Wheel-rail force testing device and method

Abstract

This invention discloses a wheel-rail force testing device and method. The testing device is installed on the track bed between adjacent sleepers and includes two pads and connecting and fixing components. The two pads are respectively located below two parallel tracks. Each pad includes a top plate, a wedge, a sliding groove, a vertical bolt, a transverse bolt, a limiting block, a longitudinal bolt, a force measuring device, and a positioning block. The connecting and fixing components include fasteners, a limiting rod, and a transverse baffle. This invention converts wheel-rail force into easily detectable axial force by setting up pads and connecting and fixing components. The wheel-rail force can be obtained using data collected by the force measuring device. The testing device of this invention does not require on-site calibration, is easy to install and carry, has a stable assembly structure, can ensure the accuracy and stability of long-term testing, and can be adapted to existing track fastening systems. Furthermore, the testing device of this invention can adapt to changes in track elevation at different locations and to situations where the inner and outer track elevations are inconsistent, making it highly practical.

Description

Technical Field

[0001] This invention belongs to the field of track engineering technology, specifically relating to a wheel-rail force testing device and method. Background Technology

[0002] With the continuous increase in railway operating speed, the interaction between vehicles and tracks is becoming increasingly intense, posing a significant challenge to train operation safety. Therefore, conducting tests on wheel-rail interaction is of great importance for ensuring railway operational safety and improving the long-term service performance of track systems. In recent years, wheel-rail interaction safety testing has become a major research focus for scholars both domestically and internationally, with the key being the real-time testing of vertical and lateral forces between the wheel and rail.

[0003] Currently, wheel-rail force testing primarily employs ground-based methods. The "Ground Testing Method for Lateral and Vertical Forces of Wheels and Rails" specifies that resistance strain gauges are attached to the rails to measure rail strain, and then the wheel-rail force is derived from the stress-strain relationship obtained through calibration equipment. Wheel-rail force calibration typically involves transporting calibration equipment to the testing point by vehicle, followed by on-site assembly by personnel. This process is complex and poses safety hazards. Furthermore, in railway environments such as tunnels and bridges, where vehicles cannot pass, calibration equipment must be manually transported. Therefore, existing ground-based wheel-rail force testing methods suffer from environmental limitations, long calibration times, and, due to the use of resistance strain gauges, relatively poor long-term accuracy and stability. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a wheel-rail force testing device and method that can simultaneously measure the lateral and vertical forces of the wheel and rail, and solves the problems of existing wheel-rail force ground tests requiring calibration and having poor long-term testing accuracy and stability.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A wheel-rail force testing device, characterized in that it is set on the track bed plate between adjacent sleepers, including two pads and connecting and fixing components, with the two pads respectively located below two parallel tracks;

[0007] The pad includes a top plate, a wedge, a sliding groove, vertical bolts, horizontal bolts, a limit stop, a longitudinal bolt, a force gauge, and a positioning block; the connecting and fixing components include fasteners, limit rods, and horizontal baffles.

[0008] The chute is placed on the track bed slab, with the top plate above it. Two wedges are positioned between the chute and the top plate, connected by horizontal bolts. The chute and top plate are vertically locked together by a component. Fasteners are installed on the top surface of the top plate for fixed connection between the top plate and the track. The bottom surface of the top plate has a raised structure with symmetrical inclined surfaces on both sides. The two wedges are placed in the chute groove with their inclined surfaces facing each other, respectively engaging with the two inclined surfaces of the raised structure to support the top plate, allowing for adjustment of the top plate's elevation through sliding. The chute has protrusions on both the front and rear sides. Each protrusion has a limiting block with bolt holes at the corresponding position of the protrusion structure. The two limiting blocks are respectively installed with longitudinal bolts. Multiple positioning blocks are evenly distributed on the left and right sides of the chute basin and are fixedly connected to the chute basin. The limiting rod includes two first limiting rods on the left and right sides of the chute basin. Each of the two first limiting rods has a transverse baffle on its front and rear sides. In the assembled state, after the two first limiting rods pass through the positioning blocks on the corresponding sides, their two ends are fixedly connected to the transverse baffles. The two transverse baffles are pulled together by the first limiting rods and pressed against the front and rear ends of the adjacent sleepers.

[0009] The force measuring device includes a transverse bolt force measuring device, a limit stop force measuring device, and a transverse baffle force measuring device;

[0010] The transverse bolt force gauge is installed on the transverse bolt and is used to detect the axial pressure transmitted to each transverse bolt, providing calculation data for obtaining the vertical force of the wheel and rail.

[0011] The limit stop force gauge is installed at one end of the longitudinal bolt near the protruding structure. The longitudinal bolt contacts the protruding structure through the limit stop force gauge so as to detect the axial pressure transmitted to the limit stop and provide calculation data for obtaining the wheel-rail lateral force.

[0012] The transverse baffle force gauges are installed at both ends of the first limiting rod, located on the outside of the transverse baffle, and are used to detect the axial pressure transmitted to each transverse baffle through the first limiting rod, providing calculation data for obtaining the wheel-rail lateral force.

[0013] Based on the above solutions, further improvements or preferred solutions include:

[0014] Furthermore, the limiting rod also includes a second limiting rod and a sleeve. The configuration of the second limiting rod corresponds one-to-one with the positioning block. One end of the second limiting rod is provided with a thread, and the other end is provided with a ring. The second limiting rod is connected to the sleeve through the thread, and the other end is sleeved on the first limiting rod through the ring. In the assembled state, the second limiting rod is perpendicular to the first limiting rod and blocks the outside of the positioning block corresponding to it, that is, the side of the positioning block away from the center of its pad block. At the same time, the second limiting rod is pushed against the side of the sleeper in the lateral direction by screwing in the sleeve.

[0015] Furthermore, the first limiting rod is a long screw rod, and the two ends of the first limiting rod extending out of the front and rear transverse baffles are locked by nuts. The position of the second limiting rod on the first limiting rod is also locked by nuts.

[0016] Furthermore, the transverse baffle force sensor is an annular pressure sensor with a through hole in the center. The transverse baffle force sensor is sleeved on the first limiting rod and is locked between the nut on the outside of the transverse baffle and the side wall of the transverse baffle.

[0017] Furthermore, the transverse bolt force gauge is an annular pressure sensor with a through hole in the center. The wedge has a through hole for the transverse bolt to pass through. The transverse bolt extends out of the tail of the wedge and is locked by a nut. The transverse bolt force gauge is sleeved on the transverse bolt and is stuck between the nut and the side wall of the wedge.

[0018] Furthermore, the longitudinal bolt is an anchor bolt, and the limit stop force sensor is an annular pressure sensor with a threaded hole in the center. The limit stop force sensor is sleeved on one end of the anchor bolt near the protruding structure on the bottom surface of the top plate through the threaded hole. During assembly, the anchor bolt is rotated until the limit stop force sensor contacts the side of the protruding structure.

[0019] Furthermore, the cross-section of the protruding structure is an inverted triangle or an inverted trapezoid, and a slot is provided at the position corresponding to the transverse bolt to allow it to pass through.

[0020] Furthermore, the four corners of the chute basin and the top plate are vertically locked together by vertical bolts. Vertical bolt holes are provided at the four corners of the chute basin, and the top plate has through holes at the positions corresponding to the vertical bolt holes. The diameter of the through holes in the top plate is larger than the diameter of the vertical bolt screw. After the top plate and the chute basin are vertically locked together, the screw of the vertical bolt is centrally located in the through hole in the top plate and does not contact the side wall of the through hole in the top plate.

[0021] A wheel-rail force testing method based on the wheel-rail force testing device described above, characterized by comprising the following steps:

[0022] Step S1: Obtain the wheel-rail vertical force. The formula for calculating the wheel-rail vertical force is as follows:

[0023]

[0024] In the formula, V is the vertical force of the wheel and rail; N1 is the sum of the readings of the transverse bolt force gauge (6) of a single pad block; α is the inclination angle of the inclined surface of the wedge block (2) relative to the horizontal plane; μ1 is the friction coefficient between the inclined surface of the wedge block (2) and the inclined surface of the bottom protrusion structure of the top plate (1); μ2 is the friction coefficient between the bottom surface of the wedge block (2) and the sliding groove basin (3);

[0025] Step S2: Obtain the wheel-rail lateral force. The formula for calculating the wheel-rail lateral force is as follows:

[0026] H = N 21 +N' 21 +N' 31 +N' 32 +2F·μ1+2V·μ3-(N 22 +N' 22 +N 31 +N 32 )

[0027] Let the track on which the calculated wheel-rail force acts be the current track, and the pad block connected to the current track be the current pad block. In the formula, H is the lateral force of the wheel and rail, F is the normal force acting on the inclined surface of the wedge block, μ3 is the friction coefficient between the bottom plate of the chute and the track bed slab, and N... 21 The reading of the force gauge on the limit stop block opposite the position of the wheel-rail lateral force in the current pad block, N. 22 This refers to the force gauge reading of the limit stop block on the same side as the position where the lateral force of the wheel and rail applies in the current pad block; N 21 'This refers to the force gauge reading of the limit stop block on the opposite side of the wheel-rail lateral force application position in another pad block; N' 22 'This refers to the force gauge reading of the limit stop block on the same side as the location where the lateral force of the wheel and rail applies in another pad block; N' 31 and N 32 The readings of the two transverse baffle force gauges closest to the current track; N 31 'and N 32 'Readings of the force gauges on the two transverse baffles that are far from the current track.'

[0028] Among the above parameters, μ1, μ2, and μ3 can be obtained by laboratory experiments.

[0029] Beneficial effects:

[0030] This invention relates to a wheel-rail force testing device and method. By using pads and connecting fixing components, the wheel-rail force is converted into an easily detectable axial force. The wheel-rail force can be measured using data collected by pressure sensors and force gauges at various locations, and it can simultaneously measure both vertical and lateral wheel-rail forces. This invention's testing device and method require no on-site calibration, the testing device is easy to install and carry, and its robust structure ensures long-term testing accuracy and stability. The testing device is compatible with existing rail fastening systems, saving implementation costs. Furthermore, this invention's testing device can adapt to changes in track elevation at different locations and to situations where the inner and outer track elevations are inconsistent, making it highly practical. Attached Figure Description

[0031] Figure 1 This is a three-dimensional structural diagram of the testing device in an embodiment of the present invention;

[0032] Figure 2 This is a schematic diagram of the installation of the test device in an embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the top plate structure in a specific embodiment of the present invention;

[0034] Figure 4 This is a schematic diagram of the wedge block in a specific embodiment of the present invention;

[0035] Figure 5 This is a schematic diagram of the chute basin in a specific embodiment of the present invention;

[0036] Figure 6 This is a schematic diagram of the assembly of the pad block in a specific embodiment of the present invention;

[0037] Figure 7 This is a schematic diagram of the assembly of the connecting and fixing components in a specific embodiment of the present invention;

[0038] Figure 8 This is a schematic diagram of the force acting on the track under the lateral force of the wheel and rail in a specific embodiment of the present invention;

[0039] The labels in the attached diagram are:

[0040] 1. Top plate; 2. Wedge block; 3. Slide tray; 4. Vertical bolt; 5. Horizontal bolt; 6. Horizontal bolt force gauge; 7. Limiting block; 8. Anchor bolt; 9. Limiting block force gauge; 10. Positioning block; 11. First limiting rod; 12. Second limiting rod; 13. Sleeve; 14. Horizontal baffle; 15. Horizontal baffle force gauge; 16. Track slab; 17. Sleeper. Detailed Implementation

[0041] To make the technical objectives, technical solutions and advantages of the present invention clearer, the present invention will be described more clearly and completely below in conjunction with specific embodiments and accompanying drawings.

[0042] A wheel-rail force testing device includes two pads and connecting and fixing components. The test is installed on the track slab 16 between adjacent sleepers 17, with the two pads aligned in the front-to-back direction and located below two parallel tracks respectively.

[0043] like Figure 1 , Figure 2 As shown, each pad includes a top plate 1, a wedge block 2, a sliding groove 3, a vertical bolt 4, a horizontal bolt 5, a limiting block 7, a longitudinal bolt 8, several force gauges, and a positioning block 10, etc. The connecting and fixing components include fasteners, limiting rods, sleeves 13, and horizontal baffles 14, etc. In this embodiment, the fasteners are existing track fasteners, including elastic bases, T-bolts, and insulated gauge blocks, etc., so the structural features of the fasteners will not be described in detail.

[0044] The chute 3 is placed on the track bed slab 16, and the top plate 1 is located above the chute 3. The top surface of the top plate 1 has elastic bases installed on the front and rear sides of the corresponding track. The top plate 1 is fixedly connected to the corresponding track by fasteners. The bottom surface of the top plate 1 has a protruding structure with an inverted triangular or inverted trapezoidal cross-section. The front and rear sides of the protruding structure are vertical planes, and the left and right sides are inclined planes, such as... Figure 3 As shown. In the test, when transposed in the assembled state, the left and right inclined surfaces of the protruding structure are tightly fitted with the inclined surfaces of the left and right wedges 2, respectively.

[0045] Two wedges 2 are installed in a groove on the upper surface of the sliding basin 3 with their inclined surfaces facing each other. The groove extends laterally, and protrusions are provided on the front and rear sides of the groove to restrict the longitudinal displacement of the wedges 2. Figure 5 As shown, each of the two protrusions has a limiting block 7 with a longitudinal bolt hole at the corresponding position of the top plate protrusion structure. Two wedges 2 are positioned between the sliding groove 3 and the top plate 1, and the inclined surfaces of the two wedges 2 have the same slope as the inclined surfaces of the protrusion structure, as shown. Figure 4 As shown, the contact points between the wedge 2 and the raised structure, as well as the contact points between the bottom surface of the wedge 2 and the top surface of the groove, can all slide relative to each other during adjustment. The top plate 1 is supported by the inclined surfaces of the two wedges 2. By adjusting the distance between the wedges 2 and changing the contact position between the wedges 2 and the raised structure, the elevation of the top plate 1 can be adjusted to match the elevation of the track.

[0046] The chute basin 3 has vertical bolt holes at its four corners. The top plate 1 has four through holes at the corresponding positions of the four vertical bolt holes, and the diameter of the through holes in the top plate 1 is larger than the diameter of the bolts of the vertical bolts 4. After the top plate 1 and the chute basin 3 are locked together by the vertical bolts, the bolts of the vertical bolts 4 are centered in the through holes in the top plate and do not contact the side wall of the through holes in the top plate, so as to reduce interference with the wheel-rail lateral force test. Each pad is equipped with four positioning blocks 10, which are respectively set on the left and right edges of the chute basin 3. The positioning blocks 10 are fixedly connected to the chute basin 3.

[0047] The limiting rods include two first limiting rods 11 and eight second limiting rods 12. The configuration of the second limiting rods 12 corresponds one-to-one with the configuration of the positioning blocks 10, such as... Figure 1 , Figure 2 and Figure 7As shown. In this embodiment, the first limiting rod 11 is a long screw, and the second limiting rod 12 is a short screw. The two first limiting rods 11 are located on the left and right sides of the two pads, extending longitudinally and parallel to each other. Each positioning block 10 is provided with a through hole for the first limiting rod 11 to pass through. One end of the second limiting rod 12 is provided with an external thread, and the other end is provided with a ring. The second limiting rod 12 is connected to the sleeve 13 by a thread, and the other end is sleeved on the first limiting rod 11 by the ring. The sleeve 13 has an internal thread structure and a hexagonal nut at one end for easy screwing. During assembly, the distance between the sleeve 13 and the sleeper 17 can be adjusted by screwing the sleeve 13.

[0048] Two transverse baffles 14 are provided, located on the front and rear sides of adjacent sleepers 17 respectively. The transverse baffles 14 have two through holes symmetrically opened along the center. The size and spacing of the two through holes are consistent with the through holes of the positioning blocks 10 on both sides of the chute basin 3, so that the first limiting rod 11 can pass through.

[0049] In the assembled state, the two sets of first limiting rods 11 pass through the corresponding positioning blocks 10 and the two front and rear transverse baffles 14, and are locked at both ends to the transverse baffles 14 by nuts. The two transverse baffles 14 are pressed against the outer surfaces of the front and rear ends of the two adjacent sleepers 17 by the counter-pulling of the two first limiting rods 11. The second limiting rod 12 is perpendicular to the axis of the first limiting rod 11. During installation, it is pressed against the side of the sleeper 17 in the transverse direction by tightening the sleeve 13. At the same time, the ring of the second limiting rod 12 stops on the outside of the corresponding positioning block 10, that is, on the side of the positioning block 10 away from the center position of the pad (with the position of the rail as the center), for locking the pad in the longitudinal direction. The position of the ring of the second limiting rod 12 on the first limiting rod 11 can be locked by the nut installed on the first limiting rod 11.

[0050] In this embodiment, each pad is equipped with a force sensor including two transverse bolt force sensors 6, two limit block force sensors 9, and four transverse baffle force sensors 15. The transverse bolt force sensors 6 and transverse baffle force sensors 15 are annular pressure sensors with a through hole (bright hole) in the center, while the limit block force sensors 9 are annular pressure sensors with a threaded hole in the center. The specific installation method is as follows.

[0051] Two wedges 2 are pulled together by transverse bolts 5. The wedges 2 are provided with through holes for the transverse bolts 5 to pass through. The raised structure on the bottom surface of the top plate 1 is provided with slots for the transverse bolts 5 to pass through at the corresponding positions. Two transverse bolt force gauges 6 are respectively installed at the tails of the two transverse bolts 5 and are stuck between the nut and the outer wall of the wedges 2 to detect the axial pressure transmitted to the transverse bolts 5 and provide calculation data for obtaining the vertical force of the wheel and rail.

[0052] Two limit blocks 7 are each equipped with a longitudinal bolt 8. For ease of installation, in this embodiment, the longitudinal bolt 8 is an anchor bolt. The limit block force gauge 9 is fitted onto the end of the anchor bolt near the protruding structure through a threaded hole. During assembly, the distance between the limit block force gauge 9 and the side of the protruding structure is adjusted by rotating the anchor bolt, so that it contacts the side of the protruding structure during operation. This allows the limit block force gauge 9 to detect the axial pressure transmitted to the limit block 7 and provide calculation data for obtaining the lateral force of the wheel and rail.

[0053] The four transverse baffle force gauges 15 are respectively installed at both ends of the two first limit rods 11 to detect the axial pressure transmitted to each transverse baffle 14 through the first limit rods 11, and to provide calculation data for obtaining the wheel-rail lateral force.

[0054] Assembly method of the test device:

[0055] 1) Assemble the pads

[0056] Place the chute basin 3 on the track bed plate 16 below the track. Pass the transverse bolt 5 through the through holes of the two wedge blocks 2. One wedge block 2 has a groove at one end of the outer side of the through hole that matches the shape of the bolt head of the transverse bolt 5. After the bolt head of the transverse bolt 5 is inserted into the groove, put a washer, a transverse bolt force gauge 6 and a nut on the tail of the transverse bolt 5 that passes through the other wedge block 2. Place the assembled wedge block 2 in the chute of the chute basin 3 so that the protrusions on both sides of the chute block block 2 block the sides of the two wedge blocks 2.

[0057] Install the anchor bolt (longitudinal bolt 8) on the limiting block 7, with its head facing the outside of the slide basin 3 and its tail facing the center of the slide basin 3. Install the two limiting block force gauges 9 on the tails of the two anchor bolts respectively.

[0058] Place the top plate 1 above the two wedges 2, with its protruding structure positioned between the left and right limit stop force gauges 9, so that the front and rear inclined surfaces of the protruding structure are in close contact with the inclined surfaces of the two wedges 2; if the elevation of the top plate 1 does not match the track, rotate the nut of the transverse bolt 5 to apply an axial pushing force, causing the wedges 2 to slide in the sliding groove 3, thereby adjusting the distance between the two sets of wedges 2, and the inclined surfaces of the top plate 1 and the wedges 2 slide relative to each other, causing the top plate 1 to rise or fall, thereby adjusting the elevation of the top plate 1 to match the elevation of the track;

[0059] After adjusting the elevation of the top plate 1 to match the elevation of the track, use fasteners to fix the top plate 1 to the corresponding track.

[0060] After the top plate 1 is fixed to the track, rotate the anchor bolts 8 on both sides until the limit block force gauge 9 contacts the side of the protruding structure of the top plate 1. Record the initial data after the limit block force gauge 9 on both sides has a reading.

[0061] The top plate 1 and the sliding basin 3 are connected by vertical bolts 4 to achieve vertical locking of the entire pad block;

[0062] Assemble the other pad using the same method, and align the two pads in the front-to-back direction.

[0063] 2) Assemble and connect the fixing components

[0064] After the pad blocks are assembled, place the two transverse baffles 14 on the outside of the adjacent sleepers 17, aligning the left and right ends of the transverse baffles 14 with the left and right ends of the two adjacent sleepers 17. Pass the two long screws (first limiting rods 11) sequentially through the through holes of the transverse baffles 14 and the positioning holes of each positioning block. During this process, insert and fit the rings of the second limiting rods 12 and the nuts locking each ring at the corresponding positions. After the long screws pass through the through holes of the transverse baffles 14, thread the transverse baffle force gauge 15 onto the long screws, and then use nuts to fix the transverse baffle force gauge 15 to the outside of the transverse baffles 14. Then, screw in the hexagonal nut on one side of the sleeve 13, so that the sleeve 13 presses against the sleeper 17, completing the installation of the testing device.

[0065] The testing device of this invention applies a downward preload to the top plate 1 through vertical bolts and tightens the first limit rod 11 by locking it with nuts, so that the components of the testing device are in tight contact. Before the test begins, each force gauge should appear and stabilize at a certain value, which is recorded as the initial value. When the train passes, the data feedback from the force gauge changes, the current data is recorded, and the difference between the current data and the initial value is used as the reading of the force gauge, which is introduced into the wheel-rail force calculation formula.

[0066] The method for testing wheel-rail forces using the aforementioned wheel-rail force testing device specifically includes the following steps:

[0067] Step S1: Obtain the wheel-rail vertical force. The formula for calculating the wheel-rail vertical force is as follows:

[0068]

[0069] In the formula, V is the vertical force of the wheel and rail; N1 is the sum of the readings of the transverse bolt force gauge 6 of a single pad block; α is the inclination angle of the inclined surface of the wedge block 2 relative to the horizontal plane; μ1 is the friction coefficient between the inclined surface of the wedge block 2 and the bottom edge inclined surface of the top plate 1; μ2 is the friction coefficient between the bottom surface of the wedge block 2 and the sliding groove basin 3.

[0070] Step S2: Obtain the wheel-rail lateral force. Let the track on which the calculated wheel-rail force acts be the current track, and the pad block connected to the current track be the current pad block. Figure 8 As shown, the formula for calculating the lateral force of the wheel and rail is as follows:

[0071] H = N 21 +N'21 +N' 31 +N 32 +2F·μ1+2V·μ3-(N 22 +N' 22 +N 31 +N 32 )

[0072] In the formula, H is the lateral force between the wheel and rail, F is the normal force acting on the inclined surface of the wedge block 2, μ3 is the coefficient of friction between the bottom plate of the chute basin 3 and the track bed slab 16, and N 21 The reading of the force gauge 9 on the limit stop block opposite the position of the wheel-rail lateral force in the current pad block, in N. 22 The reading of the force gauge 9 on the limit stop block on the same side as the position where the lateral force of the wheel and rail applies in the current pad block; N 21 'The reading of the force gauge 9 on the limit stop block opposite the position of the wheel-rail lateral force application in another pad block; N' 22 'The reading of the force gauge 9 on the limit stop block on the same side as the position where the lateral force of the wheel and rail applies; N' 31 and N 32 The readings of the two transverse baffle force gauges 15 near the current track; N 31 'and N 32 'Readings of the two transverse baffle force gauges 15 that are far from the current track.

[0073] Among the above parameters, the friction coefficient μ1 between the inclined surface of the wedge block 2 and the inclined surface of the raised structure of the top plate 1, the friction coefficient μ2 between the bottom surface of the wedge block 2 and the chute basin 3, and the friction coefficient μ3 between the bottom plate of the chute basin and the track bed slab 16 can be obtained by laboratory tests. In practice, the contact surfaces of the test device should be lubricated as much as possible to reduce the influence of friction. A low-friction sliding plate such as a polytetrafluoroethylene plate can be added between the bottom plate of the chute basin 3 and the track bed slab 16.

[0074] In this embodiment, each force gauge uses a ring-shaped pressure sensor. The inner diameter of its central hole must match the diameter of the corresponding bolt or screw to ensure the centering of the force gauge and the accuracy of the force gauge reading. Taking the transverse bolt 5 as an example, if the inner diameter of the transverse bolt force gauge 6 is much larger than the diameter of the transverse bolt 5, a limiting strip matching the inner diameter of the force gauge can be set on its adjacent washer to ensure the centering of the transverse bolt within the force gauge.

[0075] The wheel-rail force testing device of this invention can be used on existing track lines. The testing device is easy and quick to install, requires no on-site calibration, has high testing accuracy, good stability, and is easy to transport and carry. Furthermore, by adjusting the distance between the two sets of wedges, the elevation of the top plate can be adjusted to match the track elevation. It can adapt to track structures with different track elevations and can also accommodate situations where the inner and outer track elevations are inconsistent, thus making it highly practical.

[0076] The above are merely preferred embodiments of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of the present invention should be considered within the scope of protection of the present invention. It should be noted that terms such as "lateral," "vertical," "left," "right," "front," and "rear" used in the invention are merely for clarity of description and are not intended to limit the scope of the present invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the present invention.

Claims

1. A wheel-rail force testing device, characterized in that, The track slab (16) set between adjacent sleepers (17) includes two pads and connecting fixing members, with the two pads located below the two parallel tracks respectively; The pad includes a top plate (1), a wedge (2), a sliding groove (3), a vertical bolt (4), a horizontal bolt (5), a limiting block (7), a longitudinal bolt (8), a force measuring device, and a positioning block (10). The connecting and fixing components include fasteners, a limiting rod, and a horizontal baffle (14). The chute basin (3) is placed on the track bed slab (16), and the top plate (1) is located above the chute basin (3). Two wedges (2) are provided between the chute basin (3) and the top plate (1). The two wedges (2) are pulled together by horizontal bolts (5). The chute basin (3) and the top plate (1) are vertically locked together by components. The fastener is installed on the top surface of the top plate (1) for fixing the top plate (1) to the track. The bottom surface of the top plate (1) is provided with a protruding structure. The left and right sides of the protruding structure have symmetrical inclined surfaces. The two wedges (2) are placed in the chute of the chute basin (3) with their inclined surfaces facing each other. Their inclined surfaces are respectively attached to the two inclined surfaces of the protruding structure, supporting the top plate (1) above, so as to adjust the elevation of the top plate (1) by sliding. The chute basin (3) The front and rear sides of the chute are provided with bosses, and each boss is provided with a limiting block (7) with bolt holes at the corresponding protrusion structure position. The two limiting blocks (7) are respectively installed with longitudinal bolts (8); multiple positioning blocks (10) are evenly distributed on the left and right sides of the chute basin (3) and are fixedly connected to the chute basin (3); the limiting rod includes two first limiting rods (11) provided on the left and right sides of the chute basin (3), and each of the two first limiting rods (11) is provided with a transverse baffle (14) on the front and rear sides; in the assembled state, after the two first limiting rods (11) pass through the positioning blocks (10) on the corresponding side, their two ends are fixedly connected to the transverse baffle (14); the two transverse baffles (14) are close to the front and rear ends of the adjacent sleepers (17) by the pull of the first limiting rods (11); The force measuring device includes a transverse bolt force measuring device (6), a limit stop force measuring device (9), and a transverse baffle force measuring device (15); The transverse bolt force gauge (6) is installed on the transverse bolt (5) to detect the axial pressure transmitted to each transverse bolt (5) and provide calculation data for obtaining the vertical force of the wheel and rail. The limit stop force gauge (9) is installed at one end of the longitudinal bolt (8) near the protruding structure. The longitudinal bolt (8) contacts the protruding structure through the limit stop force gauge (9) so that the axial pressure transmitted to the limit stop (7) can be detected by the limit stop force gauge (9) to provide calculation data for obtaining the lateral force of the wheel and rail. The transverse baffle force gauge (15) is installed at both ends of the first limiting rod (11) and located on the outside of the transverse baffle (14). It is used to detect the axial pressure transmitted to each transverse baffle (14) through the first limiting rod (11) and to provide calculation data for obtaining the wheel-rail transverse force.

2. The wheel-rail force testing device according to claim 1, characterized in that: The limiting rod also includes a second limiting rod (12) and a sleeve (13). The configuration of the second limiting rod (12) corresponds one-to-one with the positioning block (10). One end of the second limiting rod (12) is provided with a thread, and the other end is provided with a ring. The second limiting rod (12) is connected to the sleeve (13) by the thread, and the other end is sleeved on the first limiting rod (11) by the ring. In the assembled state, the second limiting rod (12) is perpendicular to the first limiting rod (11) and blocks the outside of the corresponding positioning block (10), that is, the side of the positioning block (10) away from the center of its pad block. At the same time, the second limiting rod (12) pushes against the side of the sleeper (17) in the lateral direction through the screw-in sleeve (13).

3. The wheel-rail force testing device according to claim 2, characterized in that: The first limiting rod (11) is a long screw. The two ends of the first limiting rod (11) extending out of the front and rear transverse baffles (14) are locked by nuts. The position of the second limiting rod (12) on the first limiting rod (11) is also locked by nuts.

4. The wheel-rail force testing device according to claim 3, characterized in that: The transverse baffle force sensor (15) is an annular pressure sensor with a through hole in the center. The transverse baffle force sensor (15) is sleeved on the first limiting rod (11) and is locked between the nut on the outside of the transverse baffle (14) and the side wall of the transverse baffle (14).

5. The wheel-rail force testing device according to claim 1, characterized in that: The transverse bolt force gauge (6) is an annular pressure sensor with a through hole in the center. The wedge (2) has a through hole for the transverse bolt (5) to pass through. The transverse bolt (5) extends out of the tail of the wedge (2) and is locked by a nut. The transverse bolt force gauge (6) is sleeved on the transverse bolt (5) and is stuck between the nut and the side wall of the wedge (2).

6. The wheel-rail force testing device according to claim 1, characterized in that: The longitudinal bolt (8) is an anchor bolt, and the limit stop force sensor (9) is an annular pressure sensor with a threaded hole in the center. The limit stop force sensor (9) is sleeved on one end of the anchor bolt near the bottom protrusion of the top plate through the threaded hole. During assembly, the anchor bolt is rotated until the limit stop force sensor (9) contacts the side of the protrusion.

7. The wheel-rail force testing device according to claim 1, characterized in that: The cross-section of the protruding structure is an inverted triangle or an inverted trapezoid, and a slot is provided at the position corresponding to the transverse bolt (5) to allow it to pass through.

8. A wheel-rail force testing device according to any one of claims 1-7, characterized in that: The four corners of the sliding basin (3) and the top plate (1) are vertically locked by vertical bolts (4). The four corners of the sliding basin (3) are provided with vertical bolt holes. The top plate (1) is provided with through holes at the positions corresponding to the vertical bolt holes. The diameter of the through hole of the top plate (1) is larger than the diameter of the screw of the vertical bolt (4). After the top plate (1) and the sliding basin (3) are vertically locked, the screw of the vertical bolt (4) is centrally located in the through hole of the top plate and does not contact the side wall of the through hole of the top plate (1).

9. A wheel-rail force testing method based on the wheel-rail force testing device as described in claim 1, characterized in that, Includes the following steps: Step S1: Obtain the wheel-rail vertical force. The formula for calculating the wheel-rail vertical force is as follows: In the formula, V is the vertical force of the wheel and rail; N1 is the sum of the readings of the transverse bolt force gauge (6) of a single pad block; α is the inclination angle of the inclined surface of the wedge block (2) relative to the horizontal plane; μ1 is the friction coefficient between the inclined surface of the wedge block (2) and the inclined surface of the bottom protrusion structure of the top plate (1); μ2 is the friction coefficient between the bottom surface of the wedge block (2) and the sliding groove basin (3); Step S2: Obtain the wheel-rail lateral force. The formula for calculating the wheel-rail lateral force is as follows: H=N 21 +N′ 21 +N′ 31 +N′ 32 +2F·µ1+2V·µ3-(N 22 +N′ 22 +N 31 +N 32 ) Let the track on which the wheel-rail force is currently calculated be the current track, and the pad block connected to the current track be the current pad block. In the formula, H is the lateral force of the wheel and rail, F is the normal force acting on the inclined surface of the wedge block (2), μ3 is the friction coefficient between the bottom plate of the chute basin (3) and the track bed plate (16), and N 21 The reading of the limit stop force gauge (9) on the side opposite the position of the wheel-rail lateral force application in the current pad block is N. 22 The reading of the force gauge (9) on the limit stop block on the same side as the position of the wheel-rail lateral force in the current pad block; N 21 'Reading of the force gauge (9) on the limit stop block opposite the position of the wheel-rail lateral force in another pad block; N 22 'Reading of the force gauge (9) on the limit stop block on the same side as the position where the lateral force of the wheel and rail acts; N 31 and N 32 The readings of the two transverse baffle force gauges (15) near the current track; N 31 'and N 32 'Readings of the two transverse baffle force gauges (15) that are far from the current track.

10. The wheel-rail force testing method according to claim 9, characterized in that: μ1, μ2, and μ3 were obtained through laboratory experiments.

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