A device for testing the global clamping force of a rail vehicle door

Abstract

The application discloses a kind of for rail locomotive door clamping force global testing device, comprising: including door frame, double slider single axle driver, single slider single axle driver, double linear guide rail module, displacement sensor and limiter module, stress measurement module and mobile base;Double slider single axle driver and displacement sensor and limiter module are used to adjust and read the distance between the block in real time;Single slider single axle driver and displacement sensor and limiter module are used to adjust and read the height position of double slider single axle driver in real time, to measure the closing clamping force of different height positions of car door;Stress measurement module is used to measure the closing clamping force of car door;Double linear guide rail module is used to eliminate the influence of different contact stress between car door and block during clamping process of measurement door;Mobile base includes caster fixing device, and the adjusted testing device is locked.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of door clamping force, and particularly relates to a device for testing the global door clamping force of a rail locomotive. BACKGROUND

[0002] In recent years, along with the acceleration of urbanization, the urban population increases year by year, and cities with millions of people are constantly emerging. As an important form of traffic to alleviate urban congestion, rail transit is favored. With the rapid development of urban rail transit industry, high-speed trains, subways and light rail locomotives are increasingly used, and electric doors are increasingly used. Along with the high-speed transportation of passengers, the pressure of driving safety is also increasing. As a key area for passengers to get on and off the train, in order to reduce the conflict between people and vehicles, safety doors are also installed on the platform. While improving the carrying capacity and greatly reducing the risk of conflict between people and vehicles, the frequency of door clamping accidents also increases. How to reduce the occurrence of door clamping accidents and avoid the risk of clamping people and objects naturally becomes an important research topic today. Among them, the overall safety of locomotive doors and safety doors is also of widespread concern.

[0003] The automatic door control principle is as follows: in order to ensure safety, the EDCU unit implements zero-speed protection when the train door is controlled to open. A simple description is as follows: the train door must meet two conditions to be normally opened: the actual speed of the train is zero; there is an open door instruction. After the EDCU (electronic door control unit) receives these two signals at the same time, it sends an open door instruction to the door motor, and moves the two door pages corresponding to the door to the open state. The main functions are as follows:

[0004] 1. Open / close door

[0005] The movement of the entire door system is controlled by the electronic door control unit. The motor drives the lead screw through the transmission system, and the nut on the lead screw (the nut is connected to the door page through a hinge) drives the door page to move, thereby realizing the opening and closing of the door. At the same time, the lead screw / nut mechanism ensures the synchronization of the two door pages of the same door.

[0006] Generally, the opening and closing of the doors is achieved by the opening and closing door buttons installed on the opening and closing door control panel in the cab. The opening and closing door control panel is installed in the cab, and each side of the cab is provided with a set, which is divided into the left and right opening and closing door control panels of the train, and controls the opening and closing of the doors on the left and right sides of the train. Each side has a separate circuit. When the driver activates the driver's console with the master control key, the opening and closing door buttons on the opening and closing door control panel are powered. When all the doors are closed and locked well, the closing door button indicator lights on both sides are lit, and all the closing door indicator lights are lit. If any one of the doors on any side is not closed and locked well, the closing door button indicator light on the corresponding side will not be lit, and all the closing door indicator lights will not be lit. The closing door button indicator lights on both sides and all the closing door indicator lights show the current state of the doors of the train, so that the driver can confirm whether the doors are normal in time.

[0007] In the normal operation, the opening of the doors can be automatically achieved by the ATP (the train enters the station in the ATO, and the door mode selection switch 2S11 is in the automatic opening door position). When the train is parked and stops at the correct position of the platform, the ATP subsystem can give a door enable signal, and the doors can be automatically opened. However, in the URM mode, the train will always have a door enable signal, but the train cannot achieve the automatic opening function, and can only achieve the opening of the doors by operating the opening door button in the cab. In any case, the door enable is interlocked with the zero speed signal of the traction control unit.

[0008] When the driver presses the closing door button (the closing door button is effective after the master control key activates the driver's console), the closing door signal is sent to the EDCU through the train line. After each door EDCU receives the closing door signal, it will control the motor to drive the lead screw, so as to close and lock the door leaf in place.

[0009] The opening and closing of a single door can also be achieved by the attendant key switch. The attendant key switch is installed on the inside and outside of the two doors on each vehicle. When the door is closed and locked in place and the battery power is available, the vehicle can be accessed by operating the attendant key switch with a special key. The attendant key switch has three positions, namely "on", "off and "close". Only when the switch is in the "off position, the key can be inserted and removed; when the switch is in the "on position, the corresponding door will be unlocked and partially opened, and the door can be manually fully opened; when the switch is in the "close position, the corresponding door will be automatically closed and locked or can be manually closed and locked, and the train safety circuit will be reformed; resetting the key to the "off position will not affect the state of the corresponding door.

[0010] 2. "Zero speed" protection

[0011] When the train speed is "0", the "zero speed" signal is obtained to achieve the control function of the opening and closing of the doors. When the train speed is greater than 5 km / h, the door that is still opened will be automatically closed.

[0012] 3. Safety circuit

[0013] The normally open contacts of the lock travel switches of all the doors on the same side of each car are connected in series. When the doors are completely closed, the normally open contacts of the door lock travel switches are closed, forming a door closed safety interlocking circuit for each car. The door closed safety interlocking circuits of a train form a loop. When all the doors of the train are closed, the "door closed" indicator lights on the left and right sides of the driver's cab are on, and the train can start. Since the state of the doors is related to passenger and operation safety, all the doors of the train must be properly locked to ensure normal operation of the train. If one of the doors of the train is not properly locked, the train will not start normally. During operation, if a passenger pulls down the emergency unlocking handle of the door, the safety circuit of the door will be disconnected and the loop will not be formed, triggering emergency braking until the train stops.

[0014] 4. Door cutting

[0015] When a single door fails (opens, closes, or other abnormal conditions), in order to ensure normal operation of the train, a special key is used to cut the door (i.e. separate the control of the door from the entire loop, called door cutting). After cutting the door, the safety circuit will no longer detect the safety state of the door, and the door opening and closing command cannot control the door.

[0016] 5. Obstacle detection

[0017] The start of the obstacle detection function depends on the drive mode of the door. For a pneumatic door, the resistance value generated during the closing process is measured by a pressure sensor, and when the resistance value exceeds the set rated pressure value, the obstacle detection function is started. For an electric door, the current value generated by the motor during the closing process is used, and when the current value exceeds the set rated value, the obstacle detection function is started.

[0018] If the door leaf encounters an obstacle during closing, the set upper limit closing force can last for at most 0.5s, and the door will automatically reopen to a position 30cm away from the obstacle, then close again or remain in this position for a period of time before closing again. If the obstacle remains between the two door leaves, after three opening and closing detections, the door will be in a fully open state. The number of door opening and closing times for obstacle detection and the size of the obstacle can be set by the EDCU.

[0019] In view of the frequent opening and closing of urban rail transit electric passenger trains and the frequent occurrence of faults, combined with the door control principle and the opening and closing working principle, the locomotive door obstacle detection method needs to be studied.

[0020] In the process of detecting obstacles, the door clamping force (also known as the door closing force) directly affects the results of the door detecting obstacles, and also affects the safety of the passengers and their belongings when getting on and off the train. If the closing force is too large, it will cause great harm to the passengers and their belongings. Therefore, the size of the closing force is one of the necessary items for locomotive maintenance.

[0021] Currently, the measurement of clamping force is mostly by using a simple spring force measuring device to simulate the blocking of the closing door to roughly determine whether the door clamping force meets the relevant requirements of the detection standard. According to the investigation, there are mainly two force measuring methods on the market in the existing technology for measuring the clamping force of passenger car doors: spring force gauge and digital force gauge. The latter can instantly read the clamping force value and is the technology widely used today. However, a single force gauge cannot achieve effective measurement, and a suitable door clamping force measuring device must be developed for overall measurement and analysis of the door clamping force. This system can detect the closing peak force and closing time of the metro vehicle door and safety door, conduct minimum obstacle and anti-pinch protection detection, and determine whether the door can work reliably to ensure the safe operation of the door. However, the existing devices still have some problems in terms of measurement position and accuracy, such as: first, the existing door clamping force measuring devices are placed underground or manually held by people for measurement. This measurement method can only measure the door clamping force at a certain position of the door. If different positions of the door need to be measured, the height of the measuring device needs to be adjusted manually; second, different distance specifications of fixtures need to be replaced when measuring the clamping force at different opening and closing distances of the door, which is cumbersome and cannot achieve continuous measurement during the closing time of the door; third, the data collection of the device is only single-point collection, which cannot achieve continuous data collection in the entire door closing time and spatial domain, and thus cannot perform overall analysis and research.

[0022] Therefore, as an important special equipment for maintaining metro vehicles, the door clamping force detection system should be able to accurately detect the closing peak force and closing time of the metro, urban light rail, and other locomotive doors and safety isolation doors to determine whether the door can work reliably and ensure the safety performance of the door during operation. However, due to the dynamic nature of the detection process, the force value detection error is generally high, and the process requires excessive human involvement, which affects the force value detection results. Therefore, the detection results of the existing equipment cannot accurately reflect the actual clamping force during the operation of the door, and the locomotive door clamping force data is out of control, which can cause great safety hazards to the passengers and their belongings during the door opening and closing period. Therefore, an accurate and reliable door clamping force online measurement system with small measurement uncertainty is urgently needed to effectively measure the clamping force, which is beneficial to the maintenance control of the locomotive door and safety shielding door clamping force, eliminates potential factors affecting personal safety, and indirectly ensures personal and property safety.

[0023] The present application refers to corresponding standards GB 13094-2007 Passenger Car Structure Safety Requirements and QC / T678-2001 Passenger Car Passenger Door Door Pump, and makes the following requirements for the size of the clamping force and the measurement position: ① The size of the clamping force requirement: the average clamping force of the closed door shall not exceed 150N, and the peak force can be higher than 150N for a short time, but shall not exceed 300N; ② The measurement position requirement: the measurement fixture is placed at a distance of 30mm or 60±10mm from the door frame (single door); the measurement fixture is placed at the middle position of the two doors, and the distance therebetween is 200±20mm (double doors). The detection requirement of the simple one-dimensional parameter in this standard can preliminarily reflect the clamping force condition of the fixed position of the door, and provides the most basic requirement for avoiding the occurrence of the person being clamped, but still cannot reflect the size of the clamping force at other door closing positions, so that the hidden danger of clamping the person cannot be completely avoided.

[0024] The current clamping force tester mainly applies an elastic element to measure the force or a single force value sensor to realize preliminary evaluation, and only evaluates the blocking force at the moment of closing, and the clamping distance is only the non-compressible distance of the tester itself, which has great limitations. SUMMARY

[0025] To solve the above technical problems, the purpose of the present application is to provide a rail locomotive door clamping force global testing device which combines the obstacle detection principle, not only realizes the parameter measurement required by the standard, but also simultaneously collects further optimized parameters, realizes the clamping force size at different times and different door closing positions, detects and evaluates the motion state of various automatic doors in the whole time domain and two-dimensional space domain, provides more reliable first-hand data for the further optimized design of the locomotive door, and thus reduces the safety risk.

[0026] The purpose of the present application is realized by the following technical solutions:

[0027] A rail locomotive door clamping force global testing device, comprising:

[0028] The door frame, the double sliding block single shaft driver, the single sliding block single shaft driver, the double linear guide rail module, the displacement sensor and the limiter module, the force measurement module and the moving base;

[0029] The double sliding block single shaft driver, the displacement sensor and the limiter module are used to adjust and read the distance between the clamping blocks in real time;

[0030] The single sliding block single shaft driver, the displacement sensor and the limiter module are used to adjust and read the height position of the double sliding block single shaft driver in real time, so as to measure the closing clamping force at different height positions of the door;

[0031] The force measuring module is used for measuring the closing clamping force of the vehicle door.

[0032] The double linear guide rail module is used for eliminating the influence of the different contact forces between the vehicle door and the clamping block during the clamping of the measuring door.

[0033] The movable base comprises a caster fixing device and is used for locking the adjusted testing device.

[0034] Compared with the prior art, one or more embodiments of the present application can have the following advantages:

[0035] (1) The uninterrupted detection process is realized, and the continuous repeated measurement can better reflect the actual situation of the clamping force of the vehicle door.

[0036] (2) The clamping force detection at different positions is realized, and the clamping force working conditions of different clamped objects are coped with.

[0037] (3) The automatic positioning of the detection position is realized, and the clamping force monitoring in the whole door closing space domain is realized.

[0038] (4) The real-time force value collection and transmission are realized, the double force value sensors are arranged, the blocking force of the double doors is synchronously and symmetrically measured, and the clamping force analysis and testing are more comprehensive.

[0039] (5) The double force value sensors are symmetrically arranged, the elastic component is used for buffering, the double door buffering function is realized during the measurement, and the impact collision is avoided.

[0040] (6) The directional self-locking screw guide rail is used for accurately positioning the positions of the double sensors and realizing the continuous sampling point detection in the two-dimensional space.

[0041] (7) The single-side independent measurement function is realized, and different door types are coped with. DETAILED DESCRIPTION

[0042] Figure 1 is a perspective structural schematic view of a testing device for the clamping force of a rail vehicle door;

[0043] Figure 2 is a front view structural schematic view of a testing device for the clamping force of a rail vehicle door;

[0044] Figure 3 is Figure 2 a local enlarged view at A in FIG. 1;

[0045] Figure 4 is a top view structural schematic view of a testing device for the clamping force of a rail vehicle door during the measurement of double-leaf doors;

[0046] Figure 5 is Figure 4 a right view structural schematic view as shown in FIG. 1;

[0047] Figure 6 yes Figure 1 The diagram shows an exploded structure of a testing device for the clamping force of a rail locomotive door. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be described in further detail below with reference to the embodiments and accompanying drawings.

[0049] like Figures 1-6 The diagram shows the structure of a testing device for the clamping force of a rail locomotive door, comprising:

[0050] The system includes a gantry 1, a dual-slider single-axis driver 2, a single-slider single-axis driver 3, a dual linear guide rail module 4, a displacement sensor and limiter module 5, a force measurement module, and a movable base 7; the dual-slider single-axis driver 2 and the displacement sensor and limiter module 5 are used to adjust and read the distance between the clamping blocks in real time.

[0051] The single slider single-axis driver 3 and the displacement sensor and limiter module 5 are used to adjust and read the height position of the dual slider single-axis driver in real time to measure the closing clamping force of the door at different height positions.

[0052] The force measurement module is used to measure the clamping force when the door is closed; the dual linear guide rail module 4 is used to eliminate the influence of the door not contacting the force simultaneously with the clamping block during the clamping process.

[0053] The movable base 7, including a caster fixing device, locks the adjusted test device.

[0054] The aforementioned gantry 1 is fixed with a double linear guide rail module 4. A single slider single-axis driver 3 is connected to the double linear guide rail module 4 via a slide rail and moves freely left and right on the double linear guide rail module 4. A double slider single-axis driver 2 is connected to a single slider single-axis driver 3. The single slider single-axis driver 3 uses a motor to drive the double slider single-axis driver 2 to move up and down. A force measurement module is installed on the double slider single-axis driver 2 and moves to the left and right sides under the drive of the double slider single-axis driver 2.

[0055] The force measurement module is mounted on the dual-slider single-axis driver 2 and moves to the left and right sides under the drive of the dual-slider single-axis driver 2.

[0056] The aforementioned clamping blocks include a left door clamping block 8 and a right door clamping block 11, and the distance between the left door clamping block 8 and the right door clamping block 11 can be adjusted to accommodate the measurement distance required for different car doors.

[0057] The force measuring module comprises a left force measuring module and a right force measuring module; the left force measuring module comprises a left door clamp stopper 8, a left auxiliary cushion block 9, a left force sensor 12, and a left elastic assembly 13; the left door clamp stopper 8 is fixed on the left force sensor 12, the left auxiliary cushion block 9 is fixed behind the left force sensor 12 and is fixedly connected with the left elastic assembly 13, and is used for supporting the left force sensor 12 and buffering the inertial impact when the door is closed.

[0058] The right force measuring module comprises a right door clamp stopper 8, a right auxiliary cushion block 10, a right force sensor 14, and a right elastic assembly 15; the right door clamp stopper 11 is fixed on the right force sensor 14, the right auxiliary cushion block 10 is fixed behind the right force sensor 14 and is fixedly connected with the right elastic assembly 15, and is used for supporting the right force sensor 14 and buffering the inertial impact when the door is closed.

[0059] The left elastic assembly 13 and the right elastic assembly 15 are fixed on a bolt, and the bolt moves left and right on the screw rod of the double-slip single-shaft driver through the action of the driver.

[0060] The left force measuring module and the right force measuring module are left-right symmetrical, and can separately measure the closing clamping force of the left door and the right door; for a single-leaf door or other doors with limited measurement space, the left door clamp stopper and the right door clamp stopper in the left force measuring module or the right force measuring module can be removed to perform single measurement with the left force sensor and the right force sensor.

[0061] As shown in Figure 3 , the left force sensor and the right force sensor are combined with the left elastic assembly and the right elastic assembly, and compared with the measurement mode of the elastic deformation strain conversion force value and the spring coefficient deformation conversion force value at the present stage, higher-precision metrological traceability is provided.

[0062] The slider comprises a left slider 16 and a right slider 17; and the door comprises a left door 18 and a right door 19.

[0063] The adjustment of the test device comprises the following steps: the test device is pushed in front of the left door and the right door to be measured, and the position is adjusted so that the force axis directions of the left door clamp stopper 8 and the right door clamp stopper 11 are consistent with the clamping and closing of the left door 18 and the right door 19, and the transmission directions are consistent, and then the mobile base foot wheel fixing device is locked.

[0064] The double linear guide rail module 4 is a free sliding module, which can freely drive the double sliding block single shaft driver, the single sliding block single shaft driver, the clamping block, the force measuring module, the left force sensor, the right force sensor, the left sliding block and the right sliding block. After the measurement position is determined, since the door closing speed and the door closing clamping force of the left door and the right door have differences, and since the center line of the fixed position does not necessarily coincide with the center line of the door closing, the double linear guide rail module is set as a free sliding module to eliminate the influence of the left door 18 and the right door 19 on the left door clamping block 8 and the right door clamping block 11 not being in contact with the force during the measurement of the door clamping force. The moving base 7 includes a servo motor measurement and control system.

[0065] The device realizes the technical scheme advantages as follows:

[0066] First, the single sliding block single shaft driver, the displacement sensor and the limiter module are used to adjust and read the height position of the double sliding block single shaft driver in real time.

[0067] Second, the double sliding block single shaft driver, the displacement sensor and the limiter module are used to adjust and read the horizontal distance between the clamping blocks in real time.

[0068] Third, the left and right force measuring modules are used to continuously track and measure the clamping force of different door distances during door closing.

[0069] Fourth, the double linear guide rail module is used to eliminate the influence of the unbalanced load caused by the different contact between the door and the clamping block during the closing of the door.

[0070] Fifth, the left and right elastic components are used to buffer the inertial impact generated when the door contacts the left and right clamping blocks, to reduce the impact on the indication of the force sensor, and to ensure the safety of the measurement.

[0071] Sixth, the left force measuring module and the right force measuring module are left-right symmetrical, and can measure the closing clamping force of the left door and the right door respectively and individually. For a single door or other doors with limited measurement space, the left door clamping block and the right door clamping block in the left force measuring module and the right force measuring module can be removed to perform single measurement with the left force sensor and the right force sensor.

[0072] The specific implementation process is as follows:

[0073] When using the device, first, the base is moved to the position corresponding to the door by the servo motor control system, so that the left and right clamping blocks are on the door closing route; then the height position of the double-sliding-block single-shaft driver is adjusted and read in real time by the single-sliding-block single-shaft driver, the displacement sensor and the limiter module, so that the height position information of the door closing space domain where the left and right force sensors are located is obtained; then the horizontal distance between the clamping blocks is adjusted and read in real time by the double-sliding-block single-shaft driver, the displacement sensor and the limiter module, so that the horizontal position of the door closing space domain where the left and right force sensors are located is obtained; after the two positions are obtained, the specific position of the measuring point in the door closing space domain can be determined, then the door is closed, when the left and right doors contact the left and right clamping blocks, the left and right elastic components are used to realize buffering, the clamping force is applied to the left and right force sensors through the left and right auxiliary pads, the left and right force sensors can sense the existence of the clamping force and record the size change, as the left and right doors are closer and closer, the force value detected by the left and right force sensors is also larger and larger, when the maximum clamping force set by the vehicle is reached, the door will be automatically fixed or bounced back (related to the setting of the door itself), at this time, the force value recorded by the left and right force sensors is the change state of the door clamping force at this point, and the maximum clamping force of the door at this point can be read to determine whether it meets the clamping force standard; similarly, the maximum clamping force of other position points can be measured and determined whether it meets the requirement by adjusting the information of different heights and different horizontal distances.

[0074] The embodiment is intended to adjust and read the distance between the clamping blocks in real time by the double-sliding-block single-shaft driver and the displacement sensor and the limiter module, adjust and read the height position of the double-sliding-block single-shaft driver in real time by the single-sliding-block single-shaft driver and the displacement sensor and the limiter module, and realize the position adjustment of the left and right force sensors, so as to measure the clamping force of the door at different heights and different horizontal distances.

[0075] The left and right force sensors have the advantages of high accuracy, wide measurement range, safe measurement process, comprehensive measurement results and the like, can realize dynamic and online detection of the door clamping force, can comprehensively measure the clamping force in the door opening and closing time domain and the running space domain, can analyze the dynamic distribution of the door clamping force by using the collected data, can provide reliable detection data for the optimization design of the door closing system, can reduce human factors, and can realize the optimization of measurement uncertainty.

[0076] The full-domain positioning and measuring device designed in the embodiment has a frame type structure, can realize stable and safe support and dynamic real-time measurement, realizes the adjustment and fixed movement of the force measuring module in the door closing space domain by the double-sliding-block single-shaft driver in the horizontal direction and the single-sliding-block single-shaft driver in the vertical direction, and realizes the clamping force value measurement and tracking at different positions.

[0077] The left and right force sensors are designed to automatically collect and record data and realize remote wireless transmission of data, realize analysis of full-position obstacle detection data, and improve the detection effect of the door clamping force.

[0078] The device can measure the door clamping force at different door closing positions and different closing distances, so that the obtained data is more complete, the measurement result is more accurate, and the judgment is more convincing.

[0079] Although the embodiments of the present application are disclosed as above, the content is only for the purpose of understanding the embodiments adopted by the present application, and is not used to limit the present application. Any person skilled in the art of the present application can make any modification and change in the form and details without departing from the spirit and scope of the present application. The patent protection scope of the present application shall be subject to the scope defined by the appended claims.

Claims

1. A device for testing the full range of clamping force of a rail vehicle door, characterized in that, The device comprises a portal frame (1), a double-sliding-block single-shaft driver (2), a single-sliding-block single-shaft driver (3), a double-linear-guide-rail module (4), a displacement sensor and limiter module (5), a force measurement module and a mobile base (7); The double-sliding-block single-shaft driver (2) and the displacement sensor and limiter module (5) are used to adjust and read the distance between the clamping blocks in real time. The single-sliding-block single-shaft driver (3) and the displacement sensor and limiter module (5) are used to adjust and read the height position of the double-sliding-block single-shaft driver in real time, so as to measure the closing clamping force of the vehicle door at different height positions. The force measurement module is used to measure the closing clamping force of the vehicle door. The double-linear-guide-rail module (4) is used to eliminate the influence of the different contact forces between the vehicle doors and the clamping blocks during the clamping process of the measured door. The mobile base (7) comprises a caster fixing device and is used to lock the adjusted test device. The force measurement module comprises a left force measurement module and a right force measurement module. The left force measurement module comprises a left door clamping block (8), a left auxiliary pad block (9), a left force sensor (12) and a left elastic assembly (13).

2. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The left door clamping block (8) is fixed on the left force sensor (12), the left auxiliary pad block (9) is fixed behind the left force sensor (12) and is fixedly connected with the left elastic assembly (13), and is used to support the left force sensor (12) and realize the buffering of the inertial impact when the door is closed.

3. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The right force measurement module comprises a right door clamping block (8), a right auxiliary pad block (10), a right force sensor (14) and a right elastic assembly (15).

4. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The right door clamping block (11) is fixed on the right force sensor (14), the right auxiliary pad block (10) is fixed behind the right force sensor (14) and is fixedly connected with the right elastic assembly (15), and is used to support the right force sensor (14) and realize the buffering of the inertial impact when the door is closed.

5. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The portal frame (1) fixes the double-linear-guide-rail module (4).

6. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The single-sliding-block single-shaft driver (3) is connected with the double-linear-guide-rail module (4) through a sliding rail and can freely move left and right on the double-linear-guide-rail module (4). The double-sliding-block single-shaft driver (2) is connected with the single-sliding-block single-shaft driver (3), and the single-sliding-block single-shaft driver (3) drives the double-sliding-block single-shaft driver (2) to move up and down. The force measurement module is installed on the double-sliding-block single-shaft driver (2) and moves left and right under the driving of the double-sliding-block single-shaft driver (2). The clamping blocks comprise the left door clamping block (8) and the right door clamping block (11), and the required measurement distance of different vehicle doors is adapted by adjusting the distance between the left door clamping block (8) and the right door clamping block (11). The left elastic assembly (13) and the right elastic assembly (15) are fixed on a bolt, and the bolt moves left and right on the screw rod of the double-sliding-block single-shaft driver under the action of the driver. The left force measurement module and the right force measurement module are left-right symmetrical.

7. The device for testing the full domain of the clamping force of a rail vehicle door according to claim 1, wherein The double-sliding-block single-shaft driver (2) comprises a left sliding block (16) and a right sliding block (17). The vehicle door comprises a left door (18) and a right door (19).

8. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The adjustment of the testing device comprises: The testing device is pushed in front of the left and right doors to be tested, and the position is adjusted so that the force axis directions of the left and right door clamping blocks (8 and 11) are consistent with the clamping and closing of the left and right doors (18 and 19) and the driving directions are consistent.

9. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The double linear guide rail module (4) is a free sliding module, which can freely drive a double sliding block single shaft driver, a single sliding block single shaft driver, a clamping block, a force measuring module, a left force sensor, a right force sensor, a left sliding block and a right sliding block in a straight line.

10. The full domain testing device for rail locomotive door clamping force as claimed in claim 1, wherein, The mobile base (7) comprises a servo motor measurement and control system.

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