Railway vehicle body static load test device

Abstract

The invention provides a railway vehicle body static load test device, which belongs to the technical field of vehicle test devices and comprises two test trolleys, two side beam groups and two top rod assemblies. The two test trolleys are arranged on the track at an interval front and back; an end beam is arranged at the top of each test trolley and is perpendicular to the track; the two side beam groups are correspondingly arranged on the two sides of the two groups of test trolleys and are parallel to the track; the two side beam groups and the two end beams are respectively connected to form a #-shaped structure; each side beam set comprises a plurality of connecting sections connected in sequence, and every two adjacent connecting sections are connected through a connecting assembly. The two groups of top rod assemblies are in one-to-one correspondence with the two test trolleys; one end of the ejector rod assembly is connected with the corresponding test trolley, and the other end of the ejector rod assembly abuts against the arc surface of the coupler slave plate. The railway vehicle body static load test device provided by the invention can adapt to vehicle body lengths of different vehicle types, can be disassembled and assembled in real time, and is convenient to operate.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle test devices, and more specifically, relates to a static load test device for a railway vehicle body. Background Art

[0002] The railway vehicle body test device is mainly used to simulate the stress state of a railway vehicle during actual operation. Before leaving the factory, the test vehicle needs to undergo multiple test processes such as longitudinal compression test, torsion test, car jacking test, and locomotive overturning test to ensure the safety of the railway vehicle.

[0003] Railway vehicles have different models, and the body lengths of vehicles produced by different manufacturers are also different, and different types of tests need to be carried out. In the prior art, the traditional static load test device cannot be adapted to railway vehicles of various models and body lengths, and multiple different models of test devices need to be equipped, and the operation process is complex and inconvenient to use. Summary of the Invention

[0004] The purpose of the present invention is to provide a static load test device for a railway vehicle body, aiming to solve the technical problems that the existing test device cannot be adapted to railway vehicles of various different models, and the operation process is complex and inconvenient to use.

[0005] To achieve the above object, the technical solution adopted by the present invention is: providing a static load test device for a railway vehicle body, including:

[0006] Two test trolleys are arranged on the track at intervals front and rear; a crossbeam is provided on the top of each test trolley, and the crossbeam extends along the length direction perpendicular to the track;

[0007] Two side beam groups are correspondingly arranged on both sides of the two groups of test trolleys and are arranged parallel to the track; the two side beam groups are respectively connected to the two crossbeams to enclose a well-shaped structure, and the central area of the well-shaped structure is used for hoisting the test vehicle; each side beam group includes a plurality of sequentially connected connecting segments, and adjacent two connecting segments are connected by a connecting component; and

[0008] Two sets of top bar assemblies are corresponding to the two test trolleys; one end of the top bar assembly is connected to the corresponding test trolley, and the other end passes through the impact seat of the test vehicle and abuts against the arc surface of the coupler draft gear of the test vehicle.

[0009] In a possible implementation manner, the connecting component includes:

[0010] Two sets of connecting plates are respectively arranged on the upper and lower sides of the side beam group, and both ends of the connecting plate extend to the two connecting segments respectively;

[0011] Two sets of connecting pins, corresponding to the two connecting segments one by one; the connecting pins pass through one set of connecting plates and the corresponding connecting segments in the vertical direction and are connected within the other set of connecting plates; and

[0012] A bottom bracket, which is provided below the joint of the two connecting segments and whose top abuts against the connecting plate.

[0013] In some embodiments, multiple layers of backing plates are further provided between the bottom bracket and the connecting plate.

[0014] In a possible implementation manner, an installation groove penetrating along the extending direction of the side beam group is provided in the end beam, and a blocking pin is vertically penetrated in the side beam group; the side beam group is penetrated in the installation groove, and one end of the blocking pin extends upward out of the side beam group and abuts against the outer side of the end beam away from the test vehicle.

[0015] In a possible implementation manner, the top rod assembly includes:

[0016] A first support, which is provided on the lower flange of the center beam of the test vehicle; a first through hole is provided on the first support;

[0017] A second support, which is provided on the impact seat of the test vehicle and is spaced from the first support along the length direction of the track; a second through hole is provided on the second support; and

[0018] A top rod, which is arranged parallel to the extending direction of the side beam group; one end of the top rod passes through the first through hole and abuts against the arc surface of the coupler yoke; the other end of the top rod passes through the second through hole and is connected to the oil cylinder assembly of the test trolley;

[0019] Wherein, the diameters of the first through hole and the second through hole are equal to the radial dimension of the top rod to limit the top rod in the radial direction of the top rod.

[0020] In some embodiments, the first support includes:

[0021] A supporting plate, which extends horizontally and is fixed on the lower flange of the center beam;

[0022] A first supporting plate, which is vertically arranged on the supporting plate and extends along the direction perpendicular to the axis of the top rod; the first through hole is provided on the first supporting plate.

[0023] In some embodiments, the width of the first supporting plate is equal to the width of the cavity of the center beam, and the length of the first supporting plate is not greater than the length of the cavity of the center beam.

[0024] Exemplarily, the second support includes:

[0025] The seat plate has a U-shaped structure with an opening facing downwards, and the U-shaped opening of the seat plate is limited on the impact seat;

[0026] The second support plate is fixed to the top of the seat plate and extends in a direction perpendicular to the axis of the top rod; the second through hole is provided on the second support plate.

[0027] In a possible implementation manner, the static load test device for a railway vehicle body further includes:

[0028] The carrying pole has two groups of first limiting parts arranged at intervals and oppositely on the top surface, and two groups of second limiting parts arranged at intervals and oppositely on the bottom surface; the two groups of second limiting parts are used for correspondingly limiting on both sides of the top side beam of the test vehicle;

[0029] The loading steel coil has a central hole suitable for the carrying pole to pass through; the loading steel coil is sleeved on the carrying pole and limited between the two groups of first limiting parts; and

[0030] The hoisting overhead crane has clamps clamped on both sides of the loading steel coil, and the hoisting overhead crane is connected to both ends of the carrying pole through control ropes.

[0031] In some embodiments, there are also two groups of transition plates between the bottom of the carrying pole and the side beam of the test vehicle. The two groups of transition plates are arranged at intervals along the length direction of the carrying pole and are placed between the two groups of second limiting parts; the bottom surface of the transition plate is flat and abuts against the side beam of the test vehicle, and the top surface of the transition plate is an arc surface and is connected to the carrying pole.

[0032] The solution shown in the embodiments of the present application, compared with the prior art, by setting the side beam group as a structure composed of multiple connection segments, the length of the side beam group can be adjusted according to the body length of different vehicle models to adapt to different types of railway vehicles; and each connection segment can be disassembled and assembled in real time through the connection assembly, which is convenient to operate and has better adaptability; the longitudinal load applied to the test vehicle by the coupler can be accurately simulated through the top rod assembly, so as to conduct longitudinal tension and compression tests, thereby effectively evaluating the safety of the vehicle during actual operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0034] Figure 1 It is the front view structural schematic diagram of the static load test device for a railway vehicle body provided by the embodiments of the present invention;

[0035] Figure 2 It is a top view structural schematic diagram of the static load test device for the railway vehicle body provided by the embodiment of the present invention;

[0036] Figure 3 It is a structural schematic diagram of the top bar assembly provided by the embodiment of the present invention;

[0037] Figure 4 It is a front view structural schematic diagram of the first support provided by the embodiment of the present invention;

[0038] Figure 5 It is a front view structural schematic diagram of the second support provided by the embodiment of the present invention;

[0039] Figure 6 It is a structural schematic diagram of the loading steel coil hoisting structure provided by the embodiment of the present invention;

[0040] Figure 7 It is a structural schematic diagram of the shoulder pole provided by the embodiment of the present invention.

[0041] In the figure: 1. test trolley; 2. side beam group; 21. connecting section; 3. end beam; 31. installation groove; 4. top bar assembly; 41. first support; 411. support plate; 412. first support plate; 413. first through hole; 42. second support; 421. seat plate; 422. second support plate; 423. second through hole; 43. top bar; 5. connecting component; 51. connecting plate; 52. connecting pin; 53. bottom bracket; 6. position-limiting pin; 7. test vehicle; 71. lower flange of center beam; 72. impact seat; 73. coupler bolster; 8. shoulder pole; 81. first limiting part; 82. second limiting part; 83. transition plate; 9. loading steel coil; 10. hoisting overhead crane; 101. control rope; 11. track; 12. oil cylinder assembly. Detailed implementation manners

[0042] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0043] It should be noted that when an element is referred to as "disposed on" another element, it can be directly on the other element or indirectly on the other element. It should be understood that the orientation or positional relationship indicated by the terms "length", "width", "upper", "lower", "front", "rear", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0044] The terms "first" and "second" are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, "a number of" means two or more, unless otherwise specifically defined.

[0045] Please refer to Figures 1 to 7 for an illustration of the static load test device for a railway vehicle body provided by the present invention. The static load test device for a railway vehicle body includes two test bogies 1, two side beam groups 2 and two sets of top bar assemblies 4; the two test bogies 1 are arranged at intervals in the front and rear on the track 11; a crossbeam 3 is provided on the top of each test bogie 1, and the crossbeam 3 extends along the length direction perpendicular to the track 11; the two side beam groups 2 are correspondingly arranged on both sides of the two sets of test bogies 1 and are parallel to the track 11; the two side beam groups 2 are respectively connected to the two crossbeams 3 to enclose a grid structure, and the central area within the grid structure is used for hoisting the test vehicle 7; each side beam group 2 includes a plurality of sequentially connected connection segments 21, and adjacent two connection segments 21 are connected by a connection assembly 5; the two sets of top bar assemblies 4 correspond to the two test bogies 1 one by one; one end of the top bar assembly 4 is connected to the corresponding test bogie 1, and the other end passes through the impact seat 72 of the test vehicle 7 and abuts against the arc surface of the coupler follower plate 73 of the test vehicle 7.

[0046] It should be understood that the entire test bogie 1 provided in the present application can move along the extending direction of the track 11. Therefore, by moving the test bogie 1, the crossbeam 3 can be driven to move along the length direction of the track 11, and then the position of the crossbeam 3 can be adjusted to change the spatial position size of the central area enclosed by the crossbeam 3 and the side beam group 2.

[0047] Since the test bogie 1 can drive the crossbeam 3 to move, the static load test device for a railway vehicle body can be moved according to actual needs to reasonably arrange the occupied area position and improve the adaptability of the device.

[0048] It should be noted that an oil cylinder assembly 12 is provided on one of the test bogies 1, and the oil cylinder assembly 12 is arranged on the inner side of the test bogie 1 facing the central area. One set of top bar assemblies 4 is used to connect to the oil cylinder assembly 12, so as to apply longitudinal tensile and compressive loads to the top bar assembly 4 and the test vehicle 7 through the oil cylinder assembly 12, thereby simulating the stress state of the test vehicle 7.

[0049] Optionally, each connection segment 21 of the side beam group 2 can be set according to actual needs. Preferably, the lengths of the respective connection segments 21 are not equal, so as to connect into a side beam group 2 structure adapted to different body lengths.

[0050] Compared with the prior art, the static load test device for the railway vehicle body provided by the present invention can adjust the length of the side beam group 2 according to the body length of different vehicle models by setting the side beam group 2 as a structure composed of multiple connection segments 21, so as to adapt to different models of railway vehicles; and each connection segment 21 can be disassembled and assembled in real time through the connection assembly 5, which is convenient to operate and has better adaptability; the force state when the coupler applies a longitudinal load to the test vehicle 7 can be accurately simulated through the top bar assembly 4, so as to conduct a longitudinal tension and compression test, thereby effectively evaluating the safety of the vehicle during actual operation.

[0051] Please refer to Figure 1 , in some possible embodiments, the connection assembly 5 includes two groups of connecting plates 51, two groups of connecting pins 52 and a bottom bracket 53; the two groups of connecting plates 51 are respectively arranged on the upper and lower sides of the side beam group 2, and both ends of the connecting plate 51 extend to two connection segments 21; the two groups of connecting pins 52 correspond to the two connection segments 21 one by one; the connecting pin 52 passes through one group of connecting plates 51 and the corresponding connection segment 21 in the vertical direction and is connected in the other group of connecting plates 51; the bottom bracket 53 is supported below the joint of the two connection segments 21, and the top is abutted against the connecting plate 51.

[0052] The two adjacent connection segments 21 are connected through the connecting plate 51 and the connecting pin 52, so that the connection between the adjacent side beam connection segments 21 is firm, ensuring the structural strength of the entire side beam group 2, thereby ensuring the stability of the test device during the test and being conducive to accurately conducting the static load test.

[0053] Moreover, the connection structure is simple and easy to operate; further, by setting the bottom bracket 53 to support below the connecting plate 51 to ensure the height of the connection, avoiding the height of the connection between adjacent connection segments 21 from decreasing and affecting the consistency of the side beam group 2.

[0054] Please refer to Figure 1 , in some embodiments, there are also multiple layers of cushion plates between the bottom bracket 53 and the connecting plate 51.

[0055] By setting multiple layers of cushion plates, the support surface at the top of the bottom bracket 53 can be raised to adjust the height of the connection, so as to meet the height requirements of the side beam group 2.

[0056] Specifically, each connection segment 21 of the side beam group 2 is a box beam, and the bottom surface and the top surface of the box beam are flat, which is convenient to abut against the connecting plate 51, so as to facilitate fixing the connecting plate 51 and the box beam through the connecting pin 52.

[0057] Furthermore, the end beam 3 is also set as a box beam, which is convenient to connect the end beam 3 and the side beam group 2.

[0058] Please refer to Figure 1, in some possible embodiments, an installation groove 31 extending through the end beam 3 along the extending direction of the side beam group 2 is provided, and a retaining pin 6 is vertically inserted into the side beam group 2; the side beam group 2 is inserted into the installation groove 31, and one end of the retaining pin 6 extends upward out of the side beam group 2 and abuts against the outer side of the end beam 3 away from the test vehicle 7.

[0059] By providing the installation groove 31, the side beam group 2 can be inserted into the corresponding installation groove 31, so as to realize the limit of the side beam group 2 in the direction perpendicular to the track 11 and prevent the two ends of the side beam group 2 from tilting forward and backward.

[0060] By providing the retaining pin 6, it is used to realize the limit of the end beam 3 in the length direction of the track 11 and prevent the relative position between the end beam 3 and the side beam group 2 from changing when the longitudinal tension or compression is performed through the top bar assembly 4.

[0061] It should be understood that the test trolley 1 can drive the end beam 3 to move along the length direction of the track 11 to adjust the relative position between the end beam 3 and the side beam group 2. After the position of the end beam 3 is determined, the retaining pin 6 is inserted, and then the limit of the end beam 3 is realized.

[0062] The connection structure of the side beam group 2 and the end beam 3 above can limit the displacement of the side beam group 2 in its extending direction, ensure the accuracy and stability of the connection between the side beam group 2 and the end beam 3, and then ensure the stability of the entire test device structure and improve the reliability of the test results.

[0063] Please refer to Figure 3 , in some possible embodiments, the top bar assembly 4 includes a first support 41, a second support 42 and a top bar 43; the first support 41 is provided on the lower flange 71 of the center beam of the test vehicle 7; a first through hole 413 is provided on the first support 41; the second support 42 is provided on the impact seat 72 of the test vehicle 7 and is arranged at an interval from the first support 41 along the length direction of the track 11; a second through hole 423 is provided on the second support 42; the top bar 43 is arranged parallel to the extending direction of the side beam group 2; one end of the top bar 43 passes through the first through hole 413 and abuts against the arc surface of the coupler yoke 73; the other end of the top bar 43 passes through the second through hole 423 and is connected to the oil cylinder assembly 12 of the test trolley 1; wherein, the aperture of the first through hole 413 and the second through hole 423 is equal to the radial dimension of the top bar 43 to limit the top bar 43 in the radial direction of the top bar 43.

[0064] The first support 41 and the second support 42 are used to realize the stable support of the top bar 43, ensure the accuracy of the load transfer, and are beneficial to simulating the stress conditions of the vehicle during actual operation; the top bar 43 directly abuts against the arc surface of the coupler yoke 73 without being fixed by bolts.

[0065] One end of the top rod 43 abuts against the arc surface of the coupler yoke 73, and the other end is connected to the oil cylinder assembly 12 of the test trolley 1. This structure can accurately transfer the load generated by the oil cylinder assembly 12 of the test trolley 1 to the coupler yoke 73.

[0066] It should be understood that in the prior art, to ensure the stability of the connection of the top rod 43, the top rod 43 is often directly fixed to the test vehicle 7 by bolts. On the one hand, it affects the strength of the top rod 43 itself, resulting in a decrease in the accuracy of load transfer; on the other hand, the support of the top rod 43 is not stable enough and is prone to deviation. Secondary reinforcement is often required, resulting in complex operations, and the two reinforcements before and after also affect the consistency of load transfer of the top rod 43. In this application, by making the diameters of the first through hole 413 and the second through hole 423 equal to the radial dimension of the top rod 43, the radial limit of the top rod 43 can be realized, ensuring the stability of the support of the top rod 43. And when connecting, only when the axis of the top rod 43 is consistent with the axes of the first through hole 413 and the second through hole 423 can an effective connection be achieved, thus avoiding deviation during connection; further, the top rod 43 directly abuts against the arc surface of the coupler yoke 73, without the need for separate bolt connection, and no further reinforcement is required after installation, especially solving the test safety hazard caused by the unreliable secondary reinforcement of the traditional method, and ensuring the consistency of load transfer of the top rod 43.

[0067] Please refer to Figure 4 , in some embodiments, the first support 41 includes a support plate 411 and a first support plate 412; the support plate 411 extends horizontally and is fixed on the lower flange 71 of the center sill; the first support plate 412 is vertically arranged on the support plate 411 and extends in a direction perpendicular to the axis of the top rod 43; the first support plate 412 is provided with a first through hole 413.

[0068] On the one hand, by setting the support plate 411, the first support 41 can be connected to the lower flange 71 of the center sill, and on the other hand, it is convenient to set the first support plate 412 for connecting with the top rod 43; further, the support plate 411 can increase the contact area with the lower flange 71 of the center sill, disperse the pressure, and make the support more stable.

[0069] Please refer to Figure 4 , in some embodiments, the width of the first support plate 412 is equal to the width of the cavity of the center sill, and the length of the first support plate 412 is not greater than the length of the cavity of the center sill.

[0070] The size of the first support plate 412 is not greater than the width and length of the cavity of the center sill. This size design enables the first support 41 to well adapt to the center sill structure, avoiding unnecessary interference with the center sill, and ensuring the rationality and effectiveness of the installation of the test device.

[0071] Preferably, the width of the first support plate 412 is equal to the width of the cavity of the middle beam, and the length of the first support plate 412 is equal to the length of the cavity of the middle beam, so that the first support plate 412 is adapted to the cavity of the middle beam, thereby effectively supporting the first support plate 412 with the help of the middle beam, thereby improving the stability of the support of the first support plate 412, and thereby improving the stability of the support of the top rod 43.

[0072] See also Figure 5 Exemplarily, the second support 42 includes a seat plate 421 and a second support plate 422; the seat plate 421 is a U-shaped structure with an opening downward, and the U-shaped opening of the seat plate 421 is limited on the impact seat 72; the second support plate 422 is fixed to the top of the seat plate 421 and extends in a direction perpendicular to the axis of the top rod 43; a second through hole 423 is provided on the second support plate 422.

[0073] The seat plate 421 of the second support 42 is in a U-shaped structure, so that the U-shaped structure of the second seat plate 421 can be adapted to the impact seat 72 , thereby stably supporting the seat plate 421 on the impact seat 72 , thereby providing strong support for the second support plate 422 .

[0074] It should be understood that the U-shaped structure of the seat plate 421 can cooperate well with the impact seat 72 to position and limit the second support 42, and the second support plate 422 provides stable support for the top rod 43 to ensure that the top rod 43 can accurately transfer the load during the test.

[0075] See also Figure 6 In some possible embodiments, the railway vehicle body static load test device also includes a shoulder pole 8, a loading steel coil 9 and a hoisting crane 10; two groups of first limiting portions 81 are spaced apart and opposite to each other on the top surface of the shoulder pole 8, and two groups of second limiting portions 82 are spaced apart and opposite to each other on the bottom surface; the two groups of second limiting portions 82 are used to limit the positions on both sides of the top side beam of the test vehicle 7; the loading steel coil 9 has a central hole suitable for the shoulder pole 8 to pass through; the loading steel coil 9 is sleeved on the shoulder pole 8 and limited between the two groups of first limiting portions 81; the hoisting crane 10 has a clamp clamped on both sides of the loading steel coil 9, and the hoisting crane 10 is connected to both ends of the shoulder pole 8 through a control rope 101.

[0076] The first limiting portion 81 is used to limit the loading steel coil 9 to prevent the loaded steel coil 9 from shifting during the hoisting process, resulting in uneven force on both ends of the shoulder pole 8, affecting the uniformity and stability of loading.

[0077] The second limiting portion 82 is used to support the side beam of the test vehicle 7 to prevent the shoulder pole 8 from driving the loaded steel coil 9 to deviate on the test vehicle 7, thereby improving the accuracy of the test results; at the same time, it can avoid the problem of unstable load application on the loaded steel coil 9 caused by the deviation, prevent the loaded steel coil 9 from deviating and falling, and reduce safety hazards.

[0078] This structure can conveniently apply a top load to the test vehicle 7. Through the cooperation of the hoisting crane 10 and the loading steel coil 9, the magnitude and direction of the load can be accurately controlled to simulate the top force condition of a railway vehicle during actual operation, that is, the state of the test vehicle 7 when loading goods or being subjected to upward pressure.

[0079] Two groups of second limiting parts 82 on the bottom surface of the crossbeam 8 can be correspondingly limited on both sides of the side beams of the test vehicle 7, ensuring the stability of the test vehicle 7 when applying the top load.

[0080] Specifically, the crossbeam 8 has a box girder structure to facilitate the corresponding setting of the first limiting part 81 and the second limiting part 82. Optionally, the crossbeam 8 is composed of two 40b I-beams with a length of 4000 mm, upper and lower cover plates with a thickness of 10 mm, and a diaphragm group welded into a box structure.

[0081] Furthermore, the first limiting part 81 includes a first baffle plate extending upward in the vertical direction and a plurality of first reinforcing rib plates spaced apart on the outer sides of the two groups of first baffle plates facing away from each other. Similarly, the second limiting part 82 includes a second baffle plate extending downward in the vertical direction and a plurality of second reinforcing rib plates spaced apart on the outer sides of the two groups of second baffle plates facing away from each other.

[0082] Optionally, the bottom of the first baffle plate is connected to the crossbeam 8 through an adjusting plate, and the adjusting plate is fixed to the crossbeam 8 by screws or bolts. By setting the adjusting plate, it is used to drive the first baffle plate and the first reinforcing rib plates to move, thereby adjusting the position of the first baffle plate to adapt to the loading steel coil 9 with different weight requirements.

[0083] Please refer to Figure 6 and Figure 7 , in some embodiments, there are also two groups of transition plates 83 between the bottom of the crossbeam 8 and the side beams of the test vehicle 7. The two groups of transition plates 83 are spaced apart along the length direction of the crossbeam 8 and are arranged between the two groups of second limiting parts 82; the bottom surface of the transition plate 83 is flat and abuts against the side beam of the test vehicle 7, and the top surface of the transition plate 83 is an arc surface and is connected to the crossbeam 8.

[0084] By setting the transition plates 83, the force distribution between the crossbeam 8 and the top side beam of the test vehicle 7 can be improved, making the load transfer more uniform; the design of the arc surface can better adapt to the gravity distribution of the loading steel coil 9 on the crossbeam 8, improving the tightness and stability of their connection, reducing local stress concentration, and thus improving the reliability of the test device.

[0085] When conducting a longitudinal compression test, it is first necessary to set up the device provided in this application. Use a hoisting crane 10 to lift two test trolleys 1 onto a straight track 11, and make the oil cylinder assembly 12 of the test trolley 1 face the inner sides of the two test trolleys 1 that face each other. At the same time, it is necessary to ensure that the tread surface of the wheels of the test trolley 1 must completely fit the steel rail of the track 11. Then, hoist two sets of end beams 3 onto the two test trolleys 1 respectively, and the longitudinal center line of the end beam 3 must coincide with the longitudinal center line of the test trolley 1, and the deviation is not greater than 3 mm. Determine the specific splicing length of the side beam group 2 according to the length of the underframe of the test vehicle 7, and select a connecting section 21 with a suitable length for assembly. Further, when assembling the connecting component 5, a tape measure can be used to detect the height value of the center line of the corresponding connecting section 21 from the rail surface of the track 11. If it is less than the preset height, add a backing plate under the connection position of each connecting section 21. By moving the test trolleys 1 at both ends, effectively connect the side beam group 2 with the end beam 3 on the test trolley 1.

[0086] Secondly, install the top bar 43 assembly 4. Simulate the test requirements of the coupler under the longitudinal compression test condition through the top bar 43 assembly 4, and there is no need for secondary reinforcement after installation, avoiding the test safety hazards caused by unreliable secondary reinforcement in the traditional method.

[0087] Then carry out the preparation process of the bogie of the test vehicle 7, and place the test vehicle 7 in the cross-shaped structure surrounded by two side beam groups 2 and two end beams 3. Check the coordination between the test vehicle 7 and the test equipment, and ensure that the distance difference between the side columns on both sides of the test vehicle 7 and the same-side side beam group 2 is not greater than 5 mm. And the height distance of the installed top bar 43 from the rail surface of the track 11 must meet 880 mm, and the height difference between the two end top bars 43 is not greater than 5 mm. Install the test instruments. After equipment debugging, complete the test tests under different pressures in sequence and record the test results.

[0088] Then carry out the torsion test. Specifically, place a car jacking backing plate directly below the position where the end of the bogie bolster intersects with the side beam group 2. The number of the car jacking backing plates can be set according to actual needs. When jacking the car, place four jacks with a rated jacking force of 50 t directly below the corresponding car jacking backing plates, and ensure that the bottom surface support is stable and reliable. First, start the jacks. When the upper plane of the jacks is tightly attached to the car jacking backing plates, stop the jacks and detect the distance between the lower plane of the car jacking backing plates and the rail surface. Then start the jacks again and stop after the lower plane of the backing plates moves up 100 mm. Then unload two of the jacks that are diagonally arranged and record the magnitude of the detected stress values at each point under the torsion condition to complete one torsion test.

[0089] After that, the car jacking test is carried out. The preparation process of the car jacking test is the same as that of the torsion test. Under the action of 4 jacks, when the car body is lifted to 100 mm, stop the loading of 2 jacks at one end, and continuously pressurize the 2 jacks at the other end until it is lifted to a height of no less than 150 mm in total. Record the detected stress values at each point under the car jacking condition to complete 1 car jacking test.

[0090] Finally, the car overturning test is carried out. When loading with the steel coil 9 to conduct the car overturning test, first place the transition plate 83 at one of the specified loading positions on the upper side beam of the vehicle to be tested; secondly, pass the carrying pole 8 through the central hole of the loading steel coil 9 with a self-weight of no less than 28 t, and the deviation of the center of the loading steel coil 9 relative to the center of the carrying pole 8 is not more than 20 mm. At the same time, assemble the control ropes 101 at both ends of the carrying pole 8; under the action of the hoisting crane 10, use the special lifting tool for the loading steel coil 9 to lift the loading steel coil 9 with a self-weight of no less than 28 t (including the carrying pole 8), and under the action of manpower, let the carrying pole 8 loaded with the loading steel coil 9 fall onto the position of the upper side beam of the vehicle to be tested where the transition plate 83 is placed through the control ropes 101, and the deviation of the longitudinal center line of the carrying pole 8 from the center lines of the two groups of transition plates 83 is not more than 5 mm; finally, the hoisting crane 10 unloads, and the hoisting crane 10 does not disengage from the loading steel coil 9, that is, the weight of the loading steel coil 9 of no less than 28 t and the carrying pole 8 is all borne by the upper side beam of the test vehicle 7. At this time, one loading process is completed.

[0091] Continuously load and unload 3 times at the same group of loading positions on the upper side beam of the test car body, and continuously load 15 times at 5 different groups of loading positions. The loading of the car overturning test condition is completed.

[0092] The static load test device for the railway vehicle car body provided by this application can simulate the states of the test vehicle 7 during emergency braking and generating impact during operation, the state of the car body torsion when the vehicle passes through a curve, and the real state during the process of the vehicle derailing and getting back on the track, providing important support for ensuring the safety, stability and reliability during the product transportation process, avoiding potential safety hazards caused by unqualified product design and manufacturing quality, and helping to verify whether the theoretical design is qualified; at the same time, it improves the reliability of vehicle operation safety and has high economic benefits.

[0093] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. Static load test device for railway vehicle body, characterized in that, Including: Two test trolleys (1), arranged at intervals in the front and rear on the track (11); a header beam (3) is provided on the top of each test trolley (1), and the header beam (3) extends along the length direction perpendicular to the track (11); Two side beam groups (2), correspondingly arranged on both sides of the two groups of test trolleys (1) and parallel to the track (11); the two side beam groups (2) are respectively connected to the two header beams (3) to enclose a cross-shaped structure, and the center area of the cross-shaped structure is used for hoisting a test vehicle (7); each side beam group (2) includes a plurality of sequentially connected connection segments (21), and adjacent two connection segments (21) are connected by a connection assembly (5); and Two groups of top bar assemblies (4), corresponding to the two test trolleys (1) one by one; one end of the top bar assembly (4) is connected to the corresponding test trolley (1), and the other end passes through the impact seat (72) of the test vehicle (7) and abuts against the arc surface of the coupler yoke (73) of the test vehicle (7).

2. The static load test device for the railway vehicle car body according to claim 1, characterized in that, The connection assembly (5) includes: Two groups of connecting plates (51), respectively arranged on the upper and lower sides of the side beam group (2), and the two ends of the connecting plate (51) respectively extend to two adjacent connection segments (21); Two groups of connecting pins (52), corresponding to the two connection segments (21) one by one; the connecting pin (52) vertically passes through one group of connecting plates (51) and the corresponding connection segment (21) and is connected in the other group of connecting plates (51); and A bottom bracket (53), supported below the joint of the two connection segments (21), and the top abuts against the connecting plate (51).

3. The static load test device for a railway vehicle car body according to claim 2, characterized in that Multiple layers of pads are also provided between the bottom bracket (53) and the connecting plate (51).

4. The static load test device for the railway vehicle car body according to claim 1, wherein, An installation groove (31) penetrating along the extension direction of the side beam group (2) is provided in the header beam (3), and a stop pin (6) is vertically arranged in the side beam group (2); the side beam group (2) is arranged in the installation groove (31), and one end of the stop pin (6) extends upward out of the side beam group (2) and abuts against the outer side of the header beam (3) away from the test vehicle (7).

5. The static load test device for a railway vehicle body according to claim 1, characterized in that, The top bar assembly (4) includes: A first support (41), arranged on the lower flange (71) of the center beam of the test vehicle (7); a first through hole (413) is provided on the first support (41); A second support (42), arranged on the impact seat (72) of the test vehicle (7) and spaced from the first support (41) along the length direction of the track (11); a second through hole (423) is provided on the second support (42); and A top bar (43), arranged parallel to the extension direction of the side beam group (2); one end of the top bar (43) passes through the first through hole (413) and abuts against the arc surface of the coupler yoke (73); the other end of the top bar (43) passes through the second through hole (423) and is connected to the oil cylinder assembly (12) of the test trolley (1). Wherein, the apertures of the first through hole (413) and the second through hole (423) are equal to the radial dimension of the ejector rod (43) to limit the ejector rod (43) in the radial direction of the ejector rod (43).

6. The static load test device for a railway vehicle car body according to claim 5, characterized in that, The first support (41) includes: A support plate (411) that extends horizontally and is fixed on the lower flange (71) of the middle beam; A first brace plate (412) that is vertically disposed on the support plate (411) and extends in a direction perpendicular to the axis of the ejector rod (43); the first through hole (413) is provided on the first brace plate (412).

7. The static load test device for the railway vehicle car body according to claim 6, characterized in that, The width of the first brace plate (412) is equal to the width of the middle beam cavity of the test vehicle (7), and the length of the first brace plate (412) is not greater than the length of the middle beam cavity of the test vehicle (7).

8. The static load test device for the railway vehicle car body according to claim 7, wherein, The second support (42) includes: A seat plate (421) having a U-shaped structure with an opening downward, and the U-shaped opening of the seat plate (421) is limited on the impact seat (72); A second brace plate (422) that is fixed on the top of the seat plate (421) and extends in a direction perpendicular to the axis of the ejector rod (43); the second through hole (423) is provided on the second brace plate (422).

9. The static load test device for the railway vehicle car body according to claim 1, wherein The static load test device for a railway vehicle body further includes: A crossbeam (8) having two sets of first limiting portions (81) spaced apart and oppositely arranged on the top surface, and two sets of second limiting portions (82) spaced apart and oppositely arranged on the bottom surface; the two sets of second limiting portions (82) are used to correspondingly limit on both sides of the side beam of the test vehicle (7); A loading steel coil (9) having a central hole adapted for the crossbeam (8) to pass through; the loading steel coil (9) is sleeved on the crossbeam (8) and is limited between the two sets of first limiting portions (81); and A hoisting overhead crane (10) having clamps that clamp on both sides of the loading steel coil (9), and the hoisting overhead crane (10) is connected to both ends of the crossbeam (8) through control ropes (101).

10. The static load test device for the railway vehicle body according to claim 9, characterized in that, Two sets of transition plates (83) are further provided between the bottom of the crossbeam (8) and the side beam of the test vehicle (7), the two sets of transition plates (83) are spaced apart along the length direction of the crossbeam (8) and are disposed between the two sets of second limiting portions (82); the bottom surface of the transition plate (83) is flat and abuts against the side beam of the test vehicle (7), and the top surface of the transition plate (83) is an arc surface and is in contact with the crossbeam (8).

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