A turnout wheel-rail relationship test device

Abstract

This invention discloses a turnout wheel-rail relationship testing device, comprising a gantry and a base. At least two parallel first guide rails are mounted on the base. A turnout primary support plate is slidably connected to the first guide rails. A turnout is fixed to the primary support plate along the direction of the first guide rails, and wheelsets are mounted on the turnout. The gantry spans both sides of the base. A vertical loading mechanism is mounted at the top center of the gantry, and lateral loading mechanisms are symmetrically arranged on both inner sides of the gantry, located below the vertical loading mechanisms. A primary vertical loading plate is connected to the lower end of each vertical loading mechanism. At least two parallel second guide rails are fixed below the primary vertical loading plate. A portal-type wheelset loading frame is slidably connected to the second guide rails, and the two lower ends of the portal-type wheelset loading frame are fixed to the axles at both ends of the wheelset. A third guide rail is fixed to the inner end of each lateral loading mechanism, and the axle ends at both ends of the wheelset are slidably connected to the third guide rail. This testing device can test the influence of different factors on the turnout's operating performance.

Description

Technical Field

[0001] This invention belongs to the technical field of wheel-rail relationship testing devices, specifically relating to a turnout wheel-rail relationship testing device. Background Technology

[0002] Fixed frogs are widely used in railway turnouts on conventional speed lines and urban rail transit lines, accounting for over 95% of turnout products. Their annual throughput on conventional speed lines is 2-3 times that of comparable railways abroad. However, due to their unique structure, fixed frogs complicate the wheel-rail contact relationship when trains pass through the turnout, resulting in track irregularities in the turnout area. This significantly affects train running stability and the overall service life of the turnout.

[0003] Major domestic turnout manufacturers and research institutes have adopted a method of on-site installation and trial operation on railway lines, followed by regular observation, to improve and research turnout products in terms of materials, processes, and structures. This has led to the research and development of fixed turnouts in various forms, including high-manganese steel composite frogs, forged high-manganese steel composite frogs, and alloy steel composite frogs, achieving good application results and promoting technological progress in the industry. While this method of line trial operation allows for good observation of the actual working condition of turnout products, it has several drawbacks when analyzing various influencing factors on wheel-rail contact, such as long testing cycles, high testing difficulty, and the inability to effectively obtain information on the impact of multiple factors on the wheel-rail relationship at the turnout.

[0004] In general railway lines outside of turnout sections, wheel-rail relationship test benches provide an important technical means for studying railway wheel-rail relationships. Test benches offer the following advantages: short testing time, low cost, and the ability to perform multiple tests simultaneously, thus shortening research time and saving funds; good repeatability, eliminating random errors and unaffected by external factors; and the ability to perform extreme conditions that are impossible to control on actual railway lines.

[0005] Railway turnouts are the weakest link in railway tracks and a key facility limiting train speed. Their structure is complex, technically challenging, and the wheel-rail contact relationship is more complex than that of ordinary tracks. Therefore, establishing a wheel-rail test bench for turnouts is of great significance and engineering application value for the design and development of turnout products. Currently, there is no development or application of a test platform for analyzing the wheel-rail relationship of fixed frogs or turnout systems, either domestically or internationally. Summary of the Invention

[0006] To address the aforementioned problems in the existing technology, this invention provides a turnout wheel-rail relationship testing device. The technical problem to be solved by this invention is achieved through the following technical solution:

[0007] A turnout wheel-rail relationship testing device includes a gantry and a base. At least two parallel first guide rails are provided on the base. A turnout primary support plate is slidably connected to the first guide rails. A turnout is fixed to the first guide rail along the direction of the first guide rails, and wheelsets are provided on the turnout. The gantry spans both sides of the base. A vertical loading mechanism is provided in the middle of the top of the gantry. Two horizontal loading mechanisms are symmetrically arranged on the two inner sides of the gantry, and both horizontal loading mechanisms are located below the vertical loading mechanisms. A primary vertical loading plate is connected to the lower end of each vertical loading mechanism. At least two parallel second guide rails are fixed below the primary vertical loading plates. A gantry-shaped wheelset loading frame is slidably connected to the second guide rails. The two lower ends of the gantry-shaped wheelset loading frame are fitted and fixed to the axles at both ends of the wheelset. A third guide rail is fixed to the inner end of each column of horizontal loading mechanisms. The first, second, and third guide rails are parallel to each other, and the axle ends at both ends of the wheelset are slidably connected to the third guide rail.

[0008] Furthermore, a secondary turnout support plate is slidably connected to the first guide rail, and at least two parallel fourth guide rails are provided on the secondary turnout support plate, with the fourth guide rails being parallel to the first guide rail, and the primary turnout support plate being slidably connected to the fourth guide rails.

[0009] Furthermore, a secondary vertical loading plate is slidably connected to the second guide rail, and at least two parallel fifth guide rails are provided below the secondary vertical loading plate, with the fifth guide rails being parallel to the second guide rails. The gantry wheelset loading frame is slidably connected to the fifth guide rails.

[0010] Furthermore, each column of transverse loading mechanism has a transverse loading plate fixed to its inner end, the third guide rail is set on the inner end face of the transverse loading plate, and the wheel axle ends of both ends of the wheelset are fixed with support plates, the support plates being slidably connected to the third guide rail.

[0011] Furthermore, the primary vertical loading plate is a portal-shaped structure, and the upper ends of the secondary vertical loading plate and the portal-shaped wheelset loading frame are both located within the portal-shaped structure.

[0012] Furthermore, an adapter pad is provided below the turnout, the adapter pad is fixed to the first-stage support plate of the turnout by bolts, and the turnout is fixed above the adapter pad by fasteners.

[0013] Furthermore, a vibration acceleration sensor and a strain displacement sensor are installed on the bottom of the rail of the turnout, and a strain displacement sensor is installed on the web of the rail of the turnout.

[0014] Furthermore, the movement direction of the secondary vertical loading plate and the gantry wheelset loading frame is opposite to the movement direction of the turnout primary support plate and the turnout secondary support plate; the movement direction of the secondary vertical loading plate and the gantry wheelset loading frame is the same, and the movement direction of the turnout primary support plate and the turnout secondary support plate is the same.

[0015] The beneficial effects of this invention are:

[0016] 1. This test device allows for convenient and quick research into the dynamic characteristics of turnout systems. By arranging vibration acceleration sensors and strain displacement sensors on turnout components such as switch rails, main rails, guide rails, and frogs, and in conjunction with corresponding acquisition and analysis devices, dynamic parameters such as vibration acceleration, dynamic displacement changes, and wheel-rail interaction forces of the main turnout components can be obtained when the wheelset passes through. This allows for the understanding and research into the dynamic behavior of the turnout system when locomotives and rolling stock pass through the turnout area.

[0017] 2. By arranging vibration acceleration sensors and strain displacement sensors on the adapter plate, and in conjunction with the acquisition and analysis device, the vibration reduction effect of the vibration reduction component when vibration reduction measures are set in the turnout area can be verified. This is mainly achieved by testing and comparing the magnitude of the vibration acceleration and displacement values ​​of the adapter plate with and without the vibration reduction component. The vibration reduction amount of the vibration reduction measure can be obtained in a timely manner, thereby verifying the vibration reduction effect of the vibration reduction measure.

[0018] 3. This test device can control the relative speed of the wheelset passing through the turnout by controlling the speed of the turnout primary support plate, turnout secondary support plate, gantry wheelset loading frame, and secondary vertical loading pressure plate; by setting up vertical and lateral loading mechanisms, it can simulate actual operating conditions by applying vertical and lateral forces to the wheelset relative to the turnout under test; by testing the wear of the turnout under different operating conditions and obtaining the dynamic response (vibration acceleration, vibration displacement, wheel-rail interaction force, etc.), the structure and materials of the turnout can be optimized.

[0019] 4. This test device can verify the rationality of the design of the turnout rail top profile, key positions, and key cross-sections. During the test, the overall condition of the frog, key positions, and wear conditions (wear rate and wear amount) of each key cross-section, such as the throat end and the top width of the frog rail at 20, 40, and 50 mm, are recorded at different test time points. By analyzing and comparing the above test data and the frog condition, it can be verified whether there are any deficiencies in the design of the frog rail top profile and key cross-sections, thus providing a basis for targeted improvement and optimization of the frog profile and the structure of each control section of the frog rail.

[0020] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0021] Figure 1 is a schematic diagram of the structure of the present invention;

[0022] Figure 2 is a top view of Figure 1 (Figure 2 hides all structures above the gantry, wheelsets, and below the turnout).

[0023] Explanation of reference numerals in the attached figures:

[0024] 1-Gantry; 2-Base; 3-First guide rail; 4-Turnout primary support plate; 5-Turnout; 6-Wheels; 7-Adaptive pad; 8-Fastener; 9-Vertical loading mechanism; 10-Horizontal loading mechanism; 11-Primary vertical loading pressure plate; 12-Second guide rail; 13-Gantry wheelset loading frame; 14-Third guide rail; 15-Turnout secondary support plate; 16-Fourth guide rail; 17-Secondary vertical loading pressure plate; 18-Fifth guide rail; 19-Horizontal loading plate; 20-Support plate. Detailed Implementation

[0025] The present invention will be further described in detail below with reference to specific embodiments, but the implementation of the present invention is not limited thereto.

[0026] Please refer to Figures 1 and 2. This embodiment of the invention provides a turnout wheel-rail relationship testing device, specifically including a gantry 1 and a base 2. Three parallel first guide rails 3 are arranged on the base 2. A turnout primary support plate 4 is slidably connected to the first guide rails 3. A turnout 5 is fixed on the first guide rail 4 along the direction of the first guide rails 3. A wheelset 6 is arranged on the turnout 5. In the figures, the turnout 5 to the right of the wheelset 6 is the turnout to be tested. When the turnout primary support plate 4 slides along the first guide rail 3 at the speed V1 required for the experiment, the turnout 5 obtains a linear speed of V1. The wheelset 6, relative to the turnout 5, also obtains a linear speed of V1.

[0027] In addition, an adapter plate 7 is provided below the turnout 5. The adapter plate 7 is fixed to the turnout primary support plate 4 by bolts. The turnout 5 is fixed above the adapter plate 7 by fasteners 8. The adapter plate 7 can adapt to the installation of different types of turnouts.

[0028] The gantry 1 spans both sides of the base 2. A vertical loading mechanism 9 is arranged at the top center of the gantry 1, which applies a vertical force to the wheelset 6 to simulate the axle load of the train. Two rows of transverse loading mechanisms 10 are symmetrically arranged on the two inner sides of the gantry 1, and the transverse loading mechanisms 10 are all located below the vertical loading mechanisms 9. The lower end of each vertical loading mechanism 9 is connected to a primary vertical loading plate 11. Three parallel second guide rails 12 are fixed below the primary vertical loading plate 11. A portal-shaped wheelset loading frame 13 is slidably connected to the second guide rails 12. The two lower ends of the portal-shaped wheelset loading frame 13 are fitted and fixed to the axles at both ends of the wheelset 6. A third guide rail 14 is fixed to the inner end of each row of transverse loading mechanisms 10, and the first guide rail 3, the second guide rail 12, and the third guide rail 14 are parallel to each other. The axle ends at both ends are slidably connected to the third guide rail 14. When pressure is applied to the wheelset 6 by the vertical loading mechanism 9, the first-stage vertical loading plate 11 remains stationary, and the portal wheelset loading frame 13 drives the wheelset 6 to slide along the second guide rail 12 at the speed S1 required by the test, and the wheelset 6 can obtain a linear speed of S1.

[0029] To further improve the test speed of wheelset 6 passing through turnout 5, a secondary turnout support plate 15 is slidably connected to the first guide rail 3. At least two parallel fourth guide rails 16 are provided on the secondary turnout support plate 15, and the fourth guide rails 16 are parallel to the first guide rail 3. The primary turnout support plate 4 is slidably connected to the fourth guide rails 16. Similarly, a secondary vertical loading plate 17 is slidably connected to the second guide rail 12. At least two parallel fifth guide rails 18 are provided below the secondary vertical loading plate 17, and the fifth guide rails 18 are parallel to the second guide rail 12. The portal wheelset loading frame 13 is slidably connected to the fifth guide rails 18. The movement directions of the secondary vertical loading plate 17 and the portal wheel loading frame 13 are opposite to those of the turnout primary support plate 4 and the turnout secondary support plate 15; at the same time, the movement directions of the secondary vertical loading plate 17 and the portal wheel loading frame 13 are the same, and the movement directions of the turnout primary support plate 4 and the turnout secondary support plate 15 are the same.

[0030] When the test speed of the first-stage turnout support plate 4 sliding along the fourth guide rail 16 is V1, and the test speed of the second-stage turnout support plate 15 sliding along the first guide rail 3 is V2, when the first-stage turnout support plate 4 and the second-stage turnout support plate 15 move simultaneously in the same direction at corresponding speeds, the turnout 5 can obtain a linear speed of V1+V2, and the stationary wheelset 6 relative to the turnout 5 obtains a linear speed of V1+V2.

[0031] Similarly, when the test speed at which the portal wheel loading frame 13 drives the wheel set 6 to slide along the fifth guide rail 18 is S1, and the test speed at which the secondary vertical loading plate 17 slides along the second guide rail 12 is S2, when the portal wheel loading frame 13 and the secondary vertical loading plate 17 move simultaneously in the same direction at corresponding speeds, the wheel set 6 can obtain a linear speed of S1+S2.

[0032] When the turnout primary support plate 4 and the turnout secondary support plate 15 move simultaneously in the same direction at speeds of V1 and V2, and the gantry wheelset loading frame 13 and the secondary vertical loading pressure plate 17 move simultaneously in the same direction at speeds of S1+S2, and the movement directions of the secondary vertical loading pressure plate 17 and the gantry wheelset loading frame 13 are opposite to the movement directions of the turnout primary support plate 4 and the turnout secondary support plate 15, the wheelset 6 can obtain a test speed of V1+V2+S1+S2.

[0033] It should be noted that if there are further requirements for the test speed, guide rails and corresponding supports can be added above the wheelset; guide rails and corresponding supports can also be added below the turnout, or both can be set up at the same time to meet higher test speed requirements.

[0034] In addition, in order to protect the turnout primary support plate 4 and turnout secondary support plate 15, the portal wheel loading frame 13 and the secondary vertical loading pressure plate 17 from external impact during movement, the primary vertical loading pressure plate 11 and the base 2 are both portal-shaped structures, and the portal wheel loading frame 13, the secondary vertical loading pressure plate 17, the turnout primary support plate 4 and the turnout secondary support plate 15 are all located in the portal-shaped structure.

[0035] The lateral loading mechanism 10 applies a horizontal force to the wheel axle to simulate the force on the wheelset 6 in actual working condition. The inner end of each lateral loading mechanism 10 is fixed with a lateral loading plate 19. The third guide rail 14 is set on the inner end face of the lateral loading plate 19. The wheel axle ends at both ends of the wheelset 6 are fixed with support plates 20. The support plates 20 are slidably connected to the third guide rail 14.

[0036] In this embodiment of the invention, the turnout primary support plate 4, the turnout secondary support plate 15, the gantry wheelset loading frame 13, the secondary vertical loading pressure plate 17, and the support plate 20 are all slidably connected to the corresponding guide rails via sliders.

[0037] In this embodiment of the invention, both the vertical loading mechanism 9 and the horizontal loading mechanism 10 are hydraulic presses; the wheel contact relationship of the wheelset 6 during its travel along the turnout 5 is simulated by controlling the frequency, stroke, and load of the hydraulic cylinders of the horizontal loading mechanism 10 and the vertical loading mechanism 9.

[0038] Because the wheel tread has a certain taper and there is a gap between the wheel flange and the rail, when the wheelset occasionally deviates from the center line of the straight track during the locomotive's movement, the two wheels roll on the rail with rolling circles of different diameters, causing the wheelset to swing laterally while swaying back and forth around the vertical axis of its center of gravity. This forms a wave motion called serpentine motion. Based on the cause of serpentine motion during vehicle movement, this embodiment of the invention simulates the serpentine motion of the wheelset and the contact state between the wheelset and the rail during the serpentine motion process by setting up a series of several lateral loading mechanisms and having their hydraulic cylinders work at different frequencies, strokes, and load sizes.

[0039] Wheelset lateral movement occurs due to the presence of geometric irregularities in the turnout and the unique contact state between the turnout and the vehicle's wheelset. This causes complex vibrations on the turnout, forming a random vibration system together with the turnout. This vibration is excited by the inherent irregularities of the turnout. When the amplitude of the directional irregularity of the turnout is significantly greater than the wheel-rail clearance, intense lateral vibrations occur as the wheel flange impacts the rail. Affected by these lateral vibrations, the vehicle deviates laterally within the turnout section. The lateral movement of the vehicle is essentially a change in the wheel-rail clearance (the distance between the wheel flange and the inner side of the rail). This invention, based on the principle of lateral movement of wheelsets in the turnout area, simulates this process by adjusting the frequency, stroke, and load of the lateral loading mechanism.

[0040] By simulating the wheel-rail contact relationship when a train passes through a turnout, this study comprehensively investigates the dynamic behavior of the train and its dynamic effect on the turnout track structure. The experimental device measures turnout dynamic data such as the vibration acceleration, vibration displacement, and wheel-rail interaction force of the turnout track components. This data is then used to verify the calculation results of the relevant turnout dynamic model. Specifically, vibration acceleration sensors and strain displacement sensors are installed on the bottom of the turnout rail, and strain displacement sensors are installed on the web of the turnout rail to measure relevant parameters such as the vibration acceleration, vibration displacement, and wheel-rail interaction force of the turnout track components under test.

[0041] Since the vehicle-track system mainly exhibits vertical vibration characteristics, vibration acceleration sensors are vertically attached to the rail base of the turnout under test. When the wheelset passes over the turnout, the wheelset and rail interact, and the rail components vibrate under the excitation of geometric irregularities in the turnout itself. After receiving the vibration signal from the rail components, the vibration acceleration sensor is triggered and transmits the vibration signal to the matching acquisition and analysis device, thereby obtaining the vibration characteristics of the rail components. By arranging vibration acceleration sensors at multiple points on different components of the turnout, the vibration characteristics of the turnout can be obtained.

[0042] Vibration displacement testing of turnout rail components uses strain displacement sensors. One end of the strain displacement sensor is placed against the bottom of the rail of the turnout under test. When the turnout under test vibrates, the strain gauge inside the strain displacement sensor deforms. The signal generated by the deformation is amplified by the matching strain conditioner and then transmitted to the matching acquisition and analysis device to obtain the vibration displacement value of the turnout.

[0043] In addition, vibration acceleration sensors and strain displacement sensors can be arranged on the adapter plate. With the help of the acquisition and analysis device, the vibration reduction effect of the vibration damping fastener (located between the turnout and the adapter plate, and not shown in the figure) can be verified. This is mainly achieved by testing and comparing the vibration acceleration and displacement values ​​of the adapter plate with and without the vibration damping fastener. The vibration reduction amount of the fastener can be obtained in a timely manner, thereby verifying the vibration reduction effect of the vibration reduction measure.

[0044] The wheel-rail interaction force (mainly vertical) is acquired using the same principle as vibration displacement. One end of the strain displacement sensor is placed against the rail web of the turnout to be tested. When the turnout vibrates, the strain gauge inside the strain displacement sensor deforms. The signal generated by this deformation is amplified by the matching strain conditioning instrument and then transmitted to the matching acquisition and analysis device to obtain the wheel-rail interaction force.

[0045] After the turnout to be tested is laid and fixed on the test device, the axle load and speed of the train passing through the turnout section are simulated by controlling three variables: vertical load, lateral load, and moving speed of the train wheelset set in the test device. This simulates the actual operating conditions of the train passing through the turnout, as well as various complex conditions, such as the serpentine movement and lateral movement of the vehicle. At the same time, vibration acceleration sensors, displacement sensors, strain gauges, profilometers, etc. are used to complete the testing and verification of the material properties, dynamic behavior, and wear of the turnout under test on the test device.

[0046] Furthermore, due to the special characteristics of turnouts and wheelset profiles, even without lateral movement of the wheelset, the wheel-rail contact geometry parameters in the frog area will change. This test device can be used to study the wheel-rail contact state between the wheelset and the turnout switch area and frog area under normal operating conditions and other adverse working conditions, thereby verifying the rationality of the turnout rail top profile design.

[0047] Furthermore, this testing device can verify the rationality of the structural design of the rail top profile, key positions, and key sections of turnouts (mainly frogs). By adjusting the test speed of the testing device, the number of times the wheelset passes through the frog under test within a set time is measured. Based on the actual usage of frogs on the railway line, the wear of the frog at different time points (early, middle, and late stages of frog use) during long-term use is simulated. During the test, the overall condition of the frog, the wear of the frog profile, and the wear of key positions and key sections of the frog, such as the throat end and the 20, 40, and 50 mm width of the frog top, are recorded at each time point. At the same time, the wear rate of the frog at different time intervals is analyzed. This allows for the verification of whether there are any design defects in the rail top profile, key positions, and key sections of the frog in a short period of time. Corresponding structural optimizations can be made to address these defects, shortening the observation cycle required for the new frog products to be put on the track and verifying the rationality of the frog product design as soon as possible.

[0048] In the description of this invention, the terms "first," "second," "third," "fourth," and "fifth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," and "fifth" may explicitly or implicitly include one or more of that feature.

[0049] The above is a further detailed description of the present invention in conjunction with specific preferred embodiments, and the specific implementation of the present invention should not be considered to be limited to these descriptions. For those skilled in the art of the present invention, without departing from the concept of the present invention, several simple deductions or substitutions can be made, which should be considered to fall within the scope of protection of the present invention.

Claims

1. A test device for turnout wheel-rail relationship, characterized in that, The system includes a gantry and a base. The base has at least two parallel first guide rails. A turnout primary support plate is slidably connected to each first guide rail. A turnout is fixed to the first guide rail on the first guide rail, and wheelsets are mounted on the turnout. The gantry spans both sides of the base. A vertical loading mechanism is located in the middle of the top of the gantry. Two horizontal loading mechanisms are symmetrically arranged on the two inner sides of the gantry, and both horizontal loading mechanisms are located below the vertical loading mechanisms. Each vertical loading mechanism has a primary vertical loading plate connected to its lower end. At least two parallel second guide rails are fixed below the primary vertical loading plates. A gantry-shaped wheelset loading frame is slidably connected to each second guide rail. The two lower ends of the gantry-shaped wheelset loading frame are fitted and fixed to the axles at both ends of the wheelset. A third guide rail is fixed to the inner end of each column of horizontal loading mechanisms. The first, second, and third guide rails are parallel to each other, and the axle ends at both ends of the wheelset are slidably connected to the third guide rail. A turnout secondary support plate is slidably connected to the first guide rail. At least two parallel fourth guide rails are provided on the turnout secondary support plate, and the fourth guide rails are parallel to the first guide rail. The turnout primary support plate is slidably connected to the fourth guide rails. A secondary vertical loading plate is slidably connected to the second guide rail. At least two parallel fifth guide rails are provided below the secondary vertical loading plate, and the fifth guide rails are parallel to the second guide rails. The gantry wheelset loading frame is slidably connected to the fifth guide rails. The movement direction of the secondary vertical loading plate and the gantry wheelset loading frame is opposite to that of the turnout primary support plate and the turnout secondary support plate; the movement direction of the secondary vertical loading plate and the gantry wheelset loading frame is the same, and the movement direction of the turnout primary support plate and the turnout secondary support plate is the same.

2. The turnout wheel-rail relationship testing device according to claim 1, characterized in that, Each column of transverse loading mechanism has a transverse loading plate fixed to its inner end. The third guide rail is set on the inner end face of the transverse loading plate. The axle ends of both ends of the wheelset are fixed with support plates, and the support plates are slidably connected to the third guide rail.

3. The turnout wheel-rail relationship testing device according to claim 1, characterized in that, The primary vertical loading plate is a portal-shaped structure, and the upper ends of the secondary vertical loading plate and the portal-shaped wheelset loading frame are both located within the portal-shaped structure.

4. The turnout wheel-rail relationship testing device according to claim 1, 2, or 3, characterized in that, An adapter pad is provided below the turnout. The adapter pad is fixed to the first-stage support plate of the turnout by bolts. The turnout is fixed above the adapter pad by fasteners.

5. The turnout wheel-rail relationship testing device according to claim 4, characterized in that, Vibration acceleration sensors and strain displacement sensors are installed on the bottom of the rail of the turnout, and strain displacement sensors are installed on the web of the rail of the turnout.

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