A device for detecting wear of a hump retarder for a railway station

Abstract

The invention relates to a hump retarder wear detection device for railway station, characterized in that when the wheel passes through the main track, the wheel flange contacts the upper end of the detection spring, the detection spring moves downward, the detection spring total connecting rod and the main arm move to the lower position, the conical head at the lower end of the main arm is clamped in the right angle clamping groove between the two clamping seats; the clamping hook is limited by the limiting clamping groove of the detection spring total connecting rod through the clamping hook insertion hole; the contact piece moves to the side close to the detection spring; when the wheel passes through the main track, the opening width between the two clamping seats increases, the clamping of the main arm is released, the main arm moves upward and resets, the outer movement of the clamping hook moves to the disengagement position of the limiting clamping groove, the limiting of the detection spring total connecting rod is released, the detection spring total connecting rod moves to the upper part, and the outer movement of the contact piece moves to the close contact position with the retarder friction plate; the distance from the hump retarder to the rail head is obtained through the scale on the scale rod, the distance from the hump retarder to the rail head is subtracted twice, and the wear of the hump retarder is obtained. The invention can realize accurate detection of the wear.

Description

Technical Field

[0001] This invention belongs to the field of hump reducer testing, and specifically relates to a device for detecting the wear of hump reducers used in railway stations. Background Technology

[0002] In railway stations, hump yards are typically set up to facilitate freight dispatching and parking. After freight cars enter the yard, they need to be slowed down to ensure safe placement of the cargo in designated locations. Hump reducers are essential equipment in hump shunting. Commonly used hump reducers can be categorized into pneumatic reducers, hydraulic reducers, and electric reducers, depending on their power system. Although the power output methods differ, the deceleration principle is similar: the power system drives friction plates to press against the car wheels, converting the car's kinetic energy into heat energy, thereby achieving deceleration. Because the friction plates wear continuously during deceleration, the dispatching yard needs to periodically inspect the wear of the friction plates to prevent accidents.

[0003] In view of the problems of limited options, low reliability, high cost and poor safety of the current hump reducer friction plate detection systems on the market, there is a need to design a special device for detecting the wear of hump reducers. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention proposes a wear detection device and design method for hump reducers used in railway stations. This device is highly reliable, can accurately detect wear, and is highly practical.

[0005] The above-mentioned objective of this invention is achieved through the following technical solution:

[0006] A wear detection device for a hump reducer used in railway stations comprises a detection body and a clamping seat. The detection body includes a detection spring, a contact piece, a detection spring main connecting rod, a main arm, a main arm base, a detection spring spring, a main arm spring, a connecting rod, an upper hinge column of the connecting rod, a lower hinge column of the connecting rod, a scale rod, a contact piece slide block, and a locking / unlocking mechanism for the detection spring main connecting rod. A tapered head structure is provided at the lower end of the main arm. A limit groove is provided on the lower side of the detection spring main connecting rod.

[0007] The detection spring and contact piece are positioned opposite each other on both sides of the main track. The lower end of the detection spring is fixedly connected to the upper end of the detection spring main connecting rod. The detection spring main connecting rod is fitted with the main arm base in a manner that allows relative vertical movement. The detection spring spring is sleeved on the detection spring main connecting rod and pressed between the lower end of the detection spring and the upper end of the main arm. The main arm and the main arm base are fitted with a manner that allows relative vertical movement, and a main arm spring is fitted on the main arm, positioned above the main arm base. The detection spring... The main connecting rod of the contact spring is parallel to the central axis of the main arm's vertical movement relative to the main arm base. The middle part of the main connecting rod of the contact spring is hinged to one end of the connecting rod through the lower hinge pin of the connecting rod. The other end of the connecting rod is hinged to the lower end of the contact piece through the upper hinge pin of the connecting rod. The scale rod is vertically fixedly installed on the inner side of the lower end of the contact piece. The contact piece slide block is fixed on the main arm and presses against the upper end of the main arm spring. The scale rod is fitted into the slide hole provided laterally on the contact piece slide block.

[0008] The detection spring connecting rod locking and unlocking mechanism is installed on the outer side of the lower end of the main arm. It has a hook that can move radially along the main arm under the action of magnetic force, and a hook insertion hole is provided on the main arm at the position corresponding to the hook.

[0009] The clamping seats are in two sets, which are symmetrically arranged on the left and right sides of the tapered head at the lower end of the main arm. A V-shaped guide groove and a right-angle clamping groove with controllable opening width are formed between the two sets of clamping seats. The V-shaped guide groove and the right-angle clamping groove are arranged vertically.

[0010] When the wheel passes the main rail, the wheel flange contacts the upper end of the detection spring, pressing the detection spring downwards. The detection spring's main connecting rod and the main arm both move to the lower position. The conical head at the lower end of the main arm is locked in the right-angle slot formed between the two sets of locking seats. The hook forms a limiting engagement with the limiting slot of the detection spring's main connecting rod through the hook insertion hole. The contact piece moves to a position close to the detection spring. When the wheel passes the main rail, the opening width between the two locking seats increases, releasing the locking of the main arm. The main arm first moves upwards to reset, and the hook moves outwards to a position where it is disengaged from the limiting slot, releasing the limiting of the detection spring's main connecting rod. The detection spring's main connecting rod moves to the upper position, and the contact piece moves outwards simultaneously to a position where it is in contact with the reducer friction plate. The distance from the hump reducer to the rail head is obtained through the scale on the scale rod. The wear amount of the hump reducer is obtained by subtracting the two distances from the hump reducer to the rail head.

[0011] Furthermore, it also includes a ranging sensor, which is installed on the lower inner side of the detection spring.

[0012] Furthermore, the main arm is composed of an upper section, a lower section, and a neck that fixes the upper and lower sections of the main arm to each other on the side. There is a gap between the lower end of the upper section and the upper end of the lower section. The upper section has a central hole, the upper part of the lower section has a central hole, the lower end adopts the tapered head structure, and the hook insertion hole is provided on the side wall of the lower section corresponding to the central hole.

[0013] Furthermore, the detection spring connecting rod consists of an upper detection spring connecting rod and a lower detection spring connecting rod; both ends of the upper detection spring connecting rod are threaded, the upper end of the upper detection spring connecting rod passes through the detection spring spring and is threadedly connected to the threaded hole on the detection spring 1-1; the lower end of the upper detection spring connecting rod passes through the center hole of the upper section of the main arm and is threadedly fixed to the threaded hole at the upper end of the lower detection spring connecting rod; the lower part of the lower detection spring connecting rod is inserted into the center hole at the lower end of the main arm; and the limiting slot is provided on the lower detection spring connecting rod.

[0014] Furthermore, a hinge hole is provided perpendicular to the axial direction near the upper end of the lower connecting rod of the detection spring. The lower connecting rod of the detection spring is rotatably connected to one end of the connecting rod through the lower hinge pin of the connecting rod at the hinge hole position.

[0015] Furthermore, the locking and unlocking mechanism of the spring clip connection rod includes a hook seat, a hook electromagnet, a reaming bolt, a hook spring, and the hook itself. The hook electromagnet is fixed to the hook seat, and the lower end of the hook seat is fixed to the side of the lower section of the main arm. The hook has a threaded hole, and the reaming bolt passes through the hook seat and the hook spring, and is fixed to the hook by the thread. When the hook electromagnet is energized, the hook is subjected to magnetic force and moves to the outside of the lower section of the main arm. When the hook electromagnet is de-energized, the hook is subjected to the action of the hook spring and extends into the inner hole of the lower section of the main arm through the hook insertion hole on the lower section of the main arm.

[0016] Furthermore, each set of clamping seats mainly includes a clamping slide rod, a clamping seat electromagnet, a clamping seat flange, a clamping seat spring, and a clamping seat base; the clamping slide rod consists of a rod body and a clamping head part located at the inner end of the rod body. A roller is installed at the lower end of the clamping head part, which contacts the base surface; the inner side of the clamping head is provided with guide slopes and right-angle slots. The guide slopes of the two sets of clamping seats cooperate to form the V-shaped guide groove, and the right-angle slots of the two sets of clamping seats cooperate to lock the conical head when the connecting rod under the detection spring moves to the lower working position.

[0017] Furthermore, the design method for the wear detection device of the hump reducer used in railway stations includes the following steps:

[0018] S1: Determine the critical dimensions of the main rails within the hump yard and the range of the wear detection device for hump reducers used in railway stations. The critical dimensions of the main rails within the hump yard primarily include the rail head width and rail base width. The range of the wear detection device for hump reducers used in railway stations is determined based on actual usage requirements.

[0019] S2: Determine the minimum angle between the connecting rod and the vertical direction based on the actual situation. The minimum angle between the connecting rod and the vertical direction should be between 10° and 25°.

[0020] S3: Based on the critical dimensions of the main track and the minimum angle between the connecting rod and the vertical direction, calculate the distance between the two hinge points of the connecting rod. The distance between the two hinge points of the connecting rod is calculated using the following formula:

[0021]

[0022] In the formula, l is the distance between the two hinge points of the connecting rod, in mm; W1 is the width of the rail base, in mm; α min It is the minimum value of the angle between the connecting rod and the vertical direction.

[0023] S4: Determine the maximum angle between the connecting rod and the vertical direction based on the minimum angle between the connecting rod and the vertical direction, the distance between the two hinge points of the connecting rod, and the range of the wear detection device for the humpback reducer used in railway stations. The maximum angle between the connecting rod and the vertical direction is calculated using the following formula:

[0024]

[0025] In the formula, t is the range of the wear detection device for the humpback reducer used in railway stations; l is the distance between the two hinge points of the connecting rod, in mm; α min α is the minimum angle between the connecting rod and the vertical direction; max It is the maximum value of the angle between the connecting rod and the vertical direction.

[0026] S5: Calculate the longitudinal travel of the detection spring based on the extreme value of the angle between the connecting rod and the vertical direction and the distance between the two hinge points of the connecting rod. The longitudinal travel of the detection spring is calculated using the following formula:

[0027] s=|lcosα min -lcosα max |

[0028] In the formula, s is the longitudinal stroke of the detection spring, in mm; l is the distance between the two hinge points of the linkage, in mm; α max α is the maximum value of the angle between the connecting rod and the vertical direction; min It is the minimum value of the angle between the connecting rod and the vertical direction.

[0029] S6: Select the model and specifications of the detection spring based on the longitudinal travel of the detection spring and the weight of a single wheel. The model and specifications of the detection spring include its inner diameter, effective number of coils, wire diameter, and length. The inner diameter of the detection spring is the same as the diameter of the connecting rod on the detection spring. The effective number of coils is calculated using the following formula:

[0030]

[0031] In the formula, n is the effective number of turns of the detection spring; s is the longitudinal stroke of the detection spring, in mm.

[0032] The wire diameter of the spring is determined using the following formula:

[0033]

[0034] In the formula, F is the weight of a single wheel of the cargo box, in N; s is the longitudinal stroke of the sensing spring, in mm; and is the shear modulus of the sensing spring, in N / mm. 2 D is the inner diameter of the spring in mm; d is the wire diameter of the spring in mm; n is the effective number of turns of the spring; G is the shear modulus of the spring material in N / mm. 2 .

[0035] The length of the spring is calculated using the following formula:

[0036] p = s + nd

[0037] In the formula, p is the length of the detection spring in mm; s is the longitudinal stroke of the detection spring in mm; d is the wire diameter of the detection spring in mm; and n is the effective number of turns of the detection spring.

[0038] S7: Select the main boom spring model and specifications based on the tested spring spring specifications. The main boom spring specifications include the main boom spring inner diameter, the effective number of coils, and the main boom spring wire diameter. The main boom spring inner diameter is the same as the main boom diameter. The effective number of coils is calculated using the following formula:

[0039]

[0040] In the formula, n′ is the effective number of coils of the main arm spring; n is the effective number of coils of the detection spring.

[0041] The diameter of the main boom spring wire is obtained using the following formula:

[0042]

[0043] In the formula, d′ is the wire diameter of the main arm spring, in mm; d is the wire diameter of the detection spring, in mm.

[0044] S8: Based on the critical dimensions of the main track within the hump yard, design the critical geometric dimensions of the inspection springs and contact plates. The concavity of the inspection springs and contact plates is calculated using the following formula:

[0045]

[0046] In the formula, e1 is the indentation of the detection spring piece, in mm; e2 is the indentation of the contact piece, in mm; l is the distance between the two hinge points of the linkage rod, in mm; α min W1 is the minimum angle between the connecting rod and the vertical direction; W2 is the rail base width in mm; W2 is the rail head width in mm.

[0047] The advantages and positive effects of this invention are as follows:

[0048] (1) The wear detection device for hump reducers used in railway stations proposed in this invention patent can not only accurately measure the wear of hump reducers, but also calculate the approximate wear amount through the scale on the contact plate when the precise value of the reducer wear is not required. This design scheme facilitates the main track maintenance personnel to accurately measure and roughly estimate the wear of hump reducers, and has high practicality.

[0049] (2) When the cargo box wheels pass by, the wear detection device for the hump reducer of the railway station proposed in this invention compresses the detection body to the bottom of the main track through the linkage transmission, which can effectively avoid accidents such as derailment and has good safety.

[0050] (3) The wear detection device for the hump reducer of railway station proposed in this invention mainly uses mechanical means to measure the wear amount. Compared with electromechanical measurement system, it has high reliability and strong maintainability. Attached Figure Description

[0051] Figure 1 This is an isometric view of the wear detection device for a humpback reducer used in railway stations according to the present invention;

[0052] In the diagram: 1. Detection body; 2. Clamping seat;

[0053] Figure 2 This is an exploded view of the detection body of the present invention;

[0054] In the diagram: 1-1—Detection spring; 1-2—Distance sensor; 1-3—Detection spring spring; 1-4—Connecting rod on the detection spring; 1-5—Connecting flange; 1-6—Main arm; 1-7—Contact piece slide block; 1-8—Main arm spring; 1-9—Main arm base; 1-10—Hinge hole bolt; 1-11—Hook seat; 1-12—Hook spring; 1-13—Hook electromagnet; 1-14—Hook; 1-15—Lower hinge post of the linkage rod; 1-16—Lower connecting rod of the detection spring; 1-17—Linking rod; 1-18—Hinge post on the linkage rod; 1-19—Contact piece; 1-20—First screw; 1-21—Second screw; 1-22—Third screw;

[0055] Figure 3 This is a schematic diagram of the main arm of the present invention. 3a is a front view, 3b is a cross-sectional view AA of 3a, and 3c is a perspective view.

[0056] In the diagram: 1-6-1, upper part of the main arm; 1-6-2, neck of the main arm; 1-6-3, lower part of the main arm;

[0057] Figure 4 This is an exploded view of the clamping seat;

[0058] In the diagram: 2-1—Clamping slide bar; 2-2—Clamping seat electromagnet; 2-3—Clamping seat flange; 2-4—Clamping seat spring; 2-5—Clamping seat base; 2-6—Fourth screw; 2-7—Fifth screw;

[0059] Figure 5 This is a cross-sectional view and key dimensions of the main track in the example;

[0060] In the diagram: W1 is the rail base width; W2 is the rail head width;

[0061] Figure 6 This is a diagram showing the cooperation between the detection body and the cargo box wheels when they pass through the main track. 6a is the front view, and 6b is the AA sectional view of 6a.

[0062] Figure 7 This is a diagram showing the position and status of the wear detection device for the humpback reducer at the railway station when the cargo box wheels pass over the main rail.

[0063] In the diagram: 3. Main track; 4. Reducer friction plate;

[0064] Figure 8 This is a diagram showing the position and status of the wear detection device for the humpback reducer at the railway station at the start of the inspection.

[0065] Figure 9 This is a flowchart of the design method for a wear detection device for a hump reducer used in railway stations, as proposed in this invention.

[0066] Figure 10This is a schematic diagram for detecting the indentation of the spring clip;

[0067] Figure 11 This is a schematic diagram of the concave amount of the contact piece. Detailed Implementation

[0068] The structure of the present invention will be further described below with reference to the accompanying drawings and embodiments. It should be noted that these embodiments are descriptive and not limiting.

[0069] Please refer to the following: A device for detecting wear of humpback reducers used in railway stations. Figures 1-11 Its invention features are: it mainly consists of a detection body 1 and a clamping seat 2.

[0070] The main detection components include a detection spring 1-1, a distance sensor 1-2, a detection spring spring 1-3, an upper connecting rod 1-4, a connecting flange 1-5, a main arm 1-6, a contact plate slide block 1-7, a main arm spring 1-8, a main arm base 1-9, a hinge bolt 1-10, a hook seat 1-11, a hook spring 1-12, a hook electromagnet 1-13, a hook 1-14, a lower hinge pin 1-15, a lower connecting rod 1-16, a connecting rod 1-17, an upper hinge pin 1-18, and a contact plate 1-19. The upper and lower connecting rods of the detection spring are coaxially connected to form the main connecting rod of the detection spring. The hinge bolt 1-10, hook seat 1-11, hook spring 1-12, hook electromagnet 1-13, and hook 1-14 combine to form the locking and unlocking mechanism of the main connecting rod of the detection spring.

[0071] The detection spring 1-1 is disposed on one side of the main track and consists of a vertical section and a horizontal section. Shaped to fit the main track, the vertical section comprises an upper vertical segment, a lower vertical segment, and a middle horizontal segment connecting the upper and lower vertical segments. The upper vertical segment is positioned near the side of the main track. The horizontal section is vertically welded to the inner side of the vertical section near its lower end (relative to the main track). A threaded hole is provided at the lower end of the horizontal section for connecting the upper connecting rod of the detection spring. The ranging sensor is fixed to the inner side of the vertical section, located below the horizontal section, by a first screw. The main arm consists of an upper section 1-6-1, a lower section 1-6-3, and a neck 1-6-2 that securely connects the upper and lower sections from the side. A gap exists between the lower end of the upper section and the upper end of the lower section. The upper section and lower section each have a central hole. The lower end of the lower section has a tapered head structure, and a hook insertion hole is located on the side wall of the lower section corresponding to the central hole. The connecting flange 1-5 is fixed to the upper end of the upper section 1-6 by a second screw 1-21, serving as a lower limit for the detection spring 1-3. The connecting rod 1-4 on the detection spring has threads at both ends. The upper end of the connecting rod 1-4 passes through the detection spring 1-3 and is threaded into the threaded hole on the detection spring 1-1, thus achieving a fixed connection between the connecting rod and the detection spring. The lower end of the upper connecting rod 1-4 of the detection spring passes through the central hole of the upper section of the main arm and is fixed to the upper threaded hole of the lower connecting rod 1-16 of the detection spring by threads. The lower part of the lower connecting rod is inserted into the central hole of the lower end of the main arm, allowing the entire detection spring connecting rod to move up and down relative to the main arm 1-6. A limiting groove is provided at the lower part of the lower connecting rod for engaging with a hook to achieve a locking engagement for a certain period of time during the detection process. A hinge hole is provided perpendicular to the axial direction near the upper end of the lower connecting rod of the detection spring. The lower connecting rod 1-16 of the detection spring is rotatably connected to one end of the connecting rod 1-17 at the hinge hole position through the lower hinge post 1-15 of the connecting rod. The contact piece 1-19 is provided on the other side of the main track and is positioned opposite to the detection spring. The shape of the contact piece matches the shape of the upright part of the detection spring. A hinge hole is provided at the lower end of the contact piece 1-19. A hinge pin 1-18 on the connecting rod connects to the other end of the connecting rod 1-17 via the hinge hole, allowing for relative rotation. The contact piece slide block 1-7 is fixed to the main boom neck by welding. A scale rod is vertically welded to the inner side of the lower end of the contact piece. The scale rod passes through a slide hole on the contact piece slide block 1-7, ensuring that the contact piece 1-19 can move horizontally relative to the main boom 1-6. The latch electromagnet 1-13 is fixed to the latch seat 1-11 by adhesive. The latch seat 1-11 has two through holes at its lower end, and is fixed to the lower side of the main boom 1-6 by a third screw 1-22.The hook 1-14 has a threaded hole. A reamed bolt 1-10 passes through the hook seat 1-11 and the hook spring 1-12, and is fixed to the hook 1-14 by the thread. The hook 1-14 is made of steel. When the hook electromagnet 1-13 is energized, the hook 1-14 is subjected to magnetic force and moves towards the hook electromagnet 1-13, moving the outer side of the lower section of the main arm. When the hook electromagnet 1-13 is de-energized, the hook is subjected to the action of the hook spring and moves towards the lower section of the main arm, extending through the hook insertion hole on the lower section of the main arm into the inner hole of the lower section of the main arm.

[0072] The main boom base is a portal-shaped base. The lower ends of the two vertical sides of the portal-shaped base have transverse extensions with screw holes for fixing to the base surface using mounting screws. The upper transverse side of the portal-shaped base has a guide hole. The main boom neck is fitted with the guide hole with a clearance. The main boom spring is sleeved on the main boom neck, and its upper and lower ends are pressed against the lower end of the contact plate slide block and the upper end of the portal-shaped base, respectively.

[0073] Two sets of clamping seats are symmetrically arranged on the left and right sides of the lower end of the connecting rod of the detection spring. Each set of clamping seats mainly includes a clamping slide rod 2-1, a clamping seat electromagnet 2-2, a clamping seat flange 2-3, a clamping seat spring 2-4, and a clamping seat base 2-5. The clamping slide rod consists of a rod body and a clamping head part located at the inner end of the rod body. A roller is installed at the lower end of the clamping head part, which contacts the base surface. The inner side of the clamping head is provided with guide slopes and right-angle slots. The guide slopes of the two sets of clamping seats cooperate to form a V-shaped guide groove, which is used to cooperate with the conical head at the lower end of the connecting rod of the detection spring. The right-angle slots of the two sets of clamping seats are used to lock the conical head when the connecting rod of the detection spring moves to the lower working position. The clamping seat electromagnet 2-2 is fixed to the outer side of the clamping head of the clamping slide rod 2-1 by the fourth screw 2-6. The clamping seat flange 2-3 is connected to the inner side 2-5 of the clamping seat base by the fifth screw 2-7. The clamping seat spring 2-4 is sleeved on the rod body of the clamping slide rod and pressed between the clamping seat electromagnet 2-2 and the clamping seat flange 2-3. A through hole is provided on the clamping seat base for the rod body of the clamping slide rod to pass through.

[0074] The working principle of the wear detection device for humpback reducers used in railway stations according to this invention:

[0075] When the cargo box wheel passes the main track 3, the wheel flange presses down on the detection spring 1-1, compressing the detection spring spring 1-3. The upper connecting rod 1-4 and the lower connecting rod 1-16 of the detection spring move downwards. Simultaneously, the main arm 1-6, due to the reaction force of the detection spring spring 1-3, compresses the main arm spring 1-8 and moves downwards. The main arm 1-6 drives the contact piece 1-19 downwards via the contact piece slide block 1-7. The movement relationship between the lower connecting rod 1-16 and the contact piece 1-19 is transmitted through the linkage rod 1-17. The downward movement of the lower connecting rod 1-16 causes the contact piece 1-19 to move to the right, i.e., closer to the main track. The lower connecting rod 1-16 moves downwards until the hook 1-14 inserts into the limiting slot on the lower connecting rod, locking the lower connection of the detection spring. At this point, the cross-sectional view of the detection body is as follows. Figure 6 As shown. The main boom 1-6 moves downwards, and the conical head at the lower end of the main boom enters the right-angle slot between the two clamping seats after passing through the V-shaped guide groove, thus clamping the main boom. Figure 7 As shown.

[0076] When the cargo box wheels cross the main track, the detection device starts working, as shown in the attached... Figure 8 As shown, when the clamping seat electromagnet 2-2 is energized, the clamping slide rod 2-1 moves towards the clamping seat electromagnet 2-2 due to magnetic attraction, increasing the distance between the inner sides of the two clamping seats and releasing the clamping of the main arm. The force of the main arm spring 1-8 causes the main arm 1-6 to move upward. When the main arm 1-6 reaches equilibrium and stops, the hook electromagnet 1-13 is energized, and the hook 1-14 moves towards the hook electromagnet 1-13 due to magnetic attraction, releasing the locking of the lower connecting rod of the detection spring. The force of the detection spring spring 1-3 causes the lower connecting rod 1-16 of the detection spring to move upward. The motion relationship between the lower connecting rod 1-16 of the detection spring and the contact piece 1-19 is transmitted through the linkage rod 1-17. The upward movement of the lower connecting rod 1-16 of the detection spring causes the contact piece 1-19 to move to the left, that is, to move closer to the reducer friction plate, until the contact piece 1-19 is in close contact with the reducer friction plate 4. The contact piece 1-19 passes through the contact piece slide block 1-7, which is engraved with scales. The distance from the hump reducer to the rail head can be roughly determined by these scales. Subtracting two observed distances from the hump reducer to the rail head gives the wear amount of the hump reducer. For precise calculation of the hump reducer wear, the distance between contact piece 1-19 and the detection spring 1-1 is measured using the distance sensor 1-2. Subtracting the two measurements gives the accurate wear amount of the hump reducer.

[0077] The design method for the above-mentioned wear detection device for humpback reducers used in railway stations includes the following steps:

[0078] S1: Determine the critical dimensions of the main rails within the hump yard and the range of the wear detection device for hump reducers used in railway stations. The critical dimensions of the main rails within the hump yard primarily include the rail head width and rail base width. The range of the wear detection device for hump reducers used in railway stations is determined based on actual usage requirements.

[0079] S2: Determine the minimum angle between the connecting rod and the vertical direction based on the actual situation. The minimum angle between the connecting rod and the vertical direction should be between 10° and 25°.

[0080] S3: Based on the critical dimensions of the main track and the minimum angle between the connecting rod and the vertical direction, calculate the distance between the two hinge points of the connecting rod. The distance between the two hinge points of the connecting rod is calculated using the following formula:

[0081]

[0082] In the formula, l is the distance between the two hinge points of the connecting rod, in mm; W1 is the width of the rail base, in mm; α min It is the minimum value of the angle between the connecting rod and the vertical direction.

[0083] S4: Determine the maximum angle between the connecting rod and the vertical direction based on the minimum angle between the connecting rod and the vertical direction, the distance between the two hinge points of the connecting rod, and the range of the wear detection device for the humpback reducer used in railway stations. The maximum angle between the connecting rod and the vertical direction is calculated using the following formula:

[0084]

[0085] In the formula, t is the range of the wear detection device for the humpback reducer used in railway stations; l is the distance between the two hinge points of the connecting rod, in mm; α min α is the minimum angle between the connecting rod and the vertical direction; max It is the maximum value of the angle between the connecting rod and the vertical direction.

[0086] S5: Calculate the longitudinal travel of the detection spring based on the extreme value of the angle between the connecting rod and the vertical direction and the distance between the two hinge points of the connecting rod. The longitudinal travel of the detection spring is calculated using the following formula:

[0087] s=|lcosα min -lcosα max |

[0088] In the formula, s is the longitudinal stroke of the detection spring, in mm; l is the distance between the two hinge points of the linkage, in mm; α max α is the maximum value of the angle between the connecting rod and the vertical direction; min It is the minimum value of the angle between the connecting rod and the vertical direction.

[0089] S6: Select the model and specifications of the detection spring based on the longitudinal travel of the detection spring and the weight of a single wheel. The model and specifications of the detection spring include its inner diameter, effective number of coils, wire diameter, and length. The inner diameter of the detection spring is the same as the diameter of the connecting rod on the detection spring. The effective number of coils is calculated using the following formula:

[0090]

[0091] In the formula, n is the effective number of turns of the detection spring; s is the longitudinal stroke of the detection spring, in mm.

[0092] The wire diameter of the spring is determined using the following formula:

[0093]

[0094] In the formula, F is the weight of a single wheel of the cargo box, in N; s is the longitudinal stroke of the sensing spring, in mm; and is the shear modulus of the sensing spring, in N / mm. 2 D is the inner diameter of the spring in mm; d is the wire diameter of the spring in mm; n is the effective number of turns of the spring; G is the shear modulus of the spring material in N / mm. 2 .

[0095] The length of the spring is calculated using the following formula:

[0096] p = s + nd

[0097] In the formula, p is the length of the detection spring in mm; s is the longitudinal stroke of the detection spring in mm; d is the wire diameter of the detection spring in mm; and n is the effective number of turns of the detection spring.

[0098] S7: Select the main boom spring model and specifications based on the tested spring spring specifications. The main boom spring specifications include the main boom spring inner diameter, the effective number of coils, and the main boom spring wire diameter. The main boom spring inner diameter is the same as the main boom diameter. The effective number of coils is calculated using the following formula:

[0099]

[0100] In the formula, n′ is the effective number of coils of the main arm spring; n is the effective number of coils of the detection spring.

[0101] The diameter of the main boom spring wire is obtained using the following formula:

[0102]

[0103] In the formula, d′ is the wire diameter of the main arm spring, in mm; d is the wire diameter of the detection spring, in mm.

[0104] S8: Based on the critical dimensions of the main track within the hump yard, design the critical geometric dimensions for the inspection springs and contact plates. The indentation amount of the inspection springs is shown in the attached figure. Figure 10 As shown, the concavity of the contact piece is as attached. Figure 11 As shown. The concavity of the spring and contact piece is calculated using the following formula:

[0105]

[0106] In the formula, e1 is the indentation of the detection spring piece, in mm; e2 is the indentation of the contact piece, in mm; l is the distance between the two hinge points of the linkage rod, in mm; α min W1 is the minimum angle between the connecting rod and the vertical direction; W2 is the rail base width in mm; W2 is the rail head width in mm.

[0107] Example: In this example, the main track railhead width W1 = 132mm, the rail base width W2 = 70mm, the wear detection device for the hump reducer used in the railway station has a range t = 45mm, and the minimum angle α between the connecting rod and the vertical direction is... min =20°, the weight of a single wheel on the cargo box F = 3270N, and the spring tangential modulus G = 72000N / mm 2 The diameter of the connecting rod on the spring is 30mm, and the diameter of the main arm is 50mm. In this example, all results are rounded to integers during the calculation process. The distance l between the two hinge points of the rod is calculated using the following formula:

[0108]

[0109] The maximum value α of the angle between the connecting rod and the vertical direction can be calculated using the following formula. max :

[0110]

[0111] The longitudinal travel s of the detection spring is calculated using the following formula:

[0112] s=|lcosα min -lcosα max |=|207.6×cos20°-207.6×cos34°|≈23mm

[0113] The effective number of coils n of the test spring can be calculated using the following formula:

[0114]

[0115] Based on the weight of a single wheel in the cargo box, F = 3270 N, and the spring tangential modulus G = 72000 N / mm², 2 The diameter of the connecting rod on the detection spring is 30mm (the inner diameter D of the detection spring is the same as the diameter of the connecting rod on the detection spring, i.e., D = 30mm). The wire diameter d of the detection spring can be derived using the following formula:

[0116]

[0117] Through derivation, we can obtain d = 9mm.

[0118] The length p of the spring is calculated using the following formula:

[0119] p = s + nd = 23 + 7 × 9 = 86 mm

[0120] Since the main boom diameter is 50mm, the inner diameter of the main boom spring is the same as the main boom diameter, that is, the inner diameter of the main boom spring is 50mm.

[0121] The effective number of coils n′ of the main boom spring is obtained by the following formula:

[0122]

[0123] The main boom spring wire diameter d′ is obtained using the following formula:

[0124]

[0125] The inward concavity e1 of the spring is calculated using the following formula:

[0126]

[0127] The indentation e2 of the contact piece is calculated using the following formula:

[0128]

[0129] Although embodiments and drawings of the present invention have been disclosed for illustrative purposes, those skilled in the art will understand that various substitutions, variations and modifications are possible without departing from the spirit and scope of the present invention and the appended claims. Therefore, the scope of the present invention is not limited to the contents disclosed in the embodiments and drawings.

Claims

1. A device for detecting wear of a humpback reducer used in railway stations, characterized in that: It consists of a detection body and a clamping seat; the detection body includes a detection spring, a contact piece, a detection spring main connecting rod, a main arm, a main arm base, a detection spring spring, a main arm spring, a connecting rod, an upper hinge column of the connecting rod, a lower hinge column of the connecting rod, a scale rod, a contact piece slide block, and a locking and unlocking mechanism for the detection spring main connecting rod; the lower end of the main arm is provided with a tapered head structure; the lower side of the detection spring main connecting rod is provided with a limit groove; The detection spring and contact piece are positioned opposite each other on both sides of the main track. The lower end of the detection spring is fixedly connected to the upper end of the detection spring main connecting rod. The detection spring main connecting rod is fitted with the main arm in a vertically movable manner. The detection spring spring is sleeved on the detection spring main connecting rod and pressed between the lower end of the detection spring and the upper end of the main arm. The main arm and the main arm base are fitted with each other in a vertically movable manner, and a main arm spring is installed on the main arm, positioned above the main arm base. The detection spring main connecting rod... The connecting rod is parallel to the vertical axis of the main arm and the vertical axis of the main arm relative to the main arm base. The middle part of the detection spring connecting rod is hinged to one end of the connecting rod through the lower hinge post of the connecting rod. The other end of the connecting rod is hinged to the lower end of the contact piece through the upper hinge post of the connecting rod. The scale rod is vertically fixedly installed on the inner side of the lower end of the contact piece. The contact piece slide block is fixed on the main arm and presses against the upper end of the main arm spring. The scale rod is fitted into the slide hole provided laterally on the contact piece slide block. The detection spring connecting rod locking and unlocking mechanism is installed on the outer side of the lower end of the main arm, and has a hook that moves radially along the main arm under the action of magnetic force. A hook insertion hole is provided on the main arm at the position corresponding to the hook. The clamping seats are in two sets, which are symmetrically arranged on the left and right sides of the tapered head at the lower end of the main arm. A V-shaped guide groove and a right-angle clamping groove with controllable opening width are formed between the two sets of clamping seats. The V-shaped guide groove and the right-angle clamping groove are arranged vertically. When the wheel passes the main rail, the wheel flange contacts the upper end of the detection spring, pressing the detection spring downwards. The detection spring's main connecting rod and the main arm both move to the lower position. The conical head at the lower end of the main arm is locked in the right-angle slot formed between the two sets of locking seats. The hook forms a limiting engagement with the limiting slot of the detection spring's main connecting rod through the hook insertion hole. The contact piece moves to a position close to the detection spring. When the wheel passes the main rail, the opening width between the two locking seats increases, releasing the locking of the main arm. The main arm first moves upwards to reset, and the hook moves outwards to a position where it is disengaged from the limiting slot, releasing the limiting of the detection spring's main connecting rod. The detection spring's main connecting rod moves to the upper position, and the contact piece moves outwards simultaneously to a position where it is in contact with the reducer friction plate. The distance from the hump reducer to the rail head is obtained through the scale on the scale rod. The wear amount of the hump reducer is obtained by subtracting the two distances from the hump reducer to the rail head.

2. The wear detection device for a humpback reducer used in railway stations according to claim 1, characterized in that: It also includes a ranging sensor, which is installed on the lower inner side of the detection spring.

3. The wear detection device for a humpback reducer used in railway stations according to claim 1, characterized in that: The main arm consists of an upper section, a lower section, and a neck that is fixedly connected to the upper and lower sections on the side. There is a gap between the lower end of the upper section and the upper end of the lower section. The upper section has a central hole, the upper part of the lower section has a central hole, the lower end adopts the tapered head structure, and the hook insertion hole is provided on the side wall of the lower section corresponding to the central hole.

4. The wear detection device for a humpback reducer used in railway stations according to claim 3, characterized in that: The detection spring connecting rod consists of an upper connecting rod and a lower connecting rod. Both ends of the upper connecting rod are threaded. The upper end of the upper connecting rod passes through the detection spring spring and is threaded to the threaded hole on the detection spring. The lower end of the upper connecting rod passes through the center hole of the upper section of the main arm and is threaded to the threaded hole at the upper end of the lower connecting rod. The lower part of the lower connecting rod is inserted into the center hole at the lower end of the main arm. The limiting slot is provided on the lower connecting rod.

5. The wear detection device for a humpback reducer used in railway stations according to claim 4, characterized in that, A hinge hole is provided perpendicular to the axial direction near the upper end of the lower connecting rod of the detection spring. The lower connecting rod of the detection spring is rotatably connected to one end of the connecting rod through the hinge pin of the connecting rod at the hinge hole.

6. The wear detection device for a humpback reducer used in railway stations according to claim 3, characterized in that: The detection spring connecting rod locking and unlocking mechanism includes a hook seat, a hook electromagnet, a reaming hole bolt, a hook spring, and the hook itself. The hook electromagnet is fixed on the hook seat, and the lower end of the hook seat is fixed to the side of the lower section of the main arm. The hook has a threaded hole, and the reaming hole bolt passes through the hook seat and the hook spring, and is fixed to the hook by the thread. When the hook electromagnet is energized, the hook is subjected to magnetic force and moves to the outside of the lower section of the main arm. When the hook electromagnet is de-energized, the hook is subjected to the action of the hook spring and extends into the inner hole of the lower section of the main arm through the hook insertion hole on the lower section of the main arm.

7. The wear detection device for a humpback reducer used in railway stations according to claim 1, characterized in that: Each clamping seat set includes a clamping slide rod, a clamping seat electromagnet, a clamping seat flange, a clamping seat spring, and a clamping seat base. The clamping slide rod consists of a rod body and a clamping head set at the inner end of the rod body. A roller is installed at the lower end of the clamping head and contacts the base surface. The inner side of the clamping head is provided with guide slopes and right-angle slots. The guide slopes of the two sets of clamping seats cooperate to form the V-shaped guide groove. The right-angle slots of the two sets of clamping seats cooperate to lock the conical head when the connecting rod under the detection spring moves to the lower working position.

8. The wear detection device for a humpback reducer used in railway stations according to claim 1, characterized in that, Its design method includes the following steps: S1: Determine the key dimensions of the main track in the hump yard and the range of the hump reducer wear detection device for railway stations; the key dimensions of the main track in the hump yard include the rail head width and the rail bottom width; the range of the hump reducer wear detection device for railway stations is determined according to actual usage requirements. S2: Determine the minimum angle between the linkage and the vertical direction based on the actual situation; The minimum angle between the linkage and the vertical direction is between 10° and 25°. S3: Based on the critical dimensions of the main track and the minimum angle between the connecting rod and the vertical direction, calculate the distance between the two hinge points of the connecting rod; the distance between the two hinge points of the connecting rod is calculated using the following formula: ； In the formula, This is the distance between the two hinge points of the linkage, in mm. This refers to the rail base width, in mm. It is the minimum value of the angle between the connecting rod and the vertical direction; S4: Determine the maximum angle between the connecting rod and the vertical direction based on the minimum angle between the connecting rod and the vertical direction, the distance between the two hinge points of the connecting rod, and the range of the wear detection device for the hump reducer used in railway stations; the maximum angle between the connecting rod and the vertical direction is calculated using the following formula: ； In the formula, The range of the wear detection device for humpback reducers used in railway stations; This is the distance between the two hinge points of the linkage, in mm. It is the minimum value of the angle between the connecting rod and the vertical direction; This is the maximum value of the angle between the connecting rod and the vertical direction; S5: Calculate the longitudinal travel of the detection spring based on the limit value of the angle between the connecting rod and the vertical direction and the distance between the two hinge points of the connecting rod; the longitudinal travel of the detection spring is calculated using the following formula: ； In the formula, The longitudinal travel of the spring is measured in mm. This is the distance between the two hinge points of the linkage, in mm. This is the maximum value of the angle between the connecting rod and the vertical direction; It is the minimum value of the angle between the connecting rod and the vertical direction; S6: Select the model and specifications of the detection spring based on the longitudinal travel of the detection spring and the weight of a single wheel; the model and specifications of the detection spring include the inner diameter of the detection spring, the effective number of coils of the detection spring, the wire diameter of the detection spring, and the length of the detection spring; the inner diameter of the detection spring is the same as the diameter of the connecting rod on the detection spring; the effective number of coils of the detection spring is calculated using the following formula: ； In the formula, To test the effective number of coils of the spring; The longitudinal travel of the spring is measured in mm. The wire diameter of the spring is determined using the following formula: ； In the formula, The weight of a single wheel on the cargo box, in N; The longitudinal travel of the spring is measured in mm; the shear modulus of the spring is measured in N / mm. 2 ; The inner diameter of the spring is measured in mm. The wire diameter of the spring is measured in mm. To test the effective number of coils of the spring; Shear modulus of spring material, in N / mm² 2 ; The length of the spring is calculated using the following formula: ； In the formula, The length of the spring is measured in mm. The longitudinal travel of the spring is measured in mm. The wire diameter of the spring is measured in mm. To test the effective number of coils of the spring; S7: Based on the specifications of the spring contact spring, select the specifications of the main boom spring. The specifications of the main boom spring include the inner diameter of the main boom spring, the effective number of coils of the main boom spring, and the wire diameter of the main boom spring. The inner diameter of the main boom spring is the same as the diameter of the main boom. The effective number of coils of the main boom spring is obtained using the following formula: ； In the formula, The effective number of coils of the main arm spring; To test the effective number of coils of the spring; The diameter of the main boom spring wire is obtained using the following formula: ； In the formula, The main arm spring wire diameter is in mm. The wire diameter of the spring is measured in mm. S8: Based on the critical dimensions of the main track within the hump yard, design the critical geometric dimensions of the inspection springs and contact plates; the concavity of the inspection springs and contact plates is calculated using the following formula: ； ； In the formula, The unit for measuring the indentation of the spring clip is mm; This refers to the indentation of the contact piece, in mm. This is the distance between the two hinge points of the linkage, in mm. It is the minimum value of the angle between the connecting rod and the vertical direction; This refers to the rail base width, in mm. The width of the rail head is in mm.

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