Articulated vehicle torsion test method meeting EN14363 standard

Abstract

The invention provides an articulated vehicle distortion test method meeting the EN14363 standard, and in order to test a distorted line derailment safety index of a railway vehicle, the test comprises two parts, namely a wheel set lifting test and an R150m passing test. On the basis that the EN14363 standard is fully understood, the complete test method suitable for various scenes is provided, the steps of the method are detailed and reasonable, and the test can be completely and fully guided to be completed smoothly.

Description

Technical Field

[0001] The invention relates to the field of rail transit measurement, and in particular to an articulated vehicle torsion test method meeting EN14363 standards. Background Art

[0002] In the field of rail transit, the safety of vehicle derailment has always been a concern. For rail vehicles exported to Europe, the torsion test that meets the EN14363 standard is a must-complete item. There are three test methods for torsion tests specified in this standard. Method 1: The vehicle's primary and secondary unsprung pads are added, and the vehicle passes through the R150m torsion line to test the vehicle's wheelset lifting amount and wheel-rail force indicators. Method 2: The wheelset lifting test obtains the minimum vertical force, and the vehicle passes through the R150m curve without torsion and superelevation to obtain the maximum lateral force. The lateral force is greater than the vertical force to obtain the maximum derailment coefficient. Method 3: The vehicle passes through the minimum radius curve to obtain the bogie slewing damping coefficient, that is, the X coefficient. This value can be obtained through simulation, but the simulation model needs to be verified. The wheelset lifting test obtains the wheel weight reduction rate, and the evaluation indicators are the X coefficient and the wheel weight reduction rate. Method 1 requires the preparation of a force measuring wheelset and a special torsion line, which is difficult to implement. Method 3 requires repeated verification of tests and simulation models, which is difficult. Method 2 only requires lifting the wheelset to obtain the minimum vertical force, and the vehicle obtains the maximum lateral force when passing through the existing R150m line. It is easy to implement and has high operability.

[0003] Although the European standard EN14363 proposes key test items for the torsion test, it does not mention in detail the specific implementation plan for the torsion test of articulated vehicles. Summary of the invention

[0004] Based on a detailed interpretation of the EN14363 standard and in combination with the special structural form of articulated vehicles, the present invention proposes a torsion test method for articulated vehicles that meets the EN14363 standard and is suitable for different test conditions, so that the torsion test of articulated vehicles under the EN14363 standard is easy to implement and has a higher passability.

[0005] The invention is to test the twisted track derailment safety index of rail vehicles. The test includes two parts: a wheelset lifting test and an R150m passing test. Based on a full understanding of the EN14363 standard, the invention proposes a complete test method suitable for a variety of scenarios. The method has detailed steps, is well-reasoned, and can fully and fully guide the test to be successfully completed. The technical solution of the invention is as follows.

[0006] The articulated vehicle torsion test method that meets the EN14363 standard includes the following steps:

[0007] S1, wheelset lifting test;

[0008] The method for wheelset lifting test is as follows:

[0009] S1.1. Calculate the car body and bogie distortion according to EN14363, and calculate the wheel lift required to achieve car body distortion and bogie distortion.

[0010] S1.2. Place the vehicle to be tested on the test bench. This step can be performed on a weighing table or a vehicle lift according to the actual conditions on site. However, if it is performed on a vehicle lift, a wheel lifting force measuring device that meets the actual conditions on site needs to be designed.

[0011] S1.3. Paste laser displacement sensors on the back of the test wheel to monitor the wheel lifting height. A total of eight laser displacement sensors need to be installed.

[0012] S1.4, eight laser displacement sensors and eight force sensors are connected to the data acquisition, and the test system is in place. If it is a weighing platform, only eight laser displacement sensors need to be installed, because the weighing platform has its own force sensor;

[0013] S1.5. Set up the test vehicle and adjust all force sensors to zero. Slowly place the test vehicle on the test platform and adjust the laser displacement sensor to zero. It should be noted that the eight wheel test positions must be level in the initial state. This should be guaranteed if it is a weighing platform, but if it is a vehicle-mounted machine, a level gauge is needed to ensure the level of the vehicle-mounted platform.

[0014] S1.6. Twist the car body and bogie by raising the wheels, gradually apply car body distortion and bogie distortion to each bogie, and record the relevant loads.

[0015] S1.7. Complete the thirteen test steps in sequence, record the vertical loads of all wheels throughout the process, and complete the test record sheet.

[0016] S2, R150m curves passed the test;

[0017] The vehicle passes through the R150m circular curve at a constant speed of 5-10km / h. The lateral force and vertical force of the wheel-rail of the specified section are tested by measuring the force on the rail to obtain the comprehensive index of the wheel lateral force.

[0018] S2.1. Select the R150m test line. The lateral force test needs to be carried out on the specified curve, and the line conditions need to meet specific conditions.

[0019] S2.2, arrange force measuring rails;

[0020] S2.3, calibrate the force measuring rail;

[0021] S2.4. Attack angle test.

[0022] S2.5, Formal test, record relevant forms;

[0023] S2.6. Evaluate the test results;

[0024] S3, test evaluation;

[0025] The derailment coefficient is obtained by dividing the maximum lateral force obtained by the test with the R150m curve by the minimum vertical force obtained by the wheelset lifting test. The derailment coefficient limit must be less than 1.2.

[0026] S4, line status check;

[0027] According to EN14363, the track needs to be reviewed after the test and the friction coefficient τ must be at least 80% of the track when it is dry. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be further described below in conjunction with the accompanying drawings.

[0029] Figure 1 The articulated vehicle structure of the embodiment;

[0030] Figure 2 A rail vehicle weighing platform according to an embodiment;

[0031] Figure 3 The rail vehicle crane platform of the embodiment;

[0032] Figure 4 A schematic diagram of a wheel lifting force measuring device according to an embodiment;

[0033] Figure 5 The wheel raising sequence of the embodiment;

[0034] Figure 6 The force measuring rail arrangement of the embodiment;

[0035] Figure 7 Pure shear force patch and bridge assembly (vertical force test) of the embodiment;

[0036] Figure 8 The shear method test lateral force patch arrangement scheme and bridge assembly for the embodiment;

[0037] Fig. 9 The force measuring rail of the embodiment;

[0038] Fig.10 Calibration of the force measuring rail of the embodiment;

[0039] Fig.11 Load and microstrain fitting for the embodiment;

[0040] Fig.12 Schematic diagram of the angle of attack test of the embodiment. DETAILED DESCRIPTION

[0041] Different articulated vehicles have different parameters and different wheel set lifting amounts. The following is a specific implementation method for a certain type of articulated vehicle (4-carriage). The structure of the articulated vehicle is as follows: Figure 1 .

[0042] S1. Wheelset lifting test method

[0043] The method for wheelset lifting test is as follows:

[0044] S1.1. Calculate the car body and bogie distortion according to EN14363, and calculate the wheel lift required to achieve car body distortion and bogie distortion.

[0045] According to the vehicle parameters, the distortion of the car body and bogie is calculated.

[0046] According to section 6.1.5.2.2.2 of standard EN14363, for bogie twisting:

[0047] When the wheelbase is 2a+<4m, When the wheelbase is 2a+≥4m,

[0048] According to section 6.1.5.2.2.2 of standard EN14363, for body distortion:

[0049] When the vehicle spacing 2a<4m, When the vehicle spacing is 4m≤2a≤20m, When the vehicle spacing is 20m<2a≤30m, When the vehicle distance 2a>30m,

[0050] For the vehicle to be tested, the bogie wheelbase is 2a + =1.85m, then the distortion is For the vehicle body, the test vehicle (AB vehicle, CD vehicle) has a fixed distance of 2a = 8.01m, so the distortion is For the vehicle body, the test vehicle (BC vehicle) has a fixed distance of 2a = 8.79m, so the twisting amount is

[0051] Calculate the wheel lift according to section A.7 of standard EN14363.

[0052] For bogie twist, the height of wheel lift

[0053] For vehicle body distortion, the height of wheel lift

[0054] where h + =(g + -g0 )2a + ,h * =(g * -g 0 )2a * ;

[0055] where g + Indicates the bogie distortion; g * Indicates the amount of body distortion; g 0 Indicates the line distortion, where the line distortion is 0; 2b + is the lateral spacing of the left / right primary spring, in m; 2b * is the lateral spacing of the left / right secondary steel springs, in m; 2b A is the lateral distance between the left / right wheel-rail contact points, in m;

[0056] In summary, for the test vehicle, the values ​​of various parameters are shown in Table 1.

[0057] Table 1 Body distortion

[0058] AB frame body BC frame body CD rack body <![CDATA[Wheelbase 2a + / m]]> 1.85 8.79 1.85 <![CDATA[Fixed distance 2a * / m]]> 8.01 8.79 8.01 <![CDATA[The lateral spacing 2b of the primary suspension spring + / m]]> 1.003 1.003 1.003 <![CDATA[Transverse spacing 2b of secondary suspension springs * / m]]> 1.16 1.16 1.16 <![CDATA[The distance 2b between the left and right wheel-rail contact points A / m]]> 1.5 1.5 1.5 <![CDATA[h + ]]> 0.00795 0.00795 0.00795 <![CDATA[h * ]]> 0.03102 0.03258 0.03102 <![CDATA[g 0 ]]> 0 0 0 Wheel set lifting amount <![CDATA[d + / m]]> 0.0027 0.0027 0.0027 <![CDATA[d * / m]]> 0.0120 0.0126 0.0120

[0059] S1.2. Place the vehicle to be tested on the test bench. This step can be done in the following ways according to the actual conditions on site: Figure 2 It can be carried out on the weighing platform shown, or on a car-lifting machine. However, if it is carried out on a car-lifting machine, a wheel lifting force measuring device that meets the actual conditions on site needs to be designed.

[0060] If the lifting test is carried out on a weighing platform, since the weighing platform itself has the function of lifting wheels and weighing, you only need to push the test vehicle onto the test platform.

[0061] If the test vehicle is lifted on a vehicle crane, a wheel lifting force measuring device that meets the actual conditions on site needs to be designed. The general schematic diagram is as follows: Figure 3 If it is a grooved rail, the base plate needs to be designed as follows Figure 4 If it is an I-rail, the base plate needs to be modified to match the I-rail.

[0062] S1.3. Attach a laser displacement sensor to the back of the test wheel to monitor the wheel lifting height. A total of eight laser displacement sensors need to be installed.

[0063] S1.4, eight laser displacement sensors and eight force sensors are connected to the data acquisition, and the test system is in place. If it is a weighing platform, only eight laser displacement sensors need to be installed, because the weighing platform has its own force sensor;

[0064] S1.5. Set up the test vehicle and adjust all force sensors to zero. Slowly place the test vehicle on the test platform and adjust the laser displacement sensor to zero. It should be noted that the eight wheel test positions must be level in the initial state. This should be guaranteed if it is a weighing platform, but if it is a vehicle-mounted machine, a level gauge is needed to ensure the level of the vehicle-mounted platform.

[0065] S1.6. Twist the car body and bogie by raising the wheels. The order of raising the wheels is as follows: Figure 5 Car body distortion and bogie distortion are applied gradually to bogie 1. The load application sequence is shown in Figure 5 Then, the car body distortion and bogie distortion are applied to bogie 2, so the steps are carried out with reference to Table 2.

[0066] Table 2 Wheel lifting test record

[0067]

[0068] S1.7. Complete the thirteen test steps in sequence, record all wheel vertical loads throughout the process, and complete Table 2.

[0069] S2. Data processing method for wheelset lifting test;

[0070] During the test, the vertical displacement of the wheel and the vertical force Q jk Continuous recording is required and the following comprehensive vertical force indicators need to be calculated.

[0071] Q 0，jk - vertical force on each wheel on a horizontal line (distortion is 0);

[0072] ΔQ jk ——The change in vertical load of each wheel relative to the initial state (distortion is 0) when the bogie and car body are twisted;

[0073] Q jk，min - minimum vertical force when the bogie and car body are twisted;

[0074] The expressions of each comprehensive indicator are as follows.

[0075]

[0076] Q jk,min =Q 0,jk -ΔQ jk

[0077] S3, R150m curves passed the test;

[0078] The vehicle passes through the R150m circular curve at a constant speed of 5-10km / h. The lateral force and vertical force of the wheel-rail of the specified section are tested by measuring the force on the rail to obtain the comprehensive index of the wheel lateral force.

[0079] S3.1. Select the R150m test line;

[0080] The lateral force test is carried out on the specified curve, and the line needs to meet the following conditions:

[0081] 1) Curve radius R150;

[0082] 2) The curve has no superelevation and no distortion;

[0083] 3) There is no transition curve in the test area;

[0084] 4) Track gauge range is 1440-1465mm, with a tolerance of ±5mm;

[0085] 5) Horizontal unevenness limit: 10mm; directional unevenness limit: 10mm;

[0086] 6) Sudden changes in contact geometry, curvature and track gauge should be avoided as much as possible. If such sudden changes are mixed with friction effects at large value points, the test conditions will become more severe and the test may need to be repeated;

[0087] S3.2, arrange force measuring rails;

[0088] Arrange the force measuring rails according to Section 6.1.5.2.3.3 of EN14363. Paste strain gauges on the rails to test the lateral and vertical wheel-rail forces.

[0089] The layout of the force rail measuring points is as follows: Figure 6 At least three sections are arranged in area 1 and at least three sections are arranged in area 2 to continuously test the wheel-rail lateral force and vertical force when the vehicle passes.

[0090] The force measuring rail patch and bridge assembly scheme are as follows:

[0091] For vertical wheel-rail force testing, pure shear method is generally used for testing. The patch position and bridge path are as follows: Figure 7 .

[0092] The effect of the force measuring rail patch is shown in the figure Fig. 9 .

[0093] S3.3, calibrate the force measuring rail;

[0094] The calibration of force-measuring rails is divided into vertical force calibration and transverse force calibration. The calibration process requires professional vertical force and transverse force calibration tools, and the output signal of the strain bridge needs to be collected and stored in real time. Before the formal calibration, a preload of about 10kN is required to eliminate residual strain. During the formal calibration, the load is loaded step by step, and the recommended interval is 5kN or 10kN. For vertical force calibration, it is recommended to apply a vertical force of 50kN, collect dynamic stress data in real time, and establish the relationship between load and stress. For transverse force calibration, it is recommended to apply a transverse force of 20kN, collect dynamic stress data in real time, and establish the relationship between load and stress.

[0095] Force measuring rail calibration Fig.10 .

[0096] S3.4, Angle of attack test. Paste photoelectric sensors at the same position of the axle boxes on the left and right sides of the axle, paste reflective tape at the corresponding radial passing position on the left / right sides of the force measuring rail, arrange data acquisition in the passenger compartment, and connect the photoelectric sensors to the passenger compartment data acquisition. When the left and right axle boxes pass through the reflective tape respectively, record the time difference between the two, and combine it with the vehicle speed to obtain the circumferential distance difference between the left and right wheels relative to the radial position of the curve. Combined with the span of the two, the wheel angle of attack can be obtained.

[0097] S3.5, formal test;

[0098] The onboard data acquisition and trackside data acquisition are started, and the formal test begins. The driving direction is related to the curve direction. The outer rail of the guide wheel should be in the most unfavorable load position. If not, pads may be added to minimize the vertical force on the outer rail side of the guide wheel. The track is dry and oil-free. The vehicle speed is within 10km / h, without braking, to minimize the impact of the longitudinal force in the workshop. The number of tests is at least 3 times. During the test, the trackside data acquisition collects the force measuring rail signal throughout the process, and the onboard data acquisition collects the photoelectric sensor signal throughout the process.

[0099] S4 and R150m curves through the test data processing method;

[0100] Test the following wheel-rail force indicators and complete Table 3 and Table 4.

[0101] Table 3 R150m curve through test load table (unit: kN)

[0102]

[0103] Table 4 Load reduction of vertical force under the moment of lateral force (unit: kN)

[0104]

[0105] 1) Lateral force of inner and outer wheels, Y ja and Y ji .

[0106] 2) Vertical force of inner and outer wheels, Qa and Q i ;

[0107] 3) The attack angle α of the guide wheel;

[0108] 4) The average of the lateral forces of the inner or outer rails of wheel j in the three sections of area 1 or area 2, i.e., Y ja，mean and Y ji，mean , the maximum of these two means is used for evaluation.

[0109] The method for processing the force-measured rail data is as follows to obtain the wheel-rail lateral force and vertical force.

[0110] Valid data are selected from the above load and microstrain time domain diagrams, and the force measuring rail calibration matrix is ​​calculated according to the method described in Appendix C of GB5599-2019. The fitting method adopts the least squares method, as shown below.

[0111] The vertical force proportionality coefficient is calculated as follows:

[0112] K pp =ε pp / P

[0113] Among them, ε pp is the strain output by the vertical bridge circuit when the vertical force is calibrated. P is the vertical load.

[0114] The horizontal scale factor is calculated as follows:

[0115] K qq =ε qq / Q

[0116] Among them, ε qq is the strain output by the transverse bridge circuit when the transverse force is calibrated. Q is the transverse load.

[0117] The influence coefficient of vertical force on the transverse bridge is calculated as follows:

[0118] E qp =ε qp / P

[0119] Among them, ε qp is the strain output by the transverse bridge when the vertical force is calibrated. P is the vertical load.

[0120] The influence coefficient of lateral force on vertical bridge is calculated as follows:

[0121] E pq =ε pq / Q

[0122] Among them, ε pq is the strain output by the vertical bridge when the lateral force is calibrated. Q is the lateral load.

[0123] Finally, we get the calibration matrix

[0124]

[0125] The least squares fitting results are as follows: Fig.11 .

[0126] Finally, the actual wheel-rail vertical and lateral loads can be obtained by multiplying the measured vertical and lateral bridge microstrains by the inverse of the calibration matrix.

[0127]

[0128] Among them, ε p is the output of the vertical bridge, ε q is the output of the lateral bridge.

[0129] Wheel attack angle test:

[0130] The schematic diagram of the wheel non-radial passing curve is as follows Fig.12 There will be a time difference when the photoelectric sensors (A and B) on the left and right axle boxes scan the radial marking points on the sleeper. The arc length can be obtained by multiplying the time difference by the vehicle speed. Fig.12 AA' is the arc length X, and AB is the horizontal installation distance L between the two photoelectric switches.

[0131]

[0132] The photoelectric sensors on the left and right axle boxes produce pulses when passing the radial mark position on the track. The pulse time difference multiplied by the vehicle speed is the length of the swept arc. The wheel angle of attack can be obtained based on the above formula.

[0133] S5. Test evaluation criteria;

[0134] The derailment coefficient limit is 1.2.

[0135]

[0136] Where Q j，H It is the change in vertical force caused by the torque due to the resultant lateral wheel-rail forces.

[0137]

[0138] Where h is the effective height of the transverse suspension relative to the rail;

[0139] 2b A It is the lateral distance between the wheel and rail contact points, generally 1500mm.

[0140] S6, line status check;

[0141] According to EN14363, the track needs to be reviewed after the test. The friction coefficient τ is at least 80% of the track in dry conditions. The track needs to meet the following formula:

[0142] (Y / Q) i ≥0.8·τ dry +γ

[0143] Where α is the wheel attack angle (unit: rad), γ is the contact angle (the contact angle of the inner rail contact point of the guide wheel), Q 0 is the static vertical force (unit: kN), and τdry can be calculated using Q0 according to the following formula.

[0144]

[0145] where

[0146]

[0147] n=0,005Q 0 +2,2.

Claims

1. The articulated vehicle torsion test method that meets the EN14363 standard is characterized by: The following steps are involved: S1, wheelset lifting test; The method for wheelset lifting test is as follows: S1.

1. Calculate the car body and bogie distortion according to EN14363, and calculate the wheel lift required to achieve car body distortion and bogie distortion; S1.

2. Place the vehicle to be tested on the test bench; S1.

3. Paste laser displacement sensors on the back of the test wheel to monitor the wheel lifting height. A total of eight laser displacement sensors need to be installed. S1.4, eight laser displacement sensors and eight force sensors are connected to the data acquisition system, and the test system is in place; S1.

5. Set up the test vehicle and adjust all force sensors to zero. Slowly place the test vehicle on the test platform and adjust the laser displacement sensor to zero. Initially, the eight wheels are kept horizontal. S1.

6. Twist the car body and bogie by raising the wheels, gradually apply car body distortion and bogie distortion to each bogie, and record the relevant loads; S1.

7. Complete the thirteen test steps in sequence, record the vertical loads of all wheels throughout the process, and complete the test record sheet; S2, R150m curves passed the test; The vehicle passes through the R150m circular curve at a constant speed of 5-10km / h. The lateral force and vertical force of the wheel-rail of the specified section are tested by measuring the force of the rail to obtain the comprehensive index of the wheel lateral force; S2.

1. Select the R150m test line; the lateral force test needs to be carried out on the specified curve, and the line conditions need to meet the set conditions; S2.2, arrange force measuring rails; S2.3, calibrate the force measuring rail; S2.4, angle of attack test; S2.5, Formal test, record relevant forms; S2.

6. Evaluate the test results; S3, test evaluation; The derailment coefficient is obtained by dividing the maximum lateral force obtained by the test with the R150m curve by the minimum vertical force obtained by the wheelset lifting test. The derailment coefficient limit must be less than 1.

2. S4, line status check; According to EN14363, the track needs to be reviewed after the test and the friction coefficient τ must be at least 80% of the track when it is dry.

2. The articulated vehicle torsion test method according to claim 1 that meets the EN14363 standard, characterized in that: Step S1.2 is performed either on a weighing platform or on a vehicle lifting machine, and a wheel lifting force measuring device is configured on the vehicle lifting machine.

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