasible implementation, the fastening bolt passes through the chute basin and screws into the roadbed of the track to fix the chute basin and the top plate on the roadbed, and form the pre-fastening among the top plate, the wedge block, the chute basin, and the roadbed.

[0011] By adopting the above technical solution, with the structure of the fastening bolt screwed into the roadbed, it is possible to fix the top plate and the track fastener system on the top plate to the roadbed while maintaining the pre-fastening effect of the fastening bolt, playing the role of a traditional screw spike.

[0012] In a specific feasible implementation, the height of the wedge block is the same as that of the inclined surface convex block. The installation position of the inclined surface convex block on the wedge block can be adjusted through the fastening device, so as to adjust the gap size between the top of the wedge block and the top flat plate, and the gap size between the bottom of the inclined surface convex block and the chute basin.

[0013] By adopting the above technical solution, the distance between the relative wedge blocks can be adjusted by using the fastening device, so that the inclined surface convex block is installed at different positions on the wedge-shaped surface of the wedge block, thereby being able to adjust the installation height of the top flat plate and playing the role of adjusting the track height; by using the gap between the top of the wedge block and the top flat plate, and the gap between the bottom of the inclined surface convex block and the chute basin, when the wheel passes through the track, the sliding of the inclined surface convex block on the wedge block can be formed, converting the vertical force of the wheel on the track into a thrust force that pushes the wedge block to move outward, preventing contact between the top of the wedge block and the top flat plate, and the bottom of the inclined surface convex block and the chute basin, which affects the detection accuracy of the wheel-rail vertical force.

[0014] In a specific feasible implementation, two wedge blocks are provided, and three fastening holes are respectively provided at corresponding positions on the two wedge blocks. The fastening device is a fastening bolt, and three fastening bolts are provided. Each fastening bolt passes through one of the corresponding fastening holes on the two wedge blocks respectively to form a fastening connection between the two wedge blocks. The force measuring device is an annular compression force sensor, and the force measuring device is arranged between the fastening bolt and the wedge block; a bolt avoidance groove for the passage of the fastening bolt is provided on the inclined surface convex block.

[0015] By adopting the above technical solution, by using three fastening bolts to pass through the three fastening holes provided on the two wedge blocks, the vertical pressure of the inclined surface convex block on the wedge block can be converted into the tension distributed on the three fastening bolts. On the one hand, it can reduce the magnitude of the tension borne by each fastening bolt, and on the other hand, it is beneficial to maintaining the stability of the top plate when subjected to lateral force; by using the bolt avoidance groove provided on the inclined surface convex block, it is possible to avoid interference between the inclined surface convex block and the fastening bolt when the top plate rises and falls, affecting the detection accuracy of the tension formed by the wedge block acting on the fastening bolt.

[0016] In a specific feasible implementation, an anchoring screw hole is provided on the limit stop block, and the limit stop block (12) is connected to the pressure detection device (13) through an anchoring bolt that is threadedly engaged with the anchoring screw hole (121).

[0017] By adopting the above technical solution, with the arrangement that the anchoring bolt passes through the anchoring screw hole and is connected to the pressure detection device, the pressure between the pressure detection device and the inclined surface bump can be adjusted by rotating the anchoring bolt, which is beneficial to adjusting the initial pressure between the inclined surface bump and the limit stop, enabling the pressure detection device to have a reasonable initial detection value and improving the stability of the detection result of the pressure detection device.

[0018] The wheel-rail force monitoring method provided by this application adopts the following technical solution:

[0019] A wheel-rail force monitoring method, which uses the wheel-rail force monitoring device provided by this application to monitor the wheel-rail force, includes the following steps: obtaining the tightening tension detected by each of the force measuring devices; calculating the wheel-rail vertical force V according to the wedge surface angle of the wedge; calculating the total wheel-rail vertical force; obtaining the lateral pressures N2, N2' detected by the pressure detection devices on both sides; calculating the wheel-rail lateral force H.

[0020] By adopting the above technical solution, since the wheel-rail vertical force acts on the top plate and is converted into a thrust that pushes the wedge to move laterally through the inclined surface action between the inclined surface bump and the wedge, and this thrust acts on the fastening device to form a tension on the fastening device. After using the force measuring device to detect the tension on the fastening device, the magnitude of the wheel-rail vertical force can be calculated according to the conversion relationship between the wheel-rail vertical force and the tension of the fastening device. Since the force measuring device is fixed between the fastening device and the wedge, loosening after long-term use can be avoided, and the accuracy and stability of the detection result can be maintained.

[0021] In a specific feasible implementation, the calculation method of the wheel-rail vertical force V is as follows: In the formula, α is the wedge surface angle of the wedge; μ1 is the friction coefficient between the wedge surface of the wedge and the inclined surface bump; μ2 is the friction coefficient between the bottom surface of the wedge and the chute basin; N1 is the sum of the tightening tensions detected by each of the force measuring devices (22).

[0022] By adopting the above technical solution, according to the tightening tension on the fastening device detected by the force measuring device, the wheel-rail vertical force is calculated by using the inclined surface angle of the wedge inherent in the monitoring device and the friction coefficients between the wedge and the inclined surface bump and the chute basin. The calculation method is simple and the accuracy of the obtained wheel-rail vertical force is high.

[0023] In a specific feasible implementation, the calculation method of the wheel-rail lateral force is as follows: H = (1 + kβ)(N2 - N2') - F.μ1; in the formula, β is the lateral bolt tension difference coefficient; k is the lateral wheel-rail force correction coefficient; N2 is the detection value of the pressure detection device on the side opposite to the position where the wheel-rail lateral force acts; N2' is the detection value of the pressure detection device on the same side as the position where the wheel-rail lateral force acts.

[0024] By adopting the above technical solution, the difference in the pressure of the inclined bump on the limit stop detected by the pressure detection devices arranged on both sides of the track is utilized. The wheel-rail lateral force is calculated by using the inclined surface angle of the wedge block inherent in the monitoring device and the friction coefficient between the wedge block and the inclined bump. And based on the detection values of the three force sensors and a certain correction coefficient for correction, the detection accuracy of the wheel-rail lateral force is higher and closer to the actual value of the wheel-rail lateral force.

[0025] In a specific feasible implementation, the friction coefficient μ1 between the wedge-shaped surface of the wedge block and the inclined bump, and the friction coefficient μ2 between the bottom surface of the wedge block and the chute basin are both obtained by experimental methods.

[0026] By adopting the above technical solution, according to the friction coefficient obtained from the experiment, which is closer to the actual value of the friction coefficient, the accuracy of the detected wheel-rail force is also higher.

[0027] In summary, the present application includes at least one of the following beneficial technical effects:

[0028] 1. By using the wedge block arranged between the chute basin and the top plate, the wheel-rail vertical force can be converted into a thrust that pushes the two side wedge blocks to move outward, and further converted into a fastening tension on the fastening device arranged between the two relative wedge blocks on both sides. The fastening tension on the fastening device is detected by using the force detection device arranged between the fastening device and the wedge block, and then the wheel-rail vertical force is calculated. The position stability of the force detection device is high and it is less affected by external factors, ensuring the accuracy and stability of long-term monitoring.

[0029] 2. By using the structure where the chute basin is installed on the roadbed and the track fastener system is installed on the top plate, the monitoring device is adapted to the existing track structure. While monitoring the vertical and lateral forces of the wheel-rail, the consistency and stability of the track structure are maintained, and the wheel-rail force can be monitored throughout the entire life cycle of the track.

[0030] 3. By adjusting the fastening device, the basic distance between the wedge blocks can be adjusted, thereby the installation height of the top plate on the wedge blocks, that is, the height of the track, can be adjusted, playing a role in adjusting the height of the track. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a three-dimensional structural schematic diagram of an embodiment of the wheel-rail force monitoring device of the present application;

[0032] Figure 2 is a side view of an embodiment of the wheel-rail force monitoring device of the present application;

[0033] Figure 3 is a front view of an embodiment of the wheel-rail force monitoring device of the present application;

[0034] Figure 4 It is a schematic diagram of the chute basin structure of an embodiment of the wheel-rail force monitoring device of the present application;

[0035] Figure 5 It is a schematic diagram of the wedge block structure of an embodiment of the wheel-rail force monitoring device of the present application;

[0036] Figure 6 It is a schematic diagram of the top plate structure of an embodiment of the wheel-rail force monitoring device of the present application;

[0037] Figure 7 It is an assembly sequence diagram of an embodiment of the wheel-rail force monitoring device of the present application;

[0038] Figure 8 It is a flowchart of an embodiment of the wheel-rail force monitoring method of the present application;

[0039] Figure 9 It is a schematic diagram of the action of the wheel-rail vertical force in an embodiment of the wheel-rail force monitoring method of the present application;

[0040] Figure 10 It is a schematic diagram of the action of the wheel-rail lateral force in an embodiment of the wheel-rail force monitoring method of the present application.

[0041] Explanation of reference numerals: 1, chute basin; 11, chute; 12, limit stop; 121, anchoring screw hole; 13, pressure detection device; 2, wedge block; 21, fastening device; 22, force measuring device; 23, fastening hole; 3, top plate; 31, top flat plate; 311, elastic strip base; 32, inclined surface convex block; 321, bolt avoidance groove; 41, locking screw hole; 42, locking bolt; 43, anchoring bolt; 5, elastic strip; 6, T-shaped bolt; 7, rail. Detailed implementation manners

[0042] In the present application, unless otherwise stated, the orientation terms such as "upper" and "lower" indicate the orientation or positional relationship based on the orientation or positional relationship of the wheel-rail force monitoring device of the present application during actual use. The description of the orientation and positional relationship of each component in the present application is the same as this. The orientation term "lateral" refers to the direction perpendicular to the track extension direction on the track surface.

[0043] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "set" and "connect" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0044] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for the purpose of illustrating and explaining the present invention, and the protection scope of the present invention is not limited to the following specific embodiments.

[0045] Embodiment 1:

[0046] As Figures 1 - 3 shown, an embodiment of the wheel-rail force monitoring device of the present application includes a chute basin 1, a wedge 2, and a top plate 3. As Figure 4 shown, the chute basin 1 is usually a square structure made of metal material. A chute 11 extending along the track direction is provided on the upper surface of the chute basin 1. The bottom surface of the chute 11 is smoothed, such as by grinding, so that the bottom surface of the chute 11 forms a smooth plane. Two limit blocks 12 are oppositely arranged in the middle of both sides of the chute 11.

[0047] As Figure 5 shown, the wedge 2 is a long strip structure made of rail steel with an inclined wedge surface on one side. The bottom surface and the wedge surface of the wedge 2 are both polished. The wedge 2 is arranged in two groups, one wedge 2 in each group, and a total of two wedges 2 are included. The two wedges 2 are transversely arranged at both ends of the chute 11, and the wedge surfaces of the wedges 2 are oppositely arranged.

[0048] As Figure 1 and Figure 3 shown, at least two fastening devices 21 are arranged between the oppositely arranged wedges 2, such as 3 fastening devices. The fastening devices 21 are arranged at intervals along the length direction of the wedge 2. Generally, at least one fastening device 21 is arranged at each end of the wedge 2. The fastening device 21 can be selected from various devices that can form an inward pulling tension on the two oppositely arranged wedges 2 to maintain the distance between the two opposite wedges 2, such as bolts, clamping seats, etc. A force measuring device 22 is arranged on each fastening device 21. The force measuring device 22 can be selected from various devices that can detect the fastening force on the fastening device 21. According to the different fastening devices 21 used, different types of force measuring devices can be selected, such as pressure sensors, strain sensors, etc. Generally, the force measuring device 22 is arranged inside the fastening device 21, or between the fastening device 21 and the wedge 2.

[0049] As Figure 6As shown in the figure, the top plate 3 includes a top flat plate 31 and an inclined bump 32. The top plate 3 is usually made of a metal material. The inclined bump 32 is formed on the lower side of the top flat plate 31. An inclined surface is provided on the inclined bump 32, which has the same inclination angle as the wedge surface of the wedge block 2. The inclined surface on the inclined bump 32 is also ground and processed. The top flat plate 31 and the inclined bump 32 are usually integrally formed. A plurality of elastic strip bases 311 are provided on the top flat plate 31. The plurality of elastic strip bases 311 are divided into two columns and arranged on the opposite sides of the top flat plate 31. The size of the elastic strip bases 311 and the distance between the two columns of elastic strip bases 311 are consistent with the existing track fasteners of the rail 7, so as to be able to adapt to the use of general fastener parts normally used for the rail 7, such as elastic strips 5, T-shaped bolts 6, and insulating gauge blocks. The arrangement direction of each column of elastic strip bases 311 on the top flat plate 31 is perpendicular to the length direction of the inclined surface on the inclined bump 32.

[0050] As Figures 1 - 3 As shown in the figure, the top plate 3 is installed on the wedge block 2 with the top flat plate 31 on the upper side and the inclined bump 32 on the lower side, so that the inclined surface of the inclined bump 32 is closely attached to the wedge surface of the wedge block 2 and can slide on the wedge surface of the wedge block 2. Pressure detection devices 13 are installed between the two end faces of the inclined bump 32 and the two side limiting blocks 12 on both sides. Moreover, there is a certain amount of interference fit between the inclined bump 32, the pressure detection devices 13, and the limiting blocks 12, so that the pressure detection devices 13 can detect a basic pressure.

[0051] A locking structure is provided between the top plate 3 and the chute basin 1. The locking structure can use various structures that can maintain the relative position between the top plate 3 and the chute basin 1 and prevent the top plate 3 and the wedge block 2 from sliding integrally along the chute 11 under the influence of vibration during long-term use.

[0052] Preferably, as Figures 1 - 3 As shown in the figure, locking screw holes 41 are provided at corresponding positions around the chute basin 1 and the top plate 3. Generally, the inclined bump 32 is arranged at the middle position of the top flat plate 31. There are 4 locking screw holes 41 on both the chute basin 1 and the top plate 3, and the 4 locking screw holes 41 are respectively arranged at the four corners of the chute basin 1 and the top flat plate 31. Four locking bolts 42 respectively pass through the locking screw holes 41 on the chute basin 1 and the top plate 3 at the four corners to connect the chute basin 1 and the top plate 3 together to form a locking structure. Generally, the diameter of the locking bolt 42 is smaller than the diameter of the locking screw hole 41, so that there is a certain degree of freedom of movement between the top plate 3 and the chute basin 1.

[0053] In a preferred embodiment, as Figures 1 - 3As shown, the technical standard of the locking bolt 42 used is the same as that of the existing fastener screw spike on the rail 7. At the position where the top plate 3 is located, the general screw spike is no longer used. The locking bolt 42 passes through the locking screw hole 41 on the chute basin 1 and is screwed into the roadbed of the track arranged below the chute basin 1 to fix the chute basin 1 and the top plate 3 on the roadbed. The pre-tightening torque during the installation of the locking bolt 42 meets the requirements of the existing screw spike, forming a pre-fastening among the top plate 3, the wedge block 2, the chute basin 1 and the roadbed.

[0054] As a preferred embodiment, as Figure 1 and Figure 2 shown, the height of the wedge block 2 is the same as that of the inclined surface convex block 32. During installation, after pushing the two groups of wedge blocks 2 inwards by the same distance, then install the fastening device 21 to limit the distance between the two groups of wedge blocks 2, and tighten the locking bolt 42 to form a pre-fastening. After the installation is completed, the top surface of the wedge block 2 does not contact the lower surface of the top flat plate 31, and moreover, the bottom surface of the inclined surface convex block 32 does not contact the bottom surface of the chute 11 on the chute basin 1. By adjusting the fastening device 21, the contact position between the inclined surface convex block 32 and the wedge surface of the wedge block 2 can be adjusted, thereby adjusting the gap size between the top of the wedge block 2 and the top flat plate 31, and the gap size between the bottom of the inclined surface convex block 32 and the chute basin 1. In this way, the distance between the top flat plate 31 and the chute basin 1 can be adjusted through the fastening device 21, that is, the installation height of the rail 7 can be adjusted.

[0055] Specifically, as Figure 5 shown, two wedge blocks 2 are provided in total. Three fastening holes 23 corresponding to each other in position are respectively arranged on the two wedge blocks 2, and the three fastening holes 23 are symmetrically arranged on the wedge block 2. The fastening device 21 uses fastening bolts. After using three fastening bolts to pass through the corresponding fastening holes 23 on the two wedge blocks 2 respectively, use nuts to tighten them to form a fastening connection between the two wedge blocks 2. The force measuring device 22 can select an annular compressive force sensor. The force measuring device 22 is sleeved on the fastening bolt and is located between the bolt head of the fastening bolt and the wedge block 2. As Figure 6 shown, a bolt avoidance groove 321 is arranged at the position on the inclined surface convex block 32 opposite to the fastening bolt. When the fastening bolt is installed in the fastening hole 23, the fastening bolt is located in the bolt avoidance groove 321, so that when the top plate 3 is pressed, relative movement can occur between the inclined surface convex block 32 and the fastening bolt, avoiding the interference of the acting force between the top plate 3 and the fastening bolt.

[0056] As Figure 5As shown in the figure, a counterbore is provided at the opening of the fastening hole 23 outside the wedge block 2. The shape and size of the counterbore are the same as those of the bolt head of the fastening bolt. During installation, after the fastening bolt passes through the fastening hole on the wedge block 2, the bolt head is snapped into the counterbore on one side of the wedge block 2, and then the gasket, the force measuring device 22 and the nut on the other side are installed. The shape and size of the gasket 14 are the same as those of the counterbore on the outside of the other wedge block 2, and the inner diameter of the force measuring device 22 is adapted to the diameter of the fastening bolt. The specific installation sequence is as follows: First, snap the gasket into the corresponding counterbore on the outside of the wedge block 2, then put the force measuring device 22 on the fastening bolt outside the gasket, and then screw the nut onto the fastening bolt. As the nut is tightened, the bolt head and the nut on both sides of the fastening bolt apply an inward force along the direction of the fastening bolt from the outside of both wedge blocks 2, driving the wedge block 2 to slide inward along the chute 11 on the chute basin 1, thereby adjusting the distance between the two sets of wedge blocks 2. In this way, relative sliding will occur between the inclined surface of the inclined surface convex block 32 and the wedge-shaped surface of the wedge block 2, causing the inclined surface convex block 32 to be at different positions on the wedge-shaped surface, resulting in an increase or decrease in the installation height of the top plate 3, so as to realize the adjustment of the elevation of the top plate 3 and make the elevation of the top plate 3 match the elevation of the track.

[0057] Preferably, as Figures 1 to 4 shown, an anchoring screw hole 121 is provided on the limit stop block 12, and the anchoring bolt 43 is screwed into the anchoring screw hole 121. The end of the anchoring bolt 43 is connected to the pressure detection device 13. The pressure detection device 13 can be selected from various suitable devices capable of detecting pressure. The pressure detection device 13 can directly use a pressure sensor or a structural unit with a pressure sensor. A connection hole matching the anchoring bolt 43 can be provided on the pressure detection device 13, and it is connected to the end of the anchoring bolt 43 through this connection hole. By rotating the anchoring bolt 43, the distance between the pressure detection device 13 and the limit stop block 12 can be adjusted, so that the pressure detection device 13 can be pressed against the two end faces of the inclined surface convex block 32 to form an initial pressure on the inclined surface convex block 32 and an initial detection value of the pressure detection device 13. By adjusting the screwing position of the anchoring bolt 43 in the anchoring screw hole 121, the size of the initial detection value of the pressure detection device 13 can be adjusted.

[0058] The specific installation sequence of the wheel-rail force monitoring device according to an embodiment of the present application is as Figure 7 shown:

[0059] 1. As Figure 7 shown in Figure ①, horizontally place the chute basin 1 so that the side where the chute 11 is located faces upward, and the direction of the chute 11 is the same as the direction of the rail 7; horizontally place the two wedge blocks 2 at both ends of the chute 11 so that the wedge-shaped surfaces of the wedge blocks 2 face inward.

[0060] 2. As Figure 7As shown in Figure ②, three locking bolts are used to pass through the corresponding fastening holes 23 on the two wedge blocks 2, and the bolt heads are inserted into the countersunk holes on the outside of the wedge block 2 on one side. Then, the gasket, force measuring device 22 and nut are installed on the screw rod on the outside of the wedge block 2 on the other side in sequence.

[0061] 3. If Figure 7 As shown in Figure ③, the top plate 3 is placed on the wedge block 2 so that the inclined surface of the inclined protrusion 32 is in close contact with the wedge-shaped surface of the wedge block 2; the preliminarily installed assembly is placed at a predetermined position on the roadbed below the rail 7 so that the bolt holes at the four corners of the chute basin 1 correspond to the bolt holes reserved on the roadbed, and the rail 7 is located between the two sets of spring bar bases 311 on the top plate 3.

[0062] 4. If Figure 7 As shown in Figure ④, rotate the nut to push the wedge 2 to slide inward. After adjusting the elevation of the top plate 3 to be consistent with the elevation of the rail 7, use the locking bolts 42 to pass through the locking screw holes at the four corners of the top plate 3 and the chute basin 1, and screw them into the reserved bolt holes on the roadbed.

[0063] 5. If Figure 7 As shown in Figure ⑤, after rotating the locking bolt 42 so that the pre-tightening torque reaches the specified value, the fastener system including the gauge block, spring bar 5 and T-bolt 6 is installed.

[0064] 6. If Figure 7 As shown in Figure ⑥, two anchor bolts 43 are used to pass through the anchor screw holes on the limit blocks 12 on both sides of the chute basin 1 and connect to the pressure detection device 13; the anchor bolts 43 on both sides are rotated so that the pressure detection devices 13 on both sides of the inclined surface protrusion 32 are in contact with the end faces on both sides of the inclined surface protrusion 32, and the pressure detection devices 13 on both sides can detect the pressure detection value.

[0065] Example 2:

[0066] The wheel-rail force monitoring method of the present application uses the wheel-rail force monitoring device of any embodiment of the present application to detect the wheel-rail force, such as Figure 8 As shown, a wheel-rail force monitoring method according to one embodiment of the present application includes the following steps: obtaining the tightening tension detected by each force measuring device. The tightening tension detected by each of the three force measuring devices 22 in the wheel-rail force monitoring apparatus of the present application is obtained. Depending on the force measuring device 22 used, the tightening tension can be directly read from the force measuring device 22 or obtained by processing the detection signal via a signal processing unit or a computer.

[0067] The wheel-rail vertical force is calculated based on the wedge surface angle of wedge block 2. Figure 9 As shown, the wheel-rail vertical force V acts on the top plate 3, forming a positive pressure F and a friction force F between the inclined surface of the inclined surface protrusion 32 and the wedge surface of the wedge block 2. μ1, and is converted into the fastening tension detected by the force measuring device 22. The mutual relationship between the respective acting forces is as follows:

[0068]

[0069] F μ1 = Fμ1 (2)

[0070] F μ2 = F cosα·μ2 (3)

[0071]

[0072] In the formula, α is the wedge surface angle of the wedge 2; μ1 is the friction coefficient between the wedge surface of the wedge 2 and the inclined surface convex block 32; μ2 is the friction coefficient between the bottom surface of the wedge 2 and the chute basin 1; F μ2 is the frictional force between the wedge 2 and the chute basin 1; F H is the horizontal component of F; N1 is the sum of the fastening tensions detected by each force measuring device 22.

[0073] Transform Equation (1), and substitute Equation (4) to obtain:

[0074]

[0075] Substitute Equations (1)-(3) into Equation (5) to obtain:

[0076]

[0077] After transformation:

[0078]

[0079]

[0080] Among them, the friction coefficient μ1 between the wedge surface of the wedge 2 and the inclined surface convex block 32, and the friction coefficient μ2 between the bottom surface of the wedge 2 and the chute basin 1 can be obtained by referring to the materials used for the wedge 2, the inclined surface convex block 32, and the chute basin 1, or can be detected by experimental methods.

[0081] The above calculations are usually performed by a controller connected to the wheel-rail force monitoring device. This controller can be a dedicated controller supporting the wheel-rail monitoring device, or can be a host computer connected to the wheel-rail force monitoring device.

[0082] Obtain the lateral pressure detected by the pressure detection devices on both sides. Obtain the lateral pressure detected by the pressure detection devices 13 at both ends of the inclined protrusion 32 in the wheel-rail force monitoring device of the present application respectively. Depending on the different pressure detection devices 13 used, the lateral pressure can be directly read through the reading on the pressure detection device 13, or it can be obtained by processing the detection signal through a signal processing unit or a computer. After the anchor bolts 43 on the limit block 12 are pre-tightened, under normal circumstances, the pressure detection devices 13 at both ends of the inclined protrusion 32 can detect a pressure detection value. When the rail 7 is subjected to the wheel-rail lateral force, the detection value of the pressure detection device 13 on the opposite side (pointing side) of the wheel-rail lateral force direction increases, and the detection value of the pressure detection device 13 on the same side as the wheel-rail lateral force direction decreases. By monitoring the detection values of the two pressure detection devices 13, it can be used to obtain the wheel-rail lateral force.

[0083] Calculate the wheel-rail lateral force. Figure 10 As shown, the wheel-rail lateral force H acts on the rail 7, and through the fixed connection between the rail 7 and the top plate 3, a lateral thrust is formed on the inclined protrusion 32. Under the action of this lateral thrust, the detection value N2 of the pressure detection device 13 on the side to which the wheel-rail lateral force points increases, and the detection value N2' of the pressure detection device 13 on the side away from which the wheel-rail lateral force departs decreases. The approximate value of the wheel-rail lateral force H can be obtained by the formula: H = N2-N2'-F.μ1. In the formula, N2 is the detection value of the pressure detection device on the opposite side of the wheel-rail lateral force action position; N2' is the detection value of the pressure detection device on the same side as the wheel-rail lateral force action position. It should be noted that under the action of the wheel-rail lateral force, there is usually no sliding between the inclined protrusion 32 and the wedge block 2, and the friction between the two is static friction. In order to simplify the calculation, the sliding friction force F.μ1 is used in the formula as an approximate value of the static friction.

[0084] When the rail 7 is subjected to the wheel-rail lateral force, the top plate 3 exerts different pressures on the two ends of the wedge 2 under the combined action of the wheel-rail lateral force and the pressure of the limit block 12 on the side opposite to the lateral force. This pressure, on the one hand, causes a slight deflection of the horizontal position of the top plate 3, and on the other hand, it forms different tensions on different fastening devices 21, affecting the correspondence between the difference in the detection value of the pressure detection device 13 at both ends and the wheel-rail lateral force H. Therefore, the calculation formula needs to be modified. The specific modification method is as follows:

[0085] 1. Calculate the fastening tension difference coefficient β of the three fastening components 21:

[0086]

[0087] Wherein, F1, F2, and F3 are the detection values of the pressure detection devices 13 on the three fastening devices 21. Among them, F1 is the detection value of the pressure detection device 13 on the side where the wheel-rail lateral force deviates, and F3 is the detection value of the pressure detection device 13 on the side where the wheel-rail lateral force points;

[0088] 2. Establish a wheel-rail force monitoring device model through finite element modeling software, and count the lateral wheel-rail force correction coefficient k;

[0089] 3. Calculate the corrected wheel-rail lateral force H:

[0090] H = (1 + kβ)(N2 - N2') - F·μ1

[0091] After verification by finite element modeling software, through the corrected formula, the obtained wheel-rail lateral force has higher accuracy.

[0092] The monitoring method of the wheel-rail force of this application can stably detect the wheel-rail vertical force and wheel-rail lateral force when the train passes through for a long time through the signal processing unit and using the remote monitoring terminal, so as to monitor the wheel-rail state and ensure the driving safety of the train.

[0093] The above is only the preferred implementation manner of the present invention. The protection scope of the present invention is not limited to the above embodiments. All technical solutions falling within the idea of the present invention belong to the protection scope of the present invention. It should be noted that for those of ordinary skill in the art of this technology, several improvements and refinements made without departing from the principle of the present invention should be regarded as within the protection scope of the present invention.

Claims

1. A wheel-rail force monitoring device, characterized in that: It includes a chute basin (1), a wedge block (2) and a top plate (3). A chute (11) is provided on the chute basin (1). Limiting blocks (12) are provided on both sides of the chute (11). The wedge blocks (2) are oppositely arranged in the chute (11), and at least two fastening devices (21) are arranged at intervals between the wedge blocks (2). A force measuring device (22) is provided on the fastening device (21). The force measuring device (22) is a pressure sensor. The force measuring device (22) is arranged between the fastening device (21) and the wedge block (2). The top plate (3) includes a top flat plate (31) and an inclined surface convex block (32). An elastic strip base (311) for installing a track is provided on the top flat plate (31), and the arrangement direction of the elastic strip base (311) is perpendicular to the inclined surface length direction of the inclined surface convex block (32). The top plate (3) is installed on the wedge block (2) through the cooperation of the inclined surface of the inclined surface convex block (32) and the wedge surface of the wedge block (2). A pressure detection device (13) is provided between the two sides of the inclined surface convex block (32) and the limiting block (12). A locking structure is provided between the top plate (3) and the chute basin (1).

2. The wheel-rail force monitoring device according to claim 1, characterized in that: Locking screw holes (41) are provided at corresponding positions around the chute basin (1) and the top plate (3), and the chute basin (1) and the top plate (3) are connected by a locking bolt (42) passing through the corresponding locking screw holes (41) to form the locking structure.

3. The wheel-rail force monitoring device according to claim 2, wherein: The locking bolt (42) passes through the chute basin (1) and is screwed into the roadbed of the track to fix the chute basin (1) and the top plate (3) on the roadbed, and form pre-fastening between the top plate (3), the wedge block (2), the chute basin (1) and the roadbed.

4. The wheel-rail force monitoring device according to claim 1, characterized in that: The wedge block (2) has the same height as the inclined surface convex block (32). The installation position of the inclined surface convex block (32) on the wedge block (2) can be adjusted through the fastening device (21), so as to adjust the gap size between the top of the wedge block (2) and the top flat plate (31), and the gap size between the bottom of the inclined surface convex block (32) and the chute basin (1).

5. The wheel-rail force monitoring device according to claim 1, characterized in that: There are two wedge blocks (2). Three fastening holes (23) are respectively provided at corresponding positions on the two wedge blocks (2). The fastening device (21) is a fastening bolt. There are three fastening bolts. Each fastening bolt respectively passes through one of the corresponding fastening holes (23) on the two wedge blocks (2) to form a fastening connection between the two wedge blocks (2). The force measuring device (22) is an annular compressive force sensor. The force measuring device (22) is arranged between the fastening bolt and the wedge block (2). A bolt avoidance groove (321) for the fastening bolt to pass through is provided on the inclined surface convex block (32).

6. The wheel-rail force monitoring device according to claim 1, characterized in that: An anchoring screw hole (121) is provided on the limiting block (12). The limiting block (12) is connected to the pressure detection device (13) through an anchoring bolt (43) threadedly engaged with the anchoring screw hole (121).

7. A monitoring method for wheel-rail forces, characterized in that: Detecting the wheel-rail force by using the wheel-rail force monitoring device according to any one of claims 1-6, comprising the following steps: Obtaining the sum N1 of the fastening tensions detected by each of the force measuring devices (22); Calculating the wheel-rail vertical force V according to the wedge surface angle of the wedge block (2); Obtaining the detected value N2 of the pressure detection device on the opposite side of the position where the wheel-rail lateral force acts and the detected value N2' of the pressure detection device on the same side of the position where the wheel-rail lateral force acts, which are detected by the pressure detection devices (13) on both sides; Calculating the wheel-rail lateral force H.

8. The method according to claim 7, wherein: The calculation method of the wheel-rail vertical force V is as follows: ； In the formula, is the wedge face angle of the wedge block (2); is the friction coefficient between the wedge face of the wedge block (2) and the inclined surface bump (32); is the friction coefficient between the bottom surface of the wedge block (2) and the chute basin (1); N1 is the sum of the fastening tensions detected by each of the force measuring devices (22).

9. The method according to claim 8, characterized in that: The calculation method of the wheel-rail lateral force H is as follows: ； In the formula, is the lateral bolt tension difference coefficient; is the lateral wheel-rail force correction coefficient; N2 is the detected value of the pressure detection device on the side opposite to the position where the lateral wheel-rail force acts; N2' is the detected value of the pressure detection device on the same side as the position where the lateral wheel-rail force acts; F is the normal pressure between the inclined surface of the inclined block (32) and the wedge surface of the wedge block (2).

10. The method according to claim 9, wherein: The coefficient of friction between the wedge surface of the wedge block (2) and the inclined surface bump (32) , and the coefficient of friction between the bottom surface of the wedge block (2) and the chute basin (1) are both obtained by experimental methods.

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