A fatigue test device for railway track shock-absorbing elastic pads

Abstract

The invention discloses a railway track shock-absorbing elastic pad fatigue test device, which relates to the technical field of elastic pad fatigue test, and comprises a rail system, a test vehicle, a blocking mechanism, a pressurizing mechanism, a cooling mechanism, a temperature monitoring component and a control module, wherein a pressurizing mechanism is further arranged between two groups of blocking mechanisms; the pressurizing mechanism comprises a lifting plate slidably arranged between the blocking mechanisms, a plurality of connecting plates fixedly connected to the lifting plates, and a hydraulic lifting unit connected to the connecting plates and arranged on the ground; a connecting piece is arranged at the upper end of the test vehicle at a position corresponding to the lifting plate, and the connecting piece is slidably arranged at the lower end of the lifting plate; the rail system comprises a pad under the rail and a pad under the plate, and a cooling mechanism is arranged on the outer sides of the pad under the rail and the pad under the plate; the invention realizes the dynamic load change of the simulated train at different speeds and ensures the stability and controllability of the temperature during the test.

Description

Technical Field

[0001] The invention relates to the technical field related to elastic pad fatigue testing, and in particular to a railway track shock-absorbing elastic pad fatigue testing device. Background Art

[0002] In modern track structure systems, elastic pads are placed between rails and concrete sleepers, mainly to play the role of buffering and vibration reduction, and optimize the stress characteristics of the track structure. When the train runs on the track at high speed, the elastic pads of the fastener system can reduce the vibration and impact caused by the train, reduce the vibration and dynamic load of the track, buffer the impact on the track substructure, and provide necessary insulation capacity. Therefore, the test of elastic pads is an important test to detect whether the shock-absorbing elastic pads are qualified.

[0003] Patent document with publication number CN118329423A discloses a railway track shock-absorbing elastic pad fatigue test device, including a test box and a test vehicle, wherein a railway track is laid in the test box, and a shock-absorbing elastic pad is arranged under the railway track. The test vehicle includes a vehicle body, and the vehicle body runs on the railway track through wheels. A test box is installed on the upper side of the vehicle body, and one side of the test box is connected to a nozzle through a discharge pipe, and the nozzle sprays a test medium toward the shock-absorbing elastic pad. When the test vehicle runs on the railway track, the test box sprays acid, alkali or mud toward the railway track and the shock-absorbing elastic pad through the nozzle, so that the aging of the shock-absorbing elastic pad can be accelerated, thereby realizing the aging test of the shock-absorbing elastic pad.

[0004] However, during actual use, the inventors found that the existing test equipment could hardly accurately simulate the complex load changes of the train in actual operation. When the load needed to be changed, the simulated train needed to be stopped and the load on the simulated train needed to be increased or decreased, which affected the test efficiency. At the same time, during the test, in order to achieve a rapid simulation effect, the temperature of the rail shock-absorbing pad would rise rapidly due to frequent loads, resulting in a large deviation between the test results and actual usage. Summary of the invention

[0005] In order to solve the defects in the prior art, the present invention provides a railway track shock-absorbing elastic pad fatigue test device.

[0006] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0007] The present invention provides a railway track shock-absorbing elastic pad fatigue test device, comprising:

[0008] Rail systems and test vehicles;

[0009] The front and rear ends of the rail system are respectively provided with blocking mechanisms for blocking the test vehicle, and a boosting mechanism is also provided between the two groups of blocking mechanisms;

[0010] The boosting mechanism comprises a lifting plate slidably arranged between the blocking mechanisms, a plurality of connecting plates fixedly connected to the lifting plate, and a hydraulic lifting unit connected to the connecting plates and arranged on the ground;

[0011] The upper end of the test vehicle is provided with a connecting piece at a position corresponding to the lifting plate, and the connecting piece is slidably provided at the lower end of the lifting plate;

[0012] The rail system comprises a rail pad and a plate pad, and a cooling mechanism is arranged on the outer sides of the rail pad and the plate pad;

[0013] During the reciprocating operation of the test vehicle, as the load increases and the frequency of the reciprocating movement of the test vehicle increases, when the temperature monitoring component detects that the temperature of the pad under the rail and the pad under the board exceeds the threshold, the control module controls the cooling mechanism to operate and cool the pad under the rail and the pad under the board.

[0014] As a preferred technical solution of the present invention, the rail system includes a rail, an iron pad and a base from top to bottom, the rail pad is arranged between the rail and the iron pad, and the plate pad is arranged between the iron pad and the base.

[0015] As a preferred technical solution of the present invention, the test vehicle comprises:

[0016] wheels, set on rails;

[0017] A vehicle body, wherein the wheels are rotatably arranged on the vehicle body;

[0018] A load-bearing frame is arranged inside the vehicle body through a plurality of groups of shock-absorbing springs, and the upper end of the load-bearing frame is fixedly connected to the connecting member;

[0019] There are two sets of push plates, which are respectively arranged at the front and rear ends of the vehicle body.

[0020] As a preferred technical solution of the present invention, the blocking mechanism includes fixed plates fixedly arranged at both ends of the rail and blocking plates connected to the fixed plates through a plurality of groups of buffer springs.

[0021] As a preferred technical solution of the present invention, a placement slot is provided on the fixed plate at a position corresponding to the lifting plate, and one end of the lifting plate extending into the placement slot is connected to the fixed plate via a plurality of reset springs.

[0022] As a preferred technical solution of the present invention, the connecting member includes a connecting column fixedly connected to the supporting frame and a limiting plate fixedly arranged on the upper end of the connecting column;

[0023] A limiting groove matched with the limiting plate is provided at the lower end of the lifting plate at a position corresponding to the limiting plate.

[0024] As a preferred technical solution of the present invention, the temperature monitoring component includes a first temperature sensing component for monitoring the pad under the rail and a second temperature sensing component for monitoring the pad under the board.

[0025] As a preferred technical solution of the present invention, the bottom pad of the plate is a grooved elastic pad.

[0026] As a preferred technical solution of the present invention, the cooling mechanism comprises:

[0027] A heat conducting plate, fixedly arranged on the side of the pad under the rail;

[0028] Heat-conducting rods are provided in a plurality of groups and are arranged in grooves on the pad under the plate;

[0029] Heat dissipation fins, a group of heat dissipation fins are respectively arranged at both ends of the heat conduction rod, and the heat conduction plate is connected to the heat dissipation fins through a plurality of heat conduction columns;

[0030] A heat dissipation fan is fixed on the ground and arranged toward the heat dissipation fins.

[0031] As a preferred technical solution of the present invention, the control module includes a microprocessor and a memory, wherein the memory stores preset temperature thresholds and load curves of the rail pad and the plate pad, and the microprocessor controls the operation of the cooling mechanism and the hydraulic lifting unit according to the preset temperature thresholds and load curves.

[0032] The beneficial effects of the present invention are:

[0033] 1. In the present invention, a boosting mechanism is provided between the blocking mechanisms, and the hydraulic lifting unit can be adjusted according to a preset load curve, thereby driving the lifting plate to press downward toward the test vehicle or upward away from the test vehicle, thereby realizing the dynamic load change of the simulated train at different speeds. The dynamic change of the load can be realized without stopping the test vehicle, thereby improving the test efficiency.

[0034] 2. In the present invention, by setting a temperature monitoring component in conjunction with a cooling mechanism, the real-time temperature of the pad under the rail and the pad under the board can be accurately measured through real-time monitoring by the first temperature sensing component and the second temperature sensing component. When the temperature of the pad under the rail and the pad under the board exceeds a preset threshold, the cooling fan starts and quickly discharges the heat transferred to the cooling fins through the heat conducting plate and the heat conducting rod, thereby ensuring the stability and controllability of the temperature during the test, thereby improving the accuracy of the test results. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0036] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0037] Figure 2 It is a front view structural schematic diagram of the present invention.

[0038] Figure 3 A schematic diagram of the structure of the rail system.

[0039] Figure 4 This is a schematic diagram of the test vehicle structure.

[0040] Figure 5 It is a structural schematic diagram of the blocking mechanism.

[0041] Figure 6 A schematic diagram of the structure of the connector.

[0042] Figure 7 It is a structural schematic diagram of the cooling mechanism.

[0043] Figure 8 for Figure 7 A local enlarged schematic diagram of point A in the middle.

[0044] Fig. 9 for Figure 8 A local enlarged schematic diagram of point B in the middle.

[0045] Fig.10 Another structural schematic diagram of the cooling mechanism.

[0046] Fig.11 It is a schematic diagram of the local structure of the cooling mechanism.

[0047] Fig.12 It is a structural diagram of the control module.

[0048] In the figure: 1. rail system; 11. rail; 12. iron pad; 13. base; 14. pad under rail; 15. pad under plate; 2. test vehicle; 21. wheel; 22. vehicle body; 23. load frame; 24. shock-absorbing spring; 25. push plate; 3. blocking mechanism; 31. fixing plate; 311. placement slot; 32. buffer spring; 33. blocking plate; 4. booster mechanism; 41. lifting plate; 411. limit slot; 42. connecting plate; 43. hydraulic lifting unit; 44. reset spring; 5. connecting piece; 51. connecting column; 52. limit plate; 6. cooling mechanism; 61. heat conducting plate; 62. heat conducting rod; 63. heat dissipation fin; 64. heat conducting column; 65. heat dissipation fan; 7. temperature monitoring component; 71. first temperature sensing component; 72. second temperature sensing component; 8. control module; 81. microprocessor; 82. memory. DETAILED DESCRIPTION

[0049] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0050] Embodiment 1: Figure 1-Figure 7 As shown, a railway track shock-absorbing elastic pad fatigue test device includes a rail system 1, a test vehicle 2, a blocking mechanism 3, a pressurizing mechanism 4, a cooling mechanism 6, a temperature monitoring component 7 and a control module 8. The front and rear ends of the rail system 1 are respectively provided with blocking mechanisms 3 for blocking the test vehicle 2, and a pressurizing mechanism 4 is also provided between the two groups of the blocking mechanisms 3; the pressurizing mechanism 4 includes a lifting plate 41 slidably arranged between the blocking mechanisms 3, a plurality of connecting plates 42 fixedly connected to the lifting plates 41, and a hydraulic lifting unit 43 connected to the connecting plates 42 and arranged on the ground; the upper end of the test vehicle 2 is provided with a connecting member 5 at a position corresponding to the lifting plate 41, and the connecting member 5 is slidably arranged at the lower end of the lifting plate 41; the rail system 1 includes a rail under-pad 14 and a plate under-pad 15, and the outer sides of the rail under-pad 14 and the plate under-pad 15 are provided with a cooling mechanism 6;

[0051] During the reciprocating operation of the test vehicle 2, as the load increases and the frequency of the reciprocating movement of the test vehicle 2 increases, when the temperature monitoring component 7 detects that the temperature of the rail pad 14 and the board pad 15 exceeds the threshold, the control module 8 controls the cooling mechanism 6 to operate and cool the rail pad 14 and the board pad 15.

[0052] Among them, by arranging the booster mechanism 4 between the blocking mechanisms 3, the hydraulic lifting unit 43 can be adjusted according to the preset load curve, thereby driving the lifting plate 41 to press downward toward the test vehicle 2 or upward away from the test vehicle 2, thereby realizing the dynamic load change of the simulated train at different speeds, and the dynamic change of the load can be realized without stopping the test vehicle 2, thereby improving the test efficiency;

[0053] By setting up a temperature monitoring component 7 in conjunction with the cooling mechanism 6, through real-time monitoring by the first temperature sensing component 71 and the second temperature sensing component 72, the real-time temperature of the rail pad 14 and the board pad 15 can be accurately measured. When the temperature of the rail pad 14 and the board pad 15 exceeds a preset threshold, the cooling fan 65 starts and quickly discharges the heat transferred to the cooling fins 63 through the heat conducting plate 61 and the heat conducting rod 62, thereby ensuring the stability and controllability of the temperature during the test, thereby improving the accuracy of the test results.

[0054] Further, if Figure 3 As shown, the rail system 1 includes a rail 11, an iron pad 12 and a base 13 from top to bottom, the rail pad 14 is arranged between the rail 11 and the iron pad 12, and the plate pad 15 is arranged between the iron pad 12 and the base 13, wherein the iron pad 12 and the rail 11 are fixedly connected by elastic bars, and the iron pad 12 and the base 13 are fixedly connected by anchor bolts, which is the prior art and the specific structure is not repeated.

[0055] Further, if Figure 4 As shown, the test vehicle 2 includes wheels 21, a vehicle body 22, a load frame 23, shock-absorbing springs 24 and a push plate 25. The wheels 21 are arranged on the rails 11; the wheels 21 of the vehicle body 22 are rotatably arranged on the vehicle body 22; the load frame 23 is arranged inside the vehicle body 22 through a plurality of groups of shock-absorbing springs 24, and the upper end of the load frame 23 is fixedly connected to the connecting member 5; there are two groups of push plates 25 and they are respectively arranged at the front and rear ends of the vehicle body 22. The shock-absorbing springs 24 are connected between the load frame 23 and the vehicle body 22, and their main function is to absorb and buffer the vibration and impact generated during driving, and protect the vehicle body 22 and internal components. In addition, the setting of the shock-absorbing springs 24 enables the shock-absorbing springs 24 to share part of the pressure for the test vehicle 2 when the test vehicle 2 is subjected to the gradually increasing pressure from the lifting plate 41, thereby facilitating the lifting plate 41 to provide load changes for the test vehicle 2;

[0056] A pressure sensor is disposed inside the support frame 23 , and the pressure sensor is connected to the control module 8 for monitoring the load on the support frame 23 in real time.

[0057] Further, if Figure 5As shown, the blocking mechanism 3 includes a fixing plate 31 fixedly arranged at both ends of the rail 11 and a blocking plate 33 connected to the fixing plate 31 through a plurality of groups of buffer springs 32;

[0058] The outsides of the blocking plate 33 and the push plate 25 are both provided with rubber buffer pads to reduce the damage to the test vehicle 2 and the blocking plate 33 caused by direct impact, and to reduce noise and wear.

[0059] Among them, the fixed plates 31 are fixedly arranged at both ends of the rails 11 as the basic supporting structure of the blocking mechanism 3. Their main function is to fix the blocking plates 33 and be connected to the blocking plates 33 through buffer springs 32 to absorb and disperse the impact force from the test vehicle 2, so that the test vehicle 2 can quickly slow down, which is conducive to the rapid reversal of the test vehicle 2.

[0060] It should be noted that the fixing plate 31, the blocking plate 33 and the push plate 25 are usually made of high-strength steel or alloy materials to ensure that they can withstand large impact forces without deformation or damage. The fixing plate 31 can be firmly fixed to both ends of the rail 11 by bolts or welding to ensure its stability. The buffer spring 32 is usually made of high-elastic alloy materials, such as spring steel, to ensure that it can maintain its performance after multiple impacts.

[0061] Further, if Figure 5-Figure 6 As shown, a placement groove 311 is provided at a position of the fixed plate 31 corresponding to the lifting plate 41, and one end of the lifting plate 41 extending into the placement groove 311 is connected to the fixed plate 31 through a plurality of sets of return springs 44, and both ends of the lifting plate 41 are arranged inside the fixed plate 31 through the return springs 44 to realize the lifting function of the lifting plate 41, and the depth of the placement groove 311 is designed according to the lifting stroke of the lifting plate 41 to ensure that the lifting plate 41 will not be separated from the placement groove 311 during the lifting process;

[0062] The connecting member 5 includes a connecting column 51 fixedly connected to the supporting frame 23 and a limiting plate 52 fixedly arranged on the upper end of the connecting column 51. The lower end of the lifting plate 41 is provided with a limiting groove 411 matching the limiting plate 52 at a position corresponding to the limiting plate 52. The connecting column 51 is fixedly connected to the supporting frame 23. As the main supporting structure of the connecting member 5, its main function is to support the limiting plate 52 and ensure the stability and precise position of the connecting member 5 when sliding inside the lifting plate 41 through the cooperation between the limiting plate 52 and the limiting groove 411.

[0063] Further, if Fig. 9As shown, the temperature monitoring assembly 7 includes a first temperature sensing component 71 for monitoring the rail under-pad 14 and a second temperature sensing component 72 for monitoring the board under-pad 15 . Both the first temperature sensing component 71 and the second temperature sensing component 72 are fixed on the base 13 .

[0064] Among them, the temperature monitoring component 7 is used to monitor the temperature of the rail pad 14 and the board pad 15 in real time to ensure that they operate within a safe range and prevent equipment damage or safety accidents caused by excessively high or low temperatures. The first temperature sensing component 71 and the second temperature sensing component 72 are both infrared temperature sensors that can measure temperature in a non-contact manner. The infrared temperature sensor is connected to the control module 8 via a wireless signal. The infrared temperature sensor can be connected to the control module 8 via a wireless signal (such as Wi-Fi, Bluetooth) to achieve real-time data transmission. The data can be transmitted to the control module 8 in real time to facilitate timely monitoring and processing. The control module 8 receives the temperature data from the first temperature sensing component 71 and the second temperature sensing component 72, and processes and analyzes them. Its main function is to monitor temperature changes and issue an alarm or take corresponding measures when the temperature exceeds a safe range.

[0065] The infrared temperature sensor is designed according to the expected temperature range of the rail pad 14, typically -40°C to +150°C, to ensure that all possible temperature variations are covered.

[0066] Further, if Figure 7-Figure 11 As shown, the plate bottom pad 15 is a grooved elastic pad. The elastic pads of the rail fastener system are mostly flat, grooved and nailed. This embodiment is mainly for the grooved elastic pad. When a flat or nailed elastic pad is used, it is only necessary to replace the heat-conducting rod 62 provided on the plate bottom pad 15 with a heat-conducting plate 61, and to provide the heat-conducting plate 61 at the plate bottom pad 15 on the side of the plate bottom pad 15 (the heat dissipation structure is the same as that of the rail bottom pad 14, which will not be described in detail).

[0067] The cooling mechanism 6 includes a heat conducting plate 61, a heat conducting rod 62, heat dissipation fins 63, a heat conducting column 64 and a heat dissipation fan 65. The heat conducting plate 61 is fixedly arranged on the side of the rail pad 14; the heat conducting rod 62 is provided with a plurality of groups and is arranged in the groove on the board pad 15; a group of heat dissipation fins 63 are respectively arranged at both ends of the heat conducting rod 62, and the heat conducting plate 61 is connected to the heat dissipation fins 63 through a plurality of heat conducting columns 64; the heat dissipation fan 65 is fixed on the ground and is arranged toward the heat dissipation fins 63, and a group of cooling mechanism 6 is arranged corresponding to each group of rail pads 14 and board pads 15.

[0068] The cooling mechanism 6 is used to effectively reduce the temperature of the rail underlay plate 14 and the board underlay plate 15 to prevent equipment damage or safety accidents caused by excessive temperature. It realizes rapid conduction and dissipation of heat through the combination of the heat conducting plate 61, the heat conducting rod 62, the heat dissipation fins 63, the heat conducting column 64 and the heat dissipation fan 65;

[0069] The heat conducting plate 61 is fixedly arranged on the side of the rail pad 14, and its main function is to absorb the heat of the rail pad 14 and transfer the heat to the heat dissipation fins 63 through the heat conducting columns 64. The heat conducting rods 62 are provided with several groups and are arranged in the grooves on the board pad 15. The main function is to absorb the heat of the board pad 15 and transfer the heat through the heat dissipation fins 63. The heat dissipation fins 63 are arranged at both ends of the heat conducting rods 62. The main function is to improve the heat dissipation efficiency by increasing the surface area. The heat dissipation fan 65 is fixed on the ground and arranged toward the heat dissipation fins 63. The main function is to improve the heat dissipation efficiency of the heat dissipation fins 63 through forced convection. At the same time, the temperature monitoring component 7 monitors the temperature of the rail pad 14 and the board pad 15 in real time to ensure that they operate within a safe range.

[0070] It should be noted that the heat conducting plate 61 , the heat conducting rod 62 , and the heat conducting column 64 are usually made of materials with high thermal conductivity, such as copper or aluminum alloy, to ensure efficient heat conduction.

[0071] Optionally, in order to further improve the cooling effect and cooling efficiency, the cooling mechanism 6 can also include a coolant circulation system, the coolant circulation system includes a coolant pump, a coolant pipeline and a coolant tank, the coolant pipeline is connected to the heat conductive plate 61 and the heat conductive rod 62, and is used to further improve the cooling effect. The coolant of the coolant circulation system is a water-based coolant, which has good thermal conductivity and environmental protection. At this time, it is necessary to set the heat conductive plate 61, the heat conductive rod 62 and the heat conductive column 64 to be hollow structures.

[0072] Further, if Fig.12 As shown, the control module 8 includes a microprocessor 81 and a memory 82, wherein the memory 82 stores preset temperature thresholds and load curves of the rail pad 14 and the plate pad 15, and the microprocessor 81 controls the operation of the cooling mechanism 6 and the hydraulic lifting unit 43 according to the preset temperature thresholds and load curves.

[0073] Among them, the microprocessor 81 is the core of the control module 8, which is responsible for processing the data collected by the first temperature sensing component 71 and the second temperature sensing component 72. A high-performance embedded microprocessor is usually used to ensure efficient data processing and real-time control. The temperature threshold is set according to the safe operating temperature range of the rail pad 14 and the board pad 15, and the load curve is set according to the load-bearing capacity of the rail pad 14 and the board pad 15.

[0074] During use, when the temperature of the rail pad 14 and the board pad 15 is lower than the threshold value, the control module 8 keeps the cooling mechanism 6 in the closed state. When the temperature reaches the threshold value, the control module 8 starts the cooling mechanism 6 and the cooling fan 65 starts to run. When the temperature exceeds the threshold value, the control module 8 increases the speed of the cooling fan 65 to enhance the heat dissipation effect. When the temperature returns to normal, the control module 8 reduces the speed of the cooling fan 65 or turns off the cooling mechanism 6.

[0075] It should be noted that, in order to further evaluate the durability of the elastic pad under different environments, an environmental simulation system may be introduced, such as: arranging a humidifier, a dehumidifier and a humidity sensor near the rail pad 14 and the board pad 15 to simulate different humidity environments, or introducing ultraviolet rays to irradiate the rail pad 14 and the board pad 15 to simulate ultraviolet radiation in sunlight, etc.;

[0076] In addition, an acceleration sensor may be provided at the bottom of the body 22 of the test vehicle 2 , and the acceleration sensor is used to monitor the acceleration change of the test vehicle 2 during operation and feed back the data to the control module 8 .

[0077] Working process:

[0078] Initial setting, optionally, the temperature threshold of the rail pad 14 and the board pad 15 is set to 80°C. When the temperature exceeds this value, the cooling mechanism 6 will be activated. At the same time, according to the bearing capacity of the rail pad 14 and the board pad 15, different load curves are preset to simulate the dynamic load changes of the train at different speeds;

[0079] The test vehicle 2 starts to run back and forth on the rail system 1 to simulate the running state of a train;

[0080] Blocking and buffering: the fixed plate 31 and the blocking plate 33 are connected by a buffer spring 32 to absorb and disperse the impact force from the test vehicle 2, so that the test vehicle 2 can quickly decelerate and reverse its movement;

[0081] Dynamic load simulation: the hydraulic lifting unit 43 adjusts the position of the lifting plate 41 according to the load curve to simulate the dynamic load change of the train at different speeds. The dynamic change of the load can be achieved without stopping the test vehicle 2;

[0082] Temperature monitoring and cooling, the first temperature sensing element 71 and the second temperature sensing element 72 monitor the temperature of the rail underlay plate 14 and the board underlay plate 15 in real time. When the temperature is detected to be over 80°C, the control module 8 starts the cooling mechanism 6, and the cooling fan 65 starts to run, and the heat is quickly discharged through the heat conducting plate 61, the heat conducting rod 62 and the heat dissipating fins 63;

[0083] Temperature recovery and cooling mechanism 6 adjustment, when the temperature of the rail pad 14 and the board pad 15 drops to a safe range (such as below 70°C), the control module 8 reduces the speed of the cooling fan 65 or turns off the cooling mechanism 6. According to the real-time temperature data, the control module 8 dynamically adjusts the speed of the cooling fan 65 to ensure the stability and controllability of the temperature;

[0084] Data recording and analysis, after completing the preset test cycle, the test vehicle 2 is stopped, and the temperature, load and acceleration data recorded by the control module 8 are used to analyze the fatigue performance and durability of the rail pad 14 and the board pad 15.

[0085] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A railway track shock-absorbing elastic pad fatigue test device, characterized in that: include: Rail system (1) and test vehicle (2); Blocking mechanisms (3) for blocking the test vehicle (2) are respectively arranged at the front and rear ends of the rail system (1), and a pressure-boosting mechanism (4) is also arranged between the two sets of the blocking mechanisms (3); The boosting mechanism (4) comprises a lifting plate (41) slidably arranged between the blocking mechanisms (3), a plurality of connecting plates (42) fixedly connected to the lifting plate (41), and a hydraulic lifting unit (43) connected to the connecting plates (42) and arranged on the ground; A connecting member (5) is provided at the upper end of the test vehicle (2) at a position corresponding to the lifting plate (41), and the connecting member (5) is slidably provided at the lower end of the lifting plate (41); The rail system (1) comprises a rail pad (14) and a plate pad (15), and a cooling mechanism (6) is provided on the outer sides of the rail pad (14) and the plate pad (15); During the reciprocating operation of the test vehicle (2), as the load increases and the frequency of the reciprocating movement of the test vehicle (2) increases, when the temperature monitoring component (7) detects that the temperature of the under-rail pad (14) and the under-board pad (15) exceeds a threshold value, the control module (8) controls the cooling mechanism (6) to operate and cool the under-rail pad (14) and the under-board pad (15).

2. A railway track shock-absorbing elastic pad fatigue test device according to claim 1, characterized in that: The rail system (1) comprises, from top to bottom, a steel rail (11), an iron pad (12) and a base (13); the rail pad (14) is arranged between the steel rail (11) and the iron pad (12); and the plate pad (15) is arranged between the iron pad (12) and the base (13).

3. A railway track shock-absorbing elastic pad fatigue test device according to claim 2, characterized in that: The test vehicle (2) comprises: Wheels (21) are arranged on the rails (11); A vehicle body (22), wherein the wheels (21) are rotatably disposed on the vehicle body (22); A carrier frame (23) is arranged inside the vehicle body (22) via a plurality of groups of shock absorbing springs (24), and the upper end of the carrier frame (23) is fixedly connected to the connecting member (5); Two sets of push plates (25) are provided and are respectively arranged at the front and rear ends of the vehicle body (22).

4. A railway track shock-absorbing elastic pad fatigue test device according to claim 3, characterized in that: The blocking mechanism (3) comprises a fixing plate (31) fixedly arranged at both ends of the steel rail (11) and a blocking plate (33) connected to the fixing plate (31) via a plurality of groups of buffer springs (32).

5. A railway track shock-absorbing elastic pad fatigue test device according to claim 4, characterized in that: A placement slot (311) is provided on the fixed plate (31) at a position corresponding to the lifting plate (41), and one end of the lifting plate (41) extending into the placement slot (311) is connected to the fixed plate (31) via a plurality of sets of return springs (44).

6. A railway track shock-absorbing elastic pad fatigue test device according to claim 3, characterized in that: The connecting member (5) comprises a connecting column (51) fixedly connected to the supporting frame (23) and a limiting plate (52) fixedly arranged on the upper end of the connecting column (51); A limiting groove (411) matching with the limiting plate (52) is provided at the lower end of the lifting plate (41) at a position corresponding to the limiting plate (52).

7. A railway track shock-absorbing elastic pad fatigue test device according to claim 1, characterized in that: The temperature monitoring component (7) comprises a first temperature sensing component (71) for monitoring the rail under-pad (14) and a second temperature sensing component (72) for monitoring the plate under-pad (15).

8. A railway track shock-absorbing elastic pad fatigue test device according to claim 7, characterized in that: The bottom plate pad (15) is a grooved elastic pad.

9. A railway track shock-absorbing elastic pad fatigue test device according to claim 8, characterized in that: The cooling mechanism (6) comprises: A heat conducting plate (61) fixedly arranged on a side surface of the rail bottom pad (14); A plurality of heat-conducting rods (62) are provided and arranged in grooves on the bottom plate (15); Heat dissipation fins (63), wherein a group of heat dissipation fins (63) are respectively provided at both ends of the heat conduction rod (62), and the heat conduction plate (61) is connected to the heat dissipation fins (63) via a plurality of heat conduction columns (64); A cooling fan (65) is fixed on the ground and arranged toward the cooling fins (63).

10. A railway track shock-absorbing elastic pad fatigue test device according to claim 1, characterized in that: The control module (8) comprises a microprocessor (81) and a memory (82), wherein the memory (82) stores preset temperature thresholds and load curves of the rail under-pad (14) and the board under-pad (15), and the microprocessor (81) controls the operation of the cooling mechanism (6) and the hydraulic lifting unit (43) according to the preset temperature thresholds and load curves.

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