A reliability testing device for rail transit connectors

Abstract

The present invention discloses a rail transit connector reliability detection device, which belongs to the field of rail transit connector detection, including a detection platform, on which a detection unit is arranged, and the detection unit is used to detect the reliability of the rail transit connector. The present invention uses a detection simulation mechanism in conjunction with a power-on detection mechanism, based on the jitter and stretching state that occurs when the rail transit vehicle actually forms a road condition, to simulate the extreme use environment of the rail transit connector in real time, highly restore its working environment, and monitor the electrical connection characteristics of the rail transit connector in real time through the power-on detection mechanism, thereby achieving the effect of accurately detecting the reliability of the rail transit connector, and by cooperating with the electromagnetic on-off ring equipped with an electromagnetic on-off switch and a magnet ring, it is possible to protect external electrical equipment during the stretching process to ensure that the detection result is not affected, while achieving the effect of adjusting the stretching simulation process in real time.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit connector detection, and in particular to a rail transit connector reliability detection device. Background Art

[0002] A rail transit connector is a device used to transmit current between rail transit vehicles and power supply systems. It prevents potential safety hazards such as electrical circuit breaks and overloads, and ensures the safe operation of rail transit systems. A rail transit connector consists of a signal transmission male connector and a signal receiving female connector, which lock and seal the internal battery cell connection parts through snap-on connection.

[0003] Due to the various driving conditions of rail transit vehicles during driving, the rail transit connectors will vibrate synchronously and their cables will be in a stretched state. At this time, the rail transit connectors need to be tested for their circuit connection status to explore their seismic performance and electrical connection characteristics under the stretched state. Summary of the invention

[0004] The purpose of the present invention is to solve the problem in the prior art that due to various driving conditions during the driving of rail transit vehicles, the rail transit connectors may vibrate synchronously and their cables may be in a stretched state, which may affect their electrical connection characteristics, and to propose a rail transit connector reliability detection device.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A rail transit connector reliability detection device comprises a detection platform for detecting rail transit connectors, the detection platform is provided with a detection unit, the detection unit is used to detect the reliability of the rail transit connector, the detection unit is composed of a detection drive mechanism, a detection simulation mechanism and a power-on detection mechanism;

[0007] The detection drive mechanism comprises a rotary servo motor arranged at the bottom of the detection platform, the output shaft of the rotary servo motor is fixed to the detection platform through a driving connecting rod, and a shaking driving column is arranged on the outer surface of the driving connecting rod;

[0008] The detection simulation mechanism includes a simulation drive disk sleeved outside the driving connecting rod, and the simulation drive disk is movably connected to the shaking drive column through a shaking drive track, and a stretching drive track is arranged on the top of the simulation drive disk, and the stretching drive track drives a stretching stable base through a stretching drive rod, and the top of the stretching stable base limits the connection end of the rail transit connector through a limiting clamping seat;

[0009] The power-on detection mechanism includes an electrical detector arranged on the top of the detection platform, the electrical detector is composed of a multimeter and a connecting wire, and the electrical detector is electrically connected to the non-power supply end of the rail transit connector through the connecting wire.

[0010] Preferably, a power supply platform is provided on the top of the detection platform, and the top of the power supply platform is electrically connected to the power supply end of the rail transit connector through a power supply device.

[0011] Preferably, the detection platform is slidably connected to the stretching stable base via a limiting slide groove, and the limiting slide groove is slidably connected to the stretching driving rod via a limiting through hole.

[0012] Preferably, the shaking drive track is composed of annular teeth and annular grooves of a shaking ratchet, the shaking drive column is rotated and distributed on the outer surface of the driving connecting rod, and the shaking drive column drives the detection platform to rotate up or down through the annular teeth of the shaking ratchet, and the shaking drive column drives the detection platform to rotate smoothly through the annular groove.

[0013] Preferably, the bottom of the stretching drive rod is slidably connected to the stretching drive rail through a stretching matching sleeve, a stretching fixed connecting rod is fixed to the top of the stretching stable base, and a stretching fixed clamp is provided at the end of the stretching fixed connecting rod near the rail transit connector cable, and the stretching fixed clamp is driven by a locking sleeve through a fixing bolt.

[0014] Preferably, a tensile drive simulation sleeve is provided on the top of the test bench, and an electromagnetic on-off ring is provided inside the tensile drive simulation sleeve. The electromagnetic on-off ring increases the tensile strength of the cable on one side of the rail transit connector through a magnet ring.

[0015] Preferably, a rail transit connector cable buffer is arranged between the stretching drive simulation sleeve and the stretching fixing clamp, and the stretching stable base is connected to an electromagnetic on-off switch through a touch slider, and the stretching stable base turns on the electromagnetic on-off ring in the opposite direction of the movement of the stretching stable base through the electromagnetic on-off switch.

[0016] Preferably, a stretching detection mechanism is also provided on the top of the detection platform, and the stretching detection mechanism is used to detect the stability of the cable connection end of the rail transit connector under a simulated state. The stretching detection mechanism includes a displacement detector arranged inside the limit card seat, and the displacement detector is composed of a limit clamp relatively arranged and sliding on the stretching stable base and an infrared counter-radiation sensor fixed on the stretching stable base.

[0017] Preferably, the inner wall of the limit clamp limits the sliding distance of the limit clamp by limiting the sliding groove, and the two limit clamps are always in a closed state by compression springs, and the infrared counter-radiation sensors are symmetrically arranged on the front and rear sides of the limit clamp.

[0018] In the prior art, due to various road conditions during the driving of rail transit vehicles, the rail transit connectors will vibrate synchronously and the cables will be stretched, which may affect their electrical connection characteristics.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1. Through the detection simulation mechanism and the power-on detection mechanism, based on the jitter and stretching state of the actual road conditions of rail transit vehicles, the extreme use environment of the rail transit connector is simulated in real time, and its working environment is highly restored. The electrical connection characteristics of the rail transit connector are monitored in real time through the power-on detection mechanism, so as to achieve the effect of accurately detecting the reliability of the rail transit connector.

[0021] 2. By cooperating with the electromagnetic on-off ring equipped with an electromagnetic on-off switch and the magnet ring, the rail transit connector cable in the opposite direction of its movement direction can be stretched and protected during the movement of the stretching stable base, thereby forming a unilateral stretching. At the same time, the electromagnetic resistance additionally provided on the magnet ring by the electromagnetic on-off ring can increase the stretching force on the cable. The tensile force on the cable can also be adjusted by controlling the internal current of the electromagnetic on-off ring, thereby protecting the external electrical equipment during the stretching process to ensure that the test results are not affected, while achieving the effect of real-time adjustment of the stretching simulation process.

[0022] 3. Through the displacement detector equipped with an infrared counter-radiation sensor and the connection status of the rail transit connector connection end, based on the laws of optical geometry, the connection reliability of the male and female connection ends can be monitored in real time, avoiding the situation where the connection between the male and female connections is loose and the connection reliability of the connection ends cannot be known by only detecting the power-on characteristics, thereby achieving the effect of expanding the reliability detection range. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the overall structure of a rail transit connector reliability detection device proposed by the present invention;

[0024] Figure 2 This is an exploded view of the overall structure of a rail transit connector reliability detection device proposed by the present invention;

[0025] Figure 3 For the present invention Figure 2 A magnified view of the structure at center A;

[0026] Figure 4 This is an assembly view of a rail transit connector reliability detection device proposed by the present invention;

[0027] Figure 5 For the present invention Figure 4 A magnified view of the structure at B in the middle;

[0028] Figure 6 This is a structural explosion view of a detection simulation mechanism and a power-on detection mechanism of a rail transit connector reliability detection device proposed by the present invention;

[0029] Figure 7 This is a structural schematic diagram of a tensile stabilization base and a limit clamping seat of a rail transit connector reliability detection device proposed by the present invention;

[0030] Figure 8 This is a schematic diagram of the internal structure of a tensile stabilization base and a limit clamping seat of a rail transit connector reliability detection device proposed by the present invention.

[0031] In the figure: 1. test table; 11. power supply table; 12. limit slide; 2. rotary servo motor; 21. drive connecting rod; 22. shaking drive column; 3. simulation drive disk; 31. shaking drive track; 311. shaking ratchet annular teeth; 312. annular groove; 32. stretching drive track; 4. stretching stable base; 41. stretching drive rod; 411. stretching matching sleeve; 42. limit card seat; 421. limit clamp; 422. infrared beam sensor; 423. compression spring; 43. stretching fixed connecting rod; 431. stretching fixed clamp; 432. locking sleeve; 44. touch slide; 5. stretching drive simulation sleeve; 51. electromagnetic on-off ring; 52. magnet ring; 6. electrical detector. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0033] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "top / bottom" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0034] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "mounted / connected", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0035] Example, see Figures 1 to 8 A rail transit connector reliability detection device includes a detection platform 1 for detecting rail transit connectors. The detection platform 1 is provided with a detection unit, which is used to detect the reliability of the rail transit connector. The detection unit consists of a detection drive mechanism, a detection simulation mechanism and a power-on detection mechanism.

[0036] It should be noted that a power supply platform 11 is provided on the top of the detection platform 1. The top of the power supply platform 11 is electrically connected to the power supply end of the rail transit connector through a power supply device, and a specified detection current is transmitted to the rail transit connector to facilitate the subsequent power-on detection mechanism to detect the current and voltage passing through the rail transit connector. This is an existing detection power supply technology and will not be repeated in the subsequent description.

[0037] like Figure 1 and Figure 2 As shown, the detection drive mechanism includes a rotary servo motor 2 arranged at the bottom of the detection platform 1, the output shaft of the rotary servo motor 2 is fixed to the detection platform 1 through a driving connecting rod 21, and a shaking driving column 22 is arranged on the outer surface of the driving connecting rod 21.

[0038] It should be noted that the output shaft of the rotary servo motor 2 is provided with a clamping groove which is slidably connected to the driving connecting rod 21. After starting the rotary servo motor 2, it can drive the driving connecting rod 21 to rotate synchronously, and when the driving connecting rod 21 rises and falls by shaking the driving column 22, it can also rotate synchronously with the output shaft of the rotary servo motor 2.

[0039] like Figure 4 and Figure 5 As shown, the detection simulation mechanism includes a simulation driving disk 3 which is sleeved on the outside of the driving connecting rod 21, and the simulation driving disk 3 is movably connected with the shaking driving column 22 through a shaking driving track 31, and a stretching driving track 32 is arranged on the top of the simulation driving disk 3, and the stretching driving track 32 drives a stretching stable base 4 through a stretching driving rod 41, and the top of the stretching stable base 4 limits the connecting end of the rail transit connector through a limiting clamp 42.

[0040] It should be noted that the simulation process of the detection simulation mechanism is divided into: a shaking simulation process and a unilateral stretching simulation process. The shaking simulation process drives the shaking drive column 22 through the shaking drive track 31, driving the detection platform 1 to intermittently rise and fall, generating a shaking force on the connecting end of the rail transit connector cable, simulating its shaking process. The unilateral stretching simulation process drives the stretching stable base 4 through the stretching drive track 32, driving the stretching stable base 4 to slide radially along the top of the detection platform 1, generating a stretching force on the rail transit connector cable, simulating its stretching process.

[0041] Furthermore, the shaking drive track 31 is composed of a shaking ratchet annular teeth 311 and an annular groove 312, the shaking drive column 22 is rotated and distributed on the outer surface of the driving connecting rod 21, and the shaking drive column 22 drives the detection platform 1 to rotate up or down through the shaking ratchet annular teeth 311, and the shaking drive column 22 drives the detection platform 1 to rotate smoothly through the annular groove 312.

[0042] It should be noted that: when the shaking simulation and unilateral stretching simulation are performed on the connecting end of the rail transit connector cable, the unilateral stretching simulation state is divided into a static stretching process and a dynamic stretching process. The static stretching process is when the shaking drive column 22 rotates to the annular groove 312, and the test platform 1 rotates smoothly, and only the stretching stable base 4 is used to stretch the rail transit connector cable part. The dynamic stretching process is when the shaking drive column 22 rotates to the shaking ratchet annular tooth 311 and fluctuates, thereby driving the test platform 1 to rotate while experiencing a movement process of first rising and then falling.

[0043] Further, the detection platform 1 is slidably connected to the stretching stable base 4 through the limiting slide groove 12, and the limiting slide groove 12 is slidably connected to the stretching driving rod 41 through the limiting through hole;

[0044] It should be noted that when the stretching stabilization base 4 moves on the top of the test bench 1, it moves radially through the limiting slide groove 12, so as to stretch the rail transit connector cable with the axial tension thereof, so as to avoid the subsequent electromagnetic on-off ring 51 from shifting the pulling direction of the single-side cable when the cable is pulled obliquely, thereby increasing the friction between the magnet ring 52 and the stretching drive simulation sleeve 5, and causing the problem of excessive error in the experimental data.

[0045] Based on the above, the bottom of the stretching drive rod 41 is slidably connected to the stretching drive rail 32 through the stretching matching sleeve 411, the top of the stretching stable base 4 is fixed with a stretching fixed link 43, and the stretching fixed link 43 is provided with a stretching fixed clamp 431 near the end of the rail transit connector cable, the stretching fixed clamp 431 is driven by a fixing bolt with a locking sleeve 432, and a buffer section cable, i.e. a short-distance bending section cable, is provided between the rail transit connector cable and the locking sleeve 432.

[0046] It should be noted that when the stretching matching sleeve 411 is driven to move by the stretching driving rail 32, the stretching driving rod 41 will be driven to move synchronously, and the stretching driving rod 41 is slidably connected to the stretching stable base 4, so that when the detection platform 1 shakes up and down, the transmission connection relationship between the stretching driving rail 32 and the stretching stable base 4 can still be maintained. At the same time, the cable at the stretching fixing clamp 431 can be locked through the locking sleeve 432, so that during the radial movement of the stretching stable base 4, the cable of the rail transit connector is driven to move synchronously, providing driving force for its cable stretching.

[0047] Based on the above, a tensile drive simulation sleeve 5 is further provided on the top of the test platform 1, and an electromagnetic on-off ring 51 is provided inside the tensile drive simulation sleeve 5. The electromagnetic on-off ring 51 increases the tensile strength of the cable on one side of the rail transit connector through the magnet ring 52;

[0048] A rail transit connector cable buffer is arranged between the stretching drive simulation sleeve 5 and the stretching fixing clamp 431, and the stretching stable base 4 is connected to an electromagnetic on-off switch through the touch slider 44. The stretching stable base 4 turns on the electromagnetic on-off ring 51 in the opposite direction of the movement of the stretching stable base 4 through the electromagnetic on-off switch.

[0049] It should be noted that: when the stretching driving rail 32 drives the stretching stable base 4 to move in one direction, the cable in the buffer zone is stretched by the stretching fixing clamp 431, and at the same time, the electromagnetic on-off switch is turned on by touching the sliding bar 44, so that the electromagnetic on-off ring 51 opposite to the movement direction generates an attractive force on the magnet ring 52, thereby generating a pull-back force on the cable through the attraction section here, so that it forms a unilateral stretching force, simulating the actual use of the rail transit connector, and the stretching process of the cable on one side of the connection end drives the stretching of the cable on the other side, so as to facilitate the subsequent detection of the current transmission condition and the firmness of the connection end under the cable stretching and shaking state;

[0050] A further benefit of adopting the above method is that by setting a buffer zone at the locking end of the rail transit connector cable, a buffer can be provided for the cable segment electrically connected to the power supply platform 11 and the electrical detector 6 during unilateral tension drive, without causing tension to the power supply connection segment cable and the detection connection end cable, thereby avoiding tension damage to the power supply equipment and the multimeter terminal, thereby achieving the effect of protecting external electrical equipment.

[0051] like Figure 1 and Figure 6 As shown, the power-on detection mechanism includes an electrical detector 6 arranged on the top of the detection platform 1. The electrical detector 6 is composed of a multimeter and connecting wires. The electrical detector 6 is electrically connected to the non-power supply end of the rail transit connector through the connecting wires.

[0052] It should be noted that: during the detection simulation process of the rail transit connector, the power supply status of the rail transit connector by the existing power supply equipment is maintained, and the current and voltage of the rail transit connector transmitted to the non-power supply end are detected through a multimeter, so that the electrical connection reliability of the rail transit connector under extreme conditions, namely, shaking and stretching conditions, can be detected in real time.

[0053] Based on the above, a stretching detection mechanism is also provided on the top of the test platform 1, and the stretching detection mechanism is used to detect the stability of the cable connection end of the rail transit connector under the simulation state. The stretching detection mechanism includes a displacement detector arranged inside the limit clamp 42, and the displacement detector is composed of a limit clamp 421 that is relatively arranged and slides on the stretching stable base 4 and an infrared counter-radiation sensor 422 fixed on the stretching stable base 4.

[0054] It should be noted that: by limiting the male and female heads of the rail transit connector through two limit clamps 421, the interval can always be maintained at the distance between the clamping ends of the male and female heads when the stretching stable base 4 is stretched through the stretching driving track 32 for simulation, and at the same time, during the shaking stretching driving process and the static stretching driving process of the rail transit connector, the connection firmness of the connecting end of the rail transit connector can be detected in real time.

[0055] Furthermore, the inner wall of the limiting clamp 42 limits the sliding distance of the limiting clamp 421 through the limiting sliding groove, and the two limiting clamps 421 are always in a closed state through the compression spring 423, and the infrared radiation sensor 422 is symmetrically arranged on the front and rear sides of the limiting clamp 421.

[0056] It should be noted that the infrared counter-radiation sensor 422 is composed of an infrared transmitter and an infrared receiver that are relatively arranged. When the connection between the male and female heads of the rail transit connector is loose, the infrared laser emitted by the infrared transmitter can be received by the infrared receiver. At this time, the displacement detector detects that the reliability of the rail transit connector is unqualified, that is, the connection end of the rail transit connector is loose, and there is a possibility that the male and female heads are disconnected.

[0057] Working principle:

[0058] When testing the reliability of the rail transit connector, the present invention is divided into the following steps according to the connection testing process of the rail transit connector: an installation and wiring process of the rail transit connector, a static stretching power-on testing process and a dynamic stretching power-on testing process.

[0059] Based on the above, the installation and wiring process of the rail transit connector is as follows: after the male and female heads of the rail transit connector are clamped together, they are clamped on the top of the limit clamp 42, and the male and female cables are electrically connected to the power supply equipment and the electrical detector 6 through wires respectively, thereby completing the installation preparation operation before the rail transit connector is tested.

[0060] Based on the above, the static stretching power-on detection process of the rail transit connector is: when the stretching driving rod 41 drives the stretching stable base 4 to move radially through the stretching driving track 32, a stretching force is generated on the cables on both sides of the rail transit connector connection end, and when the shaking driving column 22 contacts the annular groove 312, the detection platform 1 is driven to rotate smoothly, so that the rail transit connector connection end only performs a stretching drive simulation operation. At this time, the process of detecting the power-on status of the rail transit connector through the electrical detector 6 is the static stretching power-on detection process;

[0061] Based on the above, the dynamic stretching power-on detection process of the rail transit connector is: when the rotating servo motor 2 is started to drive the driving connecting rod 21 to rotate, when the shaking driving column 22 passes through the shaking ratchet annular tooth 311, it drives the detection platform 1 to rotate up and down, and during this period, the stretching stable base 4 is driven by the stretching driving track 32 to synchronously stretch the connecting end of the rail transit connector, so that it performs a shaking stretching drive simulation operation. At this time, the process of detecting the power-on status of the rail transit connector through the electrical detector 6 is the dynamic stretching power-on detection process.

[0062] Based on the above, during the power-on detection process of the rail transit connector, the reliability of its connection end is detected by the stretching detection mechanism, and the detection process is specifically as follows: when the stretching stable base 4 is stretched by the stretching driving track 32 for simulation, the two limit clamps 421 always keep the interval at the distance between the male and female clamping ends, and at the same time, during the shaking stretching driving process and the static stretching driving process of the rail transit connector, the connection firmness of the connection end of the rail transit connector is detected in real time;

[0063] Based on the above, when the connection between the male and female heads of the rail transit connector is loose, the infrared laser emitted by the infrared transmitter can be received by the infrared receiver. At this time, the displacement detector detects that the reliability of the rail transit connector is unqualified. When the male and female heads of the rail transit connector are not loose, the infrared receiver cannot receive the infrared laser emitted by the infrared transmitter, thereby further detecting the reliability of the rail transit connection.

[0064] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A rail transit connector reliability testing device, comprising a testing platform (1) for testing rail transit connectors, characterized in that: The testing platform (1) is provided with a testing unit, which is used to test the reliability of the rail transit connector, and the testing unit is composed of a testing drive mechanism, a testing simulation mechanism and a power-on testing mechanism; The detection drive mechanism comprises a rotary servo motor (2) arranged at the bottom of the detection platform (1), the output shaft of the rotary servo motor (2) being fixed to the detection platform (1) via a drive connecting rod (21), and a shaking drive column (22) being arranged on the outer surface of the drive connecting rod (21); The detection simulation mechanism comprises a simulation drive disk (3) sleeved outside the drive connecting rod (21), and the simulation drive disk (3) is movably connected to the shaking drive column (22) via a shaking drive track (31), and a stretching drive track (32) is arranged on the top of the simulation drive disk (3), and the stretching drive track (32) drives a stretching stable base (4) via a stretching drive rod (41), and the top of the stretching stable base (4) limits the connection end of the rail transit connector via a limit clamp (42); The power-on detection mechanism comprises an electrical detector (6) arranged on the top of the detection platform (1), the electrical detector (6) comprising a multimeter and a connecting wire, and the electrical detector (6) is electrically connected to the non-power supply end of the rail transit connector via the connecting wire.

2. A rail transit connector reliability detection device according to claim 1, characterized in that: A power supply platform (11) is provided on the top of the detection platform (1), and the top of the power supply platform (11) is electrically connected to the power supply end of the rail transit connector via a power supply device.

3. A rail transit connector reliability detection device according to claim 1, characterized in that: The detection platform (1) is slidably connected to the stretching stable base (4) via a limiting sliding groove (12), and the limiting sliding groove (12) is slidably connected to the stretching driving rod (41) via a limiting through hole.

4. A rail transit connector reliability detection device according to claim 1, characterized in that: The shaking drive track (31) is composed of shaking ratchet annular teeth (311) and an annular groove (312); the shaking drive column (22) is rotatably distributed on the outer surface of the driving connecting rod (21); and the shaking drive column (22) drives the detection platform (1) to rotate upward or downward through the shaking ratchet annular teeth (311); and the shaking drive column (22) drives the detection platform (1) to rotate smoothly through the annular groove (312).

5. The rail transit connector reliability detection device according to claim 1, characterized in that: The bottom of the stretching driving rod (41) is slidably connected to the stretching driving track (32) via a stretching matching sleeve (411); a stretching fixing connecting rod (43) is fixed to the top of the stretching stabilizing base (4); and a stretching fixing clamp (431) is provided at the end of the stretching fixing connecting rod (43) close to the rail transit connector cable; the stretching fixing clamp (431) is driven by a locking sleeve (432) via a fixing bolt.

6. A rail transit connector reliability detection device according to claim 5, characterized in that: A tensile drive simulation sleeve (5) is arranged on the top of the test bench (1), an electromagnetic on-off ring (51) is arranged inside the tensile drive simulation sleeve (5), and the electromagnetic on-off ring (51) increases the tensile strength of a single-side cable of a rail transit connector through a magnet ring (52).

7. A rail transit connector reliability detection device according to claim 6, characterized in that: A rail transit connector cable buffer is provided between the stretching drive simulation sleeve (5) and the stretching fixing clamp (431), and the stretching stable base (4) is connected to an electromagnetic on-off switch by touching a sliding bar (44), and the stretching stable base (4) switches on an electromagnetic on-off ring (51) in the opposite direction of movement of the stretching stable base (4) through the electromagnetic on-off switch.

8. The rail transit connector reliability detection device according to claim 1, characterized in that: A stretch detection mechanism is also provided on the top of the detection platform (1), and is used to detect the stability of the cable connection end of the rail transit connector in a simulated state. The stretch detection mechanism comprises a displacement detector arranged inside a limit clamp (42), and the displacement detector comprises a limit clamp (421) arranged relatively to slide on the stretch stabilization base (4) and an infrared counter-radiation sensor (422) fixed on the stretch stabilization base (4).

9. A rail transit connector reliability detection device according to claim 8, characterized in that: The inner wall of the limit clamp (42) limits the sliding distance of the limit clamp (421) via a limiting slide groove, and the two limit clamps (421) are always in a closed state via a compression spring (423), and the infrared counter-radiation sensor (422) is symmetrically arranged on the front and rear sides of the limit clamp (421).

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