Leveling and weighing method for motor train unit

Abstract

The invention discloses a method for leveling and weighing a motor train unit. The method comprises the following steps: acquiring static pressure load data of a bogie of the motor train unit through a static pressure load process for advanced repair of the bogie of the motor train unit; converting the static pressure load data of the bogie of the motor train unit into simulated weighing data of the motor train unit; a train body leveling scheme is formulated by analyzing the simulated weighing data of the motor train unit to guide field leveling operation; according to the invention, the weighing efficiency of the motor train unit can be greatly improved, and the problem that the leveling and weighing operation efficiency of the existing platform advanced motor train unit repairing is low is solved.

Description

Technical Field

[0001] The invention relates to the technical field of EMU equipment maintenance, and in particular to a method for leveling and weighing an EMU. Background Art

[0002] At present, the number of high-speed rail and EMU lines is increasing, and high-speed rail and EMU vehicles are becoming more and more popular in people's lives, so the demand for high-speed rail and EMU vehicles is also increasing. However, since high-speed rail and EMU vehicles are faster than ordinary vehicles, the technical requirements for vehicles and track lines are also very high. In order to ensure travel safety and prevent accidents, it is stipulated that high-speed rail and EMU vehicles must be inspected and maintained regularly, and the weight eccentricity and wheel weight detection of vehicles are also an indispensable link.

[0003] At present, there is a common problem in the railway industry that the efficiency of platform advanced maintenance EMU leveling and weighing operations is relatively low. The contradiction between this problem and the year-on-year growing capacity of EMU advanced maintenance is becoming increasingly prominent, seriously restricting the capacity of EMU advanced maintenance.

[0004] In view of the above-mentioned defects, the inventors of the present invention finally obtained the present invention after a long period of research and practice. Summary of the invention

[0005] In order to solve the above technical defects, the technical solution adopted by the present invention is to provide a method for leveling and weighing a motor vehicle group, comprising the steps of:

[0006] S1, obtaining the static ballast data of the EMU bogie through the EMU advanced repair bogie static ballast process;

[0007] S2, converting the static ballast data of the EMU bogie into EMU simulated weighing data;

[0008] S3, formulating a vehicle body leveling plan by analyzing the simulated weighing data of the EMU to guide the on-site leveling operation.

[0009] Preferably, a pre-weighing data model for the EMU is constructed, and the pre-weighing data model for the EMU has two workbooks, one of which serves as an input port for the static pressure wheel weight data of the bogie; and the other workbook serves as an output port for the simulated weighing data of the EMU.

[0010] Preferably, the EMU pre-weighing data model is produced by using an Excel spreadsheet as a carrier.

[0011] Preferably, the EMU bogie static ballast data uses the force unit KN, and the EMU simulated weighing data uses the mass unit Kg. The EMU bogie static ballast data and the EMU simulated weighing data are directly converted through gravity acceleration, that is, the EMU pre-weighing data model is constructed, and then the weighing process wheel weight difference calculation formula is inserted to calculate the simulated weighing wheel weight difference data.

[0012] Preferably, in the process of converting the EMU bogie static ballast data into the EMU simulation weighing data through the EMU pre-weighing data model, the axle positions with wheel weight differences greater than 4% are marked, and the marked axle positions are intervened and adjusted in advance before the train set is weighed.

[0013] Preferably, the method of early intervention adjustment is to eliminate the difference between the left and right wheel weights by increasing or decreasing the thickness of the adjustment pad of the axle box spring, so that the left and right wheel weights of the wheelset tend to be balanced.

[0014] Compared with the prior art, the beneficial effect of the present invention is that the present invention can greatly improve the weighing efficiency of the EMU, so as to solve the problem of low efficiency of the existing platform advanced repair EMU leveling weighing operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of a static ballast test report sheet of the static ballast process of the bogie in Example 2;

[0016] Figure 2 It is a schematic diagram of a weighing test report sheet for the leveling weighing process in Example 2;

[0017] Figure 3 This is a diagram showing the correspondence between the static pressure wheel weight data and the leveling weighing wheel weight data of the bogie in the second embodiment;

[0018] Figure 4 This is a schematic diagram of the static ballast data of the EMU bogie entered in Example 2;

[0019] Figure 5 This is a schematic diagram of the EMU simulated weighing data obtained by converting the EMU pre-weighing data model described in Example 2. DETAILED DESCRIPTION

[0020] The above and other technical features and advantages of the present invention are described in more detail below in conjunction with the accompanying drawings.

[0021] Embodiment 1

[0022] The method for leveling and weighing a motor vehicle unit of the present invention comprises the following steps:

[0023] S1, obtaining the static ballast data of the EMU bogie through the EMU advanced repair bogie static ballast process;

[0024] S2, converting the static ballast data of the EMU bogie into EMU simulated weighing data;

[0025] S3, formulating a vehicle body leveling plan by analyzing the simulated weighing data of the EMU to guide the on-site leveling operation.

[0026] A train set pre-weighing data model is set to convert the static ballast data of the train set bogie into the simulated weighing data of the train set.

[0027] Specifically, the EMU pre-weighing data model is constructed, and the EMU pre-weighing data model has two workbooks, one of which is used as the input port of the bogie static pressure wheel weight data; the other workbook is used as the output port of the EMU simulation weighing data. Through the functional relationship formula, the bogie static pressure wheel weight data in the input port is converted into the EMU simulation weighing data in the EMU pre-weighing data model. This table only needs to be completed for the first time and can be reused later.

[0028] Secondly, before each EMU weighing operation, you only need to enter the static ballast data of the bogie of the EMU to be operated at the input end of the table to automatically generate the EMU simulation weighing data. Finally, by analyzing the EMU simulation weighing data, a car body leveling plan is formulated to guide the on-site leveling operation.

[0029] The present invention can predict which axle position needs to be adjusted in advance through the EMU pre-weighing data model before the EMU is weighed, so that the EMU weighing data is qualified at one time, which greatly improves the operation efficiency and reduces the labor intensity of on-site operators.

[0030] Preferably, the EMU pre-weighing data model is produced by using an Excel spreadsheet as a carrier, and the functions are realized only by using the Excel spreadsheet without investing any technical costs.

[0031] The present invention can greatly improve the weighing efficiency of EMUs, so as to solve the problem of low efficiency of the existing platform advanced repair EMU leveling weighing operation.

[0032] Embodiment 2

[0033] This embodiment uses the CR400AF platform, and the static ballast process of the advanced repair bogie of the CR400AF platform EMU is as follows:

[0034] After the whole bogie is dismounted, it is pushed onto the static ballast equipment, and the two air springs of the bogie are first filled with compressed air through the static ballast equipment for pressure holding test; after the ballast conditions are met, a certain pressure is applied to the tops of the two air springs at the same time through the ballast equipment, and this pressure is the pressure simulating the weight of the car body; after the pressure stabilizes, the axle spring heights (i.e., four corner heights) of the four axle positions A, B, C, and D of the bogie are measured. If the four corner heights meet the process standards, the static ballast test of the bogie is qualified; if the four corner heights are unqualified, the axle spring pads of the unqualified axle positions are increased or decreased, and then the static ballast test is carried out again until the four corner heights meet the process standards. While carrying out the static ballast test, the data is recorded to form a static ballast test report, which can show the wheel weights and wheel weight differences of the bogies A, B, C, and D wheels. However, the static ballast process of the existing bogies for advanced repair of the CR400AF platform EMU does not require the control of the wheel weight difference.

[0035] The calculation method of static pressure wheel weight difference of CR400AF platform EMU advanced repair bogie is as follows:

[0036] Wheel weight difference of each wheel (%) = (single wheel weight - average weight of 4 wheels) ÷ average weight of 4 wheels * 100%.

[0037] When the average wheel weight is greater than the single wheel weight, the wheel weight difference is a negative value.

[0038] When the average wheel weight is less than the single wheel weight, the wheel weight difference is a positive value.

[0039] like Figure 1 As shown, Figure 1 The static ballast test report sheet of the static ballast process of the bogie in this embodiment is shown in FIG. The wheel weight of the CR400AF-2046 EMU 03 car 1 frame A is 71.31KN, the wheel weight is 63.20KN, the wheel weight is 63.05KN, and the wheel weight is 71.16KN. The wheel weight difference (%) of the wheel A is calculated according to the formula:

[0040] The average weight of the 4 wheels = (A+B+C+D) ÷ 4 = (71.31+63.20+63.05+71.16) ÷ 4 = 67.18 KN.

[0041] Wheel weight difference of A wheel (%) = (single wheel weight - average weight of 4 wheels) ÷ average weight of 4 wheels * 100% = (71.31-67.18) ÷ 67.18*100% = 6.15%.

[0042] The advanced leveling and weighing process of CR400AF platform EMU is as follows:

[0043] After the installation of the entire train bogie is completed, the entire train is first placed on the horizontal inspection track; then the train air spring is filled with air (700-900kPa); then the height adjustment rods on both sides of each bogie are adjusted to adjust the height of the entire train air spring to (330+t)+6-3mm (t is the thickness of the adjustment pad), and the difference on both sides of the same bogie is not more than 3mm; then the axle spring height is adjusted to 311+30mm, and the height difference of the four sides of the same bogie is not more than 2mm; finally, the road-rail dual-purpose vehicle is used to pull the train through the entire train through the weighing equipment at a speed not higher than 5km / h to complete the weighing of the entire train, and the data is recorded to form a weighing test report. If the weighing data is qualified (the weight difference of the entire train through the weighing wheel is not more than 8%), the leveling and weighing operation is completed; if the weighing data is unqualified, the train needs to be returned to the horizontal track to re-carry out the leveling and weighing operations until the entire train is qualified.

[0044] CR400AF platform leveling weighing process wheel weight difference calculation method:

[0045] Wheel weight difference (%) = (right wheel weight - average of left and right wheel weights) ÷ average of left and right wheel weights * 100%.

[0046] When the average value of the left and right wheel weights is greater than the right wheel weight, the wheel weight difference is a negative value.

[0047] When the average value of the left and right wheel weights is less than the right wheel weight, the wheel weight difference is a positive value.

[0048] The left wheel corresponds to wheels 2, 4, 6, and 8, and the right wheel corresponds to wheels 1, 3, 5, and 7.

[0049] like Figure 2 As shown, Figure 2 The diagram of the weighing test report of the leveling weighing process in this embodiment is as follows; the wheel weight of 1 wheel (or right wheel) of 03 car 1 of CR400AF-2046 EMU is 7710kg, and the wheel weight of 2 wheels (or left wheel) of 03 car 1 is 6425kg. According to the formula, the wheel weight difference (%) of 1 axle can be calculated as:

[0050] The average weight of the left and right wheels = (1 wheel + 2 wheels) ÷ 2 = (7710 + 6425) ÷ 2 = 7067.5 kg.

[0051] 1-axle wheel weight difference (%) = (right wheel (1st wheel) weight - average of left and right wheel weights) ÷ average of left and right wheel weights * 100% = (7710-7067.5) ÷ 7067.5*100% = 9.090% ≈ 9.1%.

[0052] By comparing the above-mentioned CR400AF platform EMU advanced repair bogie static ballast process and wheel weight difference calculation method with the CR400AF platform EMU advanced repair leveling weighing process and wheel weight difference calculation method, it can be seen that: first, both involve wheel weight difference standards, and the wheel weight difference calculation methods are relatively similar, both are related to wheel weight and wheel weight average value, but the former is subjected to simulated train pressure, while the latter is subjected to real train pressure, but the simulated pressure and the real pressure are very close; second, there is a strict correspondence between the wheel position in the bogie static ballast process and wheel weight difference calculation method and the leveling weighing process and wheel weight difference calculation method, which is specifically reflected in the static ballast operation. Figure 1 A, B, C, D wheel weight and leveling weighing operation Figure 2 There is a one-to-one correspondence between the A frame (1 wheel, 2 wheels, 3 wheels, 4 wheels) or B frame (5 wheels, 6 wheels, 7 wheels, 8 wheels) of each carriage, such as on the same bogie. Figure 1 The weight of wheel A corresponds to Figure 2 The middle A frame has 1 wheel (when the bogie is installed at the A frame of the car) or the B frame has 5 wheels (when the bogie is installed at the B frame of the car).

[0053] Establish the EMU pre-weighing data model, specifically: the static ballasting process uses the force unit KN for wheel weight, and the leveling weighing process uses the mass unit Kg. Both are directly calculated by the gravity acceleration g≈10m / s 2 (i.e. the EMU pre-weighing data model) is converted, and then inserted into the weighing process wheel weight difference calculation formula, the simulated weighing wheel weight difference data can be calculated, such as Figure 3 shown.

[0054] like Figure 3 As shown, Figure 3 This is the corresponding relationship diagram of the static pressure wheel weight data and the leveling weighing wheel weight data of the bogie in this embodiment; it is realized through an Excel table Figure 3 The corresponding and mapping relationship in the input port is to input the A, B, C, and D wheel weight data of each bogie static ballast process of the train set one by one (such as Figure 4 As shown, Figure 4 The static ballast data of the EMU bogie entered in the second embodiment is shown in FIG. 1 , and then the EMU simulation weighing data (such as Figure 5 As shown, Figure 5Schematic diagram of EMU simulation weighing data obtained by transforming the EMU pre-weighing data model described in Example 2), and at the same time, in the EMU pre-weighing data model, it is set that the wheel weight difference is greater than 4% and turns red. The EMU pre-weighing data model shows that the axle position with a red wheel weight difference means that the wheel weight difference is too large. Before the train set is weighed, the axle position with a large wheel weight difference needs to be intervened and adjusted in advance. The specific adjustment method is to increase or decrease the thickness of the adjustment pad of the axle box spring to eliminate the difference in left and right wheel weights, so that the left and right wheel weights of the wheelset tend to be balanced, and it is easy to achieve a qualified wheel weight difference when weighing. The advantage of this process method is that before the train set is weighed, the EMU pre-weighing data model can be used to predict which axle position needs to be intervened and adjusted in advance.

[0055] In order to verify the effect of the present invention, four CR400AF platform EMUs were selected for verification. Among them, verification was carried out on two CR400AF EMUs and both achieved qualified weighing data in one time. When verification was carried out on one CR400AF-A EMU, it was unexpected that the wheel weight difference of car 09 was unqualified, while the pre-weighing data model data of car 09 was good (the wheel weight difference was less than 2%). After analysis, it was judged that car 09 was a dining car and there was an unbalanced weight distribution on both sides of the car body (the 1st side of the vehicle was heavier than the 2nd side). Therefore, before the verification weighing test of the CR400AF-A EMU, in addition to the need to refer to the data of the EMU pre-weighing data model to carry out the leveling process, the height data of the air spring height adjustment rod on the 1st side of the car 09 car was increased by 1.5mm compared with the 2nd side. The subsequent verification of a CR400AF-A platform EMU can also achieve qualified weighing data in one time.

[0056] The above description is only a preferred embodiment of the present invention, which is only illustrative and not restrictive of the present invention. Those skilled in the art understand that many changes, modifications, and even equivalences may be made to the present invention within the spirit and scope defined by the claims of the present invention, but all of them will fall within the scope of protection of the present invention.

Claims

1. A method for leveling and weighing a train set, characterized in that: Includes steps: S1, obtaining the static ballast data of the EMU bogie through the EMU advanced repair bogie static ballast process; S2, converting the static ballast data of the EMU bogie into EMU simulated weighing data; S3, formulating a vehicle body leveling plan by analyzing the simulated weighing data of the EMU to guide the on-site leveling operation.

2. The method for leveling and weighing a train set according to claim 1, characterized in that: A pre-weighing data model for an EMU is constructed. The pre-weighing data model for the EMU has two workbooks, one of which is used as an input port for the static pressure wheel weight data of the bogie; and the other workbook is used as an output port for the simulated weighing data of the EMU.

3. The method for leveling and weighing a train set as claimed in claim 2, characterized in that: The EMU pre-weighing data model is produced by using an Excel spreadsheet as a carrier.

4. The method for leveling and weighing a train set as claimed in claim 2, characterized in that: The static ballast data of the EMU bogie uses the force unit KN, and the EMU simulated weighing data uses the mass unit Kg. The static ballast data of the EMU bogie and the EMU simulated weighing data are directly converted through gravity acceleration, that is, the EMU pre-weighing data model is constructed, and then the weighing process wheel weight difference calculation formula is inserted to calculate the simulated weighing wheel weight difference data.

5. The method for leveling and weighing a train set as claimed in claim 2, characterized in that: In the process of converting the static ballast data of the EMU bogie into the EMU simulation weighing data through the EMU pre-weighing data model, the axle positions with wheel weight differences greater than 4% are marked, and the marked axle positions are intervened and adjusted in advance before the train set is weighed.

6. The method for leveling and weighing a train set as claimed in claim 5, characterized in that: The method of early intervention adjustment is to eliminate the difference in left and right wheel weights by increasing or decreasing the thickness of the adjustment pad of the axle box spring, so that the left and right wheel weights of the wheelset tend to be balanced.

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