A simulation test system for pantograph-catenary current collection performance of a train on a bridge during an earthquake

Abstract

The application discloses a kind of seismic time bridge on car bow-net current collection performance simulation test systems, including vibration table device, railway track simulation device, contact network simulation device and driving device;Railway track simulation device's track board is installed on the vibration table of vibration table device;Contact network simulation device is installed in the side of track board;Driving device's wheel is placed on the rail of railway track simulation device;Railway track simulation device is provided with line acceleration sensor, and contact network simulation device and driving device are respectively provided with wireless acceleration sensor;Through each sensor and numerical model simulation module real-time connection transmission data, the contact performance between bow-net is evaluated using the simulated seismic experimental data measured by acceleration sensor at different positions.The whole experimental measurement data is more accurate and scientific, and the test is also more simple and fast.

Description

Technical Field

[0001] This invention belongs to the field of seismic testing of railway bridge catenary, and in particular relates to a simulation test system for the current collection performance of the pantograph-catenary on a bridge during an earthquake. Background Technology

[0002] The overhead contact system (or catenary) is a high-voltage power transmission line erected in a zigzag pattern above the rails in electrified railways, supplying current to the pantograph. It is crucial in railway bridge systems. The electrical equipment and circuits of the catenary are highly susceptible to seismic damage. Catenary supports are classified by material as prestressed reinforced concrete supports and steel columns. During earthquakes, these supports are prone to deformation, which can damage the upper electrical structure, causing railway malfunctions and resulting in significant economic losses.

[0003] Damage to the overhead contact system on railway bridges can severely hinder earthquake relief and reconstruction efforts, potentially even delaying the critical 72-hour rescue window after an earthquake. Furthermore, the extent of deformation and the tightness of the connection between the overhead contact system and the pantograph on railway bridges after an earthquake affect the railway's current-carrying capacity, thus impacting train operation.

[0004] In existing seismic simulation experiments of railway bridges, it is common to build railway bridge pier models on several shaking tables, then build bridge and track models on the piers, and set vehicle acceleration sections and vehicle capture sections at both ends of the bridge to simulate railway traffic seismic resistance.

[0005] Because the dynamic characteristics of electrical equipment such as overhead contact lines on railway bridges are different, and existing seismic simulation experiments do not consider the seismic performance of overhead contact lines and other electrical equipment under earthquake action, and do not simulate the current collection performance of train pantograph-net after an earthquake, there is little research on them.

[0006] In addition, because the entire bridge model is too large and complex to accurately simulate the actual situation, and the load caused by vehicles traveling on the railway bridge is ignored, the data of the railway bridge seismic simulation experiment deviates significantly from the real data.

[0007] In addition, the existing experimental modeling of seismic resistance tests for railway bridges is complex, which not only causes economic losses but also consumes a lot of human resources. At the same time, the maintenance and commissioning work is extensive, which prolongs the time of seismic simulation experiments. Summary of the Invention

[0008] The purpose of this invention is to address the shortcomings of existing technologies by providing a simulation test system for the current collection performance of a bridge pantograph-net during an earthquake, which offers more accurate measurement data and more convenient experimental operation.

[0009] The present invention provides a simulation test system for the current collection performance of a bridge pantograph-catenary under earthquake conditions, comprising a shaking table device, a railway track simulation device, a catenary simulation device, and a train device. The track slab of the railway track simulation device is mounted on the shaking table of the shaking table device; the catenary simulation device is mounted on one side of the track slab; the wheels of the train device are placed on the rails of the railway track simulation device; the railway track simulation device is equipped with a wired acceleration sensor, and the catenary simulation device and the train device are respectively equipped with wireless acceleration sensors; data is transmitted in real time through the connection between each sensor and the numerical model simulation module, and the contact performance between the pantograph and the catenary is evaluated using the experimental data measured by the acceleration sensors at different locations during simulated earthquakes.

[0010] In one embodiment of the above system, the vibration table device includes the vibration table and the supporting vibrator on its lower side, as well as the horizontal vibrator installed around the vibration table.

[0011] In one embodiment of the above system, the track plate is a rigid plate fixed to the top surface of the vibration table, and the wired acceleration sensor is fixed to the track plate.

[0012] In one embodiment of the above system, there are two rails, which are symmetrically arranged about the center of the track plate in the width direction and can be detachably fixed by elastic fasteners.

[0013] In one embodiment of the above system, the overhead contact line simulation system includes an overhead contact line and support columns. The overhead contact line includes a contact wire, a catenary cable, and a dropper. Multiple support columns are arranged in a straight line and fixed to the track plate. The catenary cable is set between each adjacent support column, with both ends fixed to the support columns and the middle naturally hanging down in an arc shape. The contact wire is arranged horizontally directly below the catenary cable, and the two are connected by a dropper.

[0014] In one embodiment of the above system, the support column is an L-shaped steel column, the lower end of its vertical arm is fixed to the track plate by a pad, and the two ends of the load-bearing cable are respectively fixed to the horizontal arm of the steel column.

[0015] In one embodiment of the above system, the wireless acceleration sensor is respectively installed on the support column and the contact line.

[0016] In one embodiment of the above system, the vehicle device includes a lower mounting plate, a hydraulic vibration table, and a pantograph model; wheels are respectively mounted on the front and rear parts of the lower mounting plate, and the four wheels are located on the front and rear sides of the lower mounting plate; a wheel drive device, a hydraulic vibration table, and a high-power power supply for supplying them are mounted on the top surface of the lower mounting plate, and a control box is also mounted thereon; the pantograph model is mounted on the top surface of the hydraulic vibration table; the wireless acceleration sensor is respectively installed on the hydraulic vibration table and the pantograph model.

[0017] In one embodiment of the above system, the pantograph model is in contact with the contact wire.

[0018] This invention mounts a railway track simulation system and a catenary simulation system on a vibration table. The train mechanism is freely placed at one end of the track and moves via a drive device. The train mechanism's onboard vibration table receives data and vibrates, while small wireless accelerometers measure the acceleration responses of the train roof and pantograph models. After deployment, a numerical model simulation module connected to each accelerometer is connected to the vibration table. This module runs a railway bridge model during an earthquake, inputting the acceleration time history of the bridge surface to the vibration table and the acceleration time history of the train body during the earthquake to the vibration table on the train mechanism. Simultaneously, the acceleration time histories measured by the accelerometers of the railway track and train mechanism under vibration excitation are transmitted to the numerical model simulation module. The module records and calculates the bridge surface acceleration response under load during train operation, then transmits the calculated data to each vibrator for response, repeating this process. This results in more accurate and scientifically sound experimental data, and also simplifies and speeds up the testing process. Attached Figure Description

[0019] Figure 1 This is a front view schematic diagram of an embodiment of the present invention.

[0020] Figure 2 for Figure 1 A schematic diagram of the isometric structure (the overhead contact line simulation device is not shown).

[0021] Figure 3 for Figure 2 Enlarged schematic diagram of the overhead crane device. Detailed Implementation

[0022] like Figures 1 to 3 As shown in this embodiment, the bridge pantograph-net current collection performance simulation test system disclosed in this embodiment includes a shaking table device 1, a railway track simulation device 2, a catenary simulation device 3, and a train device 4.

[0023] The vibration table device 1 includes a vibration table 11 and a supporting vibrator 12 on its lower side, as well as horizontal vibrators 13 installed around the vibration table. All vibrators are hydraulic vibrators.

[0024] The railway track simulation device 2 includes a track slab 21, a rail 22, an elastic fastener 23, and a wired acceleration sensor 24.

[0025] The track slab 21 is a rigid plate, and two steel rails 22 are arranged symmetrically about the width of the track slab 21 and are fixed to the track slab 21 by elastic fasteners 23.

[0026] The wired accelerometer 24 is fixed at any position on the track plate 21.

[0027] In this embodiment, two or more vibration table devices 1 are selected. The two ends of the track plate 21 of the railway track simulation device 2 are symmetrically fixed to the top surface of the vibration table 11 by fasteners. The center line of the track plate 21 and the vibration table 11 in the width direction coincide.

[0028] The overhead contact line simulation device 3 includes a support column 31 and an overhead contact line, which includes a catenary cable 32, a dropper 33, a contact wire 34, and a small wireless accelerometer WXCGQ.

[0029] The support column 31 is an L-shaped steel column, with a pad plate connected to the lower end of its vertical arm. Multiple supports 31 are arranged collinearly on one side of the track plate 21 along its length and are fixed to the track plate by the pad plate.

[0030] The catenary cables 32 are arranged in a collinear manner, with both ends of each catenary cable fixed to the horizontal arm end of the support 31, and the middle cable naturally hangs down in an arc shape.

[0031] The upper end of each dropper 33 is fixed to the catenary 32, and the lower end is on the same horizontal plane, so that the contact line 34 is horizontally straight after being connected to the lower end of each dropper 33.

[0032] Small wireless accelerometers WXCGQ are installed on the upper side of the contact wire 34 and on one of the support pillars 31.

[0033] The traveling device 4 includes a lower mounting plate 41 with wheels 42 mounted on the front and rear parts respectively. The four wheels are located on the front and rear sides of the lower mounting plate. The top surface of the lower mounting plate 41 is equipped with a wheel drive device 44, a high-power power supply 43 and a control box 45. A hydraulic vibration table 46 is mounted on the control box and a pantograph model 47 is mounted on the hydraulic vibration table.

[0034] The driving device 4 adopts a front-drive mode, and the wheel drive device 44 adopts a gear drive device, whose output gear meshes with the gear on the front wheel axle to drive the front wheel to move.

[0035] Small wireless accelerometers WXCGQ are installed on the hydraulic vibration table 46 and the pantograph model 47, respectively.

[0036] When the assembled train device 4 is assembled in the system, the wheel 42 is placed at one end of the rail 22 of the railway track simulation device 2, the pantograph model 47 is in contact with the contact wire 34, and the two small wireless acceleration sensors on the pantograph model are symmetrically located on both sides of the contact wire 34.

[0037] The assembled simulation system analyzes the data collected by each acceleration sensor through the numerical model simulation module configured in the system, and obtains simulation experimental data during the earthquake to evaluate the contact performance between the bow and the net.

[0038] Before conducting the simulation experiment, the numerical model simulation module needs to select seismic waves of different frequencies, peak ground accelerations, or durations as seismic excitation inputs to perform seismic simulation of railway bridges, according to the experimental requirements. Alternatively, only a segment of the seismic excitation can be selected to reduce the experimental time. Based on the specific railway bridge example to be tested, including its mass, inertia, connection method, and various components, the required simulation model is established in the finite element software within the numerical model simulation module.

[0039] After establishing the model, earthquake excitation is performed based on the selected seismic waves, and the displacement, velocity, or acceleration at the required experimental location are recorded.

[0040] Based on the calculation results of the finite element software in the numerical model simulation module, the acceleration time histories of the bridge deck and vehicle body in the railway bridge model are recorded and input into the vibrator of the shaking table device and the train operation device for excitation experiment simulation.

[0041] The contact performance between the bow and the net was evaluated using earthquake simulation data obtained from acceleration sensors at different locations.

[0042] During the experiment, acceleration sensors at different locations returned the measured acceleration time histories to the numerical model simulation module. After performing calculations, the numerical model simulation module adjusted the railway bridge model simulation under earthquake conditions in the finite element software and returned the adjusted calculated acceleration time histories to different vibrators for further experimentation, repeating this process repeatedly.

[0043] According to experimental needs, railway track simulation systems of different lengths can be established, and different numbers of vibration table surfaces can be selected according to the length.

[0044] When the test system is in normal use, this embodiment can meet various requirements of railway bridge simulation experiments during earthquakes, and can freely select input seismic waves, which can meet the needs of simulating various seismic waves in railway bridge simulation under earthquakes.

[0045] Compared with the prior art, the present invention has the following advantages:

[0046] (1) During normal experimental use, the influence of current collection between the contact network and the pantograph under earthquake was considered, making the experimental results more comprehensive and providing guidance for actual railway operation.

[0047] (2) When used in normal experiments, the influence of the power transmission network on the railway was taken into account, and a power transmission network model was established, which can better provide scholars with the opportunity to study the impact of earthquakes on the support, foundation or electrical equipment of the power transmission network on railway bridges.

[0048] (3) During normal experimental use, a self-vibrating train device was added, which allows for the study of the acceleration time history of the railway train roof during an earthquake, and can better study the impact of earthquakes on components such as the pantograph on the roof.

[0049] (4) The virtual finite element software in the numerical model simulation module is connected to the physical model of the laboratory in real time and transmits data, realizing the fusion simulation test system of numbers and objects, making the various data of the railway bridge model calculated in the experiment closer to reality.

[0050] (5) All components are installed on the shaking table surface. The structure is mostly rigid and will not amplify the seismic excitation, making the experimental results more accurate. In addition, the seismic excitation input to the shaking table can be changed from the time history of the acceleration of the railway bridge deck under earthquake to the time history of the ground acceleration under earthquake, so that ground railway experiments can be carried out, which is more comprehensive.

[0051] (6) The experimental device has a simple structure, is easy to manufacture, easy to install, and easy to disassemble after the experiment. It does not affect the function of each component during use and can be widely used in various laboratories.

Claims

1. A simulation test system for the current collection performance of a bridge pantograph-net during an earthquake, characterized in that: It includes a shaking table device, a railway track simulation device, an overhead contact line simulation device, and a train operation device; The track slab of the railway track simulation device is mounted on the vibration table of the vibration table device; The overhead contact line simulation device is installed on one side of the track slab; The traveling device includes a lower mounting plate, a hydraulic vibration table, and a pantograph model; wheels are mounted on the front and rear parts of the lower mounting plate, with the four wheels located on the front and rear sides of the lower mounting plate; the top surface of the lower mounting plate is equipped with a wheel drive device, a hydraulic vibration table, and a high-power power supply for them, as well as a control box; the pantograph model is mounted on the top surface of the hydraulic vibration table. The wheels of the traveling device are placed on the rails of the railway track simulation device; The railway track simulation device is equipped with a wired acceleration sensor, while the overhead contact line simulation device and the train operation device are each equipped with a wireless acceleration sensor. Data is transmitted in real time through the connection between various sensors and the numerical model simulation module. The contact performance between the bow and the net is evaluated using earthquake simulation data measured by acceleration sensors at different locations.

2. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 1, characterized in that: The vibration table device includes the vibration table and the supporting vibrator on its lower side, as well as the horizontal vibrators installed around the vibration table.

3. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 2, characterized in that: The track plate is a rigid plate and is fixed to the top surface of the vibration table. The wired acceleration sensor is fixed to the track plate.

4. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 3, characterized in that: There are two steel rails, which are symmetrically arranged about the center of the track plate in the width direction and can be detached and fixed by elastic fasteners.

5. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 1, characterized in that: The overhead contact line simulation device includes an overhead contact line and support columns. The overhead contact line includes a contact wire, a catenary cable, and a dropper. Multiple support columns are arranged in a straight line and fixed to the track plate. The catenary cable is set between each adjacent support column, with both ends fixed to the support columns and the middle hanging down naturally in an arc shape. The contact wire is arranged horizontally directly below the catenary cable, and the two are connected by a dropper.

6. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 5, characterized in that: The support column is an L-shaped steel column, with the lower end of its vertical arm fixed to the track plate by a pad, and the two ends of the load-bearing cable fixed to the horizontal arm of the steel column respectively.

7. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 5, characterized in that: One wireless acceleration sensor is installed on the support column and one on the contact line.

8. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 1, characterized in that: The wireless acceleration sensor is installed on the hydraulic vibration table and the pantograph model, respectively.

9. The simulation test system for the current collection performance of a bridge pantograph-net during an earthquake as described in claim 5, characterized in that: The pantograph model is in contact with the contact wire.

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