Dynamic test system for metro vehicle
By combining a circular track and a suspended platform system with a linear guide rail design, the dynamic testing of subway vehicles was carried out efficiently, solving the problem of long-distance straight track space occupation, reducing costs and improving testing accuracy.
Patent Information
- Application Number
- CN202511708552.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-20
- Publication Date
- 2026-01-09
AI Technical Summary
Existing technologies require the construction of straight runways 2 to 3 kilometers long for dynamic testing of subway vehicles, which consumes a large amount of land and funds, and the testing equipment is complex, resulting in inefficient land use.
The system employs a circular track and suspended platform system. The subway vehicle travels on the circular track, while the suspended platform slides in the opposite direction along the circular track to form a test track. Combined with linear guide rails and test devices, dynamic testing is achieved through a drive device. The testing device detects the deformation of the test track, and multiple tests and verifications are performed using lifting hydraulic rods and detectors.
The elimination of the need to construct long, straight runways reduces construction costs, enables intensive land use, and improves the accuracy of test results through multiple testing and verification processes.
Smart Images
Figure CN121298293A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of subway vehicle performance testing technology, and in particular to a subway vehicle dynamic testing system. Background Technology
[0002] As the backbone of urban public transportation, the subway's operational safety, passenger comfort, and operational efficiency are of paramount importance. Before being put into operation, subway vehicles must undergo a series of rigorous type tests and dynamic performance tests to verify whether the performance of key subsystems such as traction, braking, network control, and passenger information systems meets design requirements and standards under various operating conditions.
[0003] In current testing technologies, dynamic test lines are typically straight lines approximately 2 to 3 kilometers long. To better meet the needs of dynamic testing, the length is generally maximized based on the available land. However, constructing dynamic test lines requires a significant amount of land and funding, which is particularly detrimental to the intensive use of land, especially given the increasing scarcity of urban land resources. Summary of the Invention
[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing a dynamic testing system for subway vehicles.
[0005] To achieve the above objectives, the present invention adopts the following technical solution: A dynamic testing system for subway vehicles includes an assembly frame and a subway vehicle. A circular rail is mounted on the assembly frame, and multiple suspended baskets are slidably connected to the circular rail. Some of the suspended baskets form a test track above the assembly frame. The subway vehicle travels on the test track. A test component is fixedly connected to the upper side of the assembly frame. The test component includes a linear guide rail fixed to the upper side of the assembly frame, and a test device is slidably connected to the linear guide rail. A drive device is provided on one side of the test device, which drives the test device to reciprocate on the linear guide rail. During the subway vehicle's travel on the test track, the test device is used to detect whether the test track deforms, thereby achieving dynamic testing of the subway vehicle.
[0006] Preferably, the suspended platform includes a suspension frame, a flat plate is fixedly connected to the lower side of the suspension frame, and a rail is laid on the upper side of the flat plate, with the rail corresponding to the wheels of the subway vehicle.
[0007] Preferably, the hanger includes two corresponding side frames, which are connected together by a connecting shaft.
[0008] Preferably, shock-absorbing pads are laid between the rail and the flat plate at intervals, and fasteners are provided on the upper side of the shock-absorbing pads. The rail is pressed and fixed to the flat plate by the fasteners.
[0009] Preferably, the testing device includes a slide block that is slidably connected to a linear guide rail. A longitudinal guide rail is fixedly connected to the slide block, and a slider is slidably connected to the longitudinal guide rail. Two extension rods are provided on one side of the slider. A detection wheel is sleeved on one end of the extension rod, and a detector is installed on one end of the extension rod. A pushing device is installed on one end of the longitudinal guide rail, and the pushing device is used to drive the slider to slide back and forth along the longitudinal guide rail.
[0010] Preferably, the slider has two guide grooves on one side, and a guide block is slidably connected in each guide groove. Two extension rods are fixed to one side of the guide block in a corresponding manner. Two lifting hydraulic rods are fixedly connected to the top of the slider. The telescopic ends of the lifting hydraulic rods extend into the guide grooves in a corresponding manner. The telescopic ends of the lifting hydraulic rods are fixed together with the guide blocks by springs.
[0011] Preferably, the telescopic end of the lifting hydraulic rod and one side of the guide block are provided with positioning rods, the two positioning rods are coaxially arranged, and the two positioning rods are respectively inserted into the inner rings at both ends of the spring.
[0012] The beneficial effects of the present invention are as follows: In the dynamic test system for subway vehicles provided by the present invention, the subway vehicle remains relatively stationary with the assembly frame while moving forward. This design eliminates the need to build a 2 to 3 kilometer long straight track for testing, greatly reducing construction costs and promoting the intensive use of land.
[0013] The testing device can detect whether the test track has deformed, thereby realizing dynamic testing of subway vehicles. By verifying the results of three tests, the test conclusions can be made more accurate. Attached Figure Description
[0014] Figure 1 This is a schematic diagram of the basic structure of a subway vehicle dynamic testing system provided by the present invention; Figure 2 This is a diagram showing the connection between the suspended platform and the test components; Figure 3 yes Figure 2 Working status diagram; Figure 4 This is a schematic diagram of the basic structure of the experimental apparatus; Figure 5 This is a diagram showing the connection structure between the telescopic end of the lifting hydraulic rod and the guide block. Detailed Implementation
[0015] To make the objectives, technical solutions, and advantages of this invention clearer, the 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 merely illustrative and not intended to limit the invention.
[0016] like Figures 1-5As shown in the figure, a dynamic test system for a subway vehicle in this embodiment includes an assembly frame 1 and a subway vehicle 4. The assembly frame 1 is a "gate" shaped frame, and the subway vehicle 4 is located above the assembly frame 1. A circular rail 2 is provided on the assembly frame 1, and the circular rail 2 is arranged around the assembly frame 1. Multiple baskets 3 are slidably connected on the circular rail 2. A power device is installed on the circular rail 2. The power device is not shown in the figure and is existing technology. The power device is used to drive the baskets 3 to slide along the circular rail 2, and the moving speed of the baskets 3 is the same. The baskets 3 located above the assembly frame 1 are in close contact end to end. Therefore, this part of the baskets 3 forms a test track above the assembly frame 1, and the subway vehicle 4 travels on the test track.
[0017] With this setup, the subway car 4 moves forward on the test track, while the basket 3 slides along the circular track 2. The direction of movement of the basket 3 is opposite to the direction of travel of the subway car 4. Thus, as the subway car 4 moves forward, it is pulled back by the basket 3, maintaining a relatively stationary state with the assembly frame 1 during its forward movement. This design eliminates the need to construct a 2-3 kilometer-long straight track for testing, significantly reducing construction costs and promoting intensive land use.
[0018] In this embodiment, the suspended platform 3 includes a suspension frame, with a flat plate 33 fixedly connected to its lower side. The suspension frame includes two corresponding side frames 31, which are connected together by a connecting shaft 32. The flat plate 33 is fixed to the lower side of the two side frames 31. A rail 34 is laid on the upper side of the flat plate 33, and the rail 34 is correspondingly arranged with the wheels of the subway vehicle 4. Vibration damping pads 35 are laid at intervals between the rail 34 and the flat plate 33. The vibration damping pads 35 absorb the vibration energy generated by the train during operation through elastic deformation, reducing the dynamic load of the track structure by 30%-40%. Fasteners 36 are provided on the upper side of the vibration damping pads 35, and the rail 34 is pressed and fixed to the flat plate 33 by the fasteners 36.
[0019] In this embodiment, a test assembly 5 is fixedly connected to the upper side of the assembly frame 1. The test assembly 5 includes a linear guide rail 51 fixed to the upper side of the assembly frame 1. The arrangement direction of the linear guide rail 51 is consistent with the movement direction of the basket 3. A test device 6 is slidably connected to the linear guide rail 51. A drive device 52 is provided on one side of the test device 6. The drive device 52 is used to drive the test device 6 to slide back and forth on the linear guide rail 51. The drive device 52 is a linear motor. During the operation of the subway vehicle 4 on the test track, the test device 6 is used to detect whether the test track has deformed, thereby realizing the dynamic test of the subway vehicle 4.
[0020] The test device 6 includes a slide block 61, which is slidably connected to a linear guide rail 51. A longitudinal guide rail 62 is fixedly connected to the slide block 61, and a slider 63 is slidably connected to the longitudinal guide rail 62. Two extension rods 66 are provided on one side of the slider 63. A detection wheel 67 is fitted onto one end of each extension rod 66, and a detector 68 is mounted on the other end of each extension rod 66. The detection wheel 67 is a wheel-shaped sensor used to detect whether there is a height difference between two adjacent rails 34. The detector 68 is a displacement sensor used to detect whether a rail 34 is tilted to one side or whether adjacent rails 34 are misaligned. A pushing device 611 is mounted on one end of the longitudinal guide rail 62, which drives the slider 63 to slide back and forth along the longitudinal guide rail 62. The driving device 52 drives the slide block 61 to move on the linear guide rail 51, ensuring that the speed of the slide block 61 is consistent with the speed of the suspended basket 3. (See [reference]). Figure 2 and Figure 3 The pushing device 611 pushes the slider 63 forward, so that the extension rod 66 passes through the gap between the two adjacent baskets 3 and comes into contact with the rail 34. In this way, the detector 68 and the detection wheel 67 detect the rail 34, thereby determining whether the shape or position of the rail 34 will change during the subway vehicle 4's operation.
[0021] During the above testing process, see Figure 3 As shown, after the extension rod 66 is inserted, the detection wheels 67 on the two extension rods 66 are located on rail A 34 and rail B 34 respectively. When the adjacent rails A 34 and B 34 are detected separately, the values measured by the two detectors 68 and the values obtained by the two detection wheels 67 are also the same, initially proving that rails A 34 and B 34 have not undergone any shape or positional changes. To ensure the accuracy of the detection results, this embodiment adopts the following measures: First, the moving speed of the slide 61 is increased, making the speed of the slide 61 slightly greater than the speed of the basket 3. This causes the slide 61 to drive the extension rod 66 and the basket 3 to undergo relative displacement, so that the detection wheels 67 on the two extension rods 66 are both located on rail B 34. At this time, rail B 34 is detected separately, and when the detection wheels 67 pass through the joint between rails A 34 and B 34, the misalignment at the joint between rails A 34 and B 34 can also be detected. The second method involves reducing the moving speed of the slide 61, making its speed slightly less than that of the basket 3. This ensures that the detection wheels 67 on both extension rods 66 are positioned on rail A 34, allowing for individual testing of rail A 34. By cross-verifying the results of the three tests, the accuracy of the test conclusions can be improved.
[0022] To test the damping effect of the shock-absorbing pad 35, this embodiment has two guide grooves 64 on one side of the slider 63. A guide block 65 is slidably connected within each guide groove 64. Two extension rods 66 are fixed to one side of each guide block 65. Two lifting hydraulic rods 69 are fixedly connected to the top of the slider 63. The telescopic ends of the lifting hydraulic rods 69 extend into the guide grooves 64, and are fixed to the guide blocks 65 by springs 610. Positioning rods 612 are provided on both the telescopic ends of the lifting hydraulic rods 69 and one side of the guide blocks 65. The two positioning rods 612 are coaxially arranged and inserted into the inner rings at both ends of the springs 610. During use, the speed of the slide block 61 is adjusted to position the two extension rods 66 above one of the shock-absorbing pads 35. The speed of the slide block 61 is then adjusted again to bring the two extension rods 66 and the shock-absorbing pad 35 to a relatively stationary state. The lifting hydraulic rod 69 presses down on the guide block 65, and the extension rod 66 exerts downward pressure on the rail 34 corresponding to the shock-absorbing pad 35, thereby causing the shock-absorbing pad 35 to contract and deform. Then, the stress condition of the wheels of the subway car 4 passing through this point and other points is determined. The stress condition monitoring is a built-in function of the subway car 4 and is existing technology, so it will not be described in detail here.
Claims
1. A dynamic testing system for subway vehicles, characterized in that: The assembly includes a frame (1) and a subway vehicle (4). The frame (1) is provided with a ring rail (2). Multiple baskets (3) are slidably connected to the ring rail (2). Some of the baskets (3) form a test track above the frame (1). The subway vehicle (4) travels on the test track. A test component (5) is fixedly connected to the upper side of the frame (1). The test component (5) includes a linear guide rail (51) fixed to the upper side of the frame (1). A test device (6) is slidably connected to the linear guide rail (51). A drive device (52) is provided on one side of the test device (6). The drive device (52) is used to drive the test device (6) to slide back and forth on the linear guide rail (51). During the subway vehicle (4) travels on the test track, the test device (6) is used to detect whether the test track is deformed, thereby realizing the dynamic test of the subway vehicle (4).
2. The dynamic testing system for subway vehicles according to claim 1, characterized in that: The suspended basket (3) includes a hanging frame, with a flat plate (33) fixedly connected to the lower side of the hanging frame. A rail (34) is laid on the upper side of the flat plate (33), and the rail (34) is set in correspondence with the wheels of the subway vehicle (4).
3. The dynamic testing system for subway vehicles according to claim 2, characterized in that: The hanger includes two corresponding side frames (31), which are connected together by a connecting shaft (32).
4. The dynamic testing system for subway vehicles according to claim 2, characterized in that: Shock-absorbing pads (35) are laid between the rail (34) and the flat plate (33) at intervals. Fasteners (36) are provided on the upper side of the shock-absorbing pads (35). The rail (34) is pressed and fixed on the flat plate (33) by the fasteners (36).
5. The dynamic testing system for subway vehicles according to claim 1, characterized in that: The test device (6) includes a slide (61) which is slidably connected to the linear guide rail (51). A longitudinal guide rail (62) is fixedly connected to the slide (61). A slider (63) is slidably connected to the longitudinal guide rail (62). Two extension rods (66) are provided on one side of the slider (63). A detection wheel (67) is sleeved on one end of the extension rod (66). A detector (68) is installed on one end of the extension rod (66). A pushing device (611) is installed on one end of the longitudinal guide rail (62). The pushing device (611) is used to drive the slider (63) to slide back and forth along the longitudinal guide rail (62).
6. The dynamic testing system for subway vehicles according to claim 5, characterized in that: The slider (63) has two guide grooves (64) on one side, and a guide block (65) is slidably connected in each guide groove (64). Two extension rods (66) are fixed to one side of the guide block (65) respectively. Two lifting hydraulic rods (69) are fixedly connected to the top of the slider (63). The telescopic ends of the lifting hydraulic rods (69) are inserted into the guide grooves (64) respectively. The telescopic ends of the lifting hydraulic rods (69) are fixed together with the guide block (65) by springs (610).
7. A dynamic testing system for subway vehicles according to claim 5, characterized in that: The telescopic end of the lifting hydraulic rod (69) and one side of the guide block (65) are provided with positioning rods (612). The two positioning rods (612) are coaxially arranged and inserted into the inner rings at both ends of the spring (610).