Railway ballast bed rigidity detection device

Abstract

The invention relates to the technical field of railway track engineering, and discloses a railway ballast bed rigidity detection device which comprises a hydraulic assembly and a pressing seat, the hydraulic assembly is installed above the pressing seat, and a detection table is arranged below the pressing seat; the device further comprises a detection unit installed at the bottom of the downward pressing base, a pressurizing unit is installed on the outer side of the downward pressing base, a breather pipe is arranged between the bottom of the pressurizing unit and the detection unit, and a plurality of pressure sensors are embedded in the detection table. By arranging the detection unit and utilizing the elastic deformation characteristic of the air bag, the stress condition of the railway ballast bed in actual use can be better simulated in the detection process, the air bag is filled with inert gas, the air bag can uniformly expand outwards under pressure, the contact area with the railway ballast bed is larger, and the detection accuracy is improved. Compared with a traditional single-point contact detection mode, more complete stress information of the railway ballast bed can be captured.

Description

Technical Field

[0001] This invention relates to the field of railway track engineering technology, specifically to a railway track bed stiffness testing device. Background Technology

[0002] The support stiffness of railway track bed is an important indicator for the quality acceptance of railway track engineering construction. It is extremely important to inspect and assess the condition of railway track bed during the construction of new railways and the maintenance of existing lines, as this can effectively reduce the occurrence of train operation accidents. The stiffness test of railway track bed usually requires the use of specialized testing equipment.

[0003] For example, CN213232993U discloses a railway track bed stiffness testing device, including a fixed plate and a support plate. The fixed plate is slidably connected to the support plate via a sliding rod, and a first fixed block and a second fixed block are slidably connected to the lower surface of the fixed plate via a slider. This solution uses a pressure sensor on the jack to accurately detect the thrust applied by the jack to the fixed plate during stiffness testing, which facilitates the calculation of the railway track bed stiffness. The above-mentioned method uses hydraulic jacks to test the stiffness of railway track beds. This stiffness test uses a fixed single-point contact pressure testing method. However, the contact area is small during testing, which may not be able to capture the complete stress situation of the railway track bed. It cannot simulate the various stresses and deformations of the railway track bed under real use conditions. Moreover, this single-point contact method has poor adaptability to railway track beds with different materials and structural characteristics. When facing track beds with uneven surfaces or local defects, the test results may have large deviations and cannot fully and accurately reflect the true stiffness of the track bed, thus affecting the assessment of railway track bed quality and subsequent maintenance decisions. Summary of the Invention

[0004] The purpose of this invention is to provide a railway track bed stiffness testing device to solve the problem mentioned in the background art, which is that only one layer of pipe can be clamped during pipe transportation, resulting in low transportation efficiency.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a railway track bed stiffness testing device, comprising a hydraulic assembly and a lower pressure seat, wherein the hydraulic assembly is installed above the lower pressure seat, and a testing platform is provided below the lower pressure seat; further comprising: a testing unit installed at the bottom of the lower pressure seat, a pressurizing unit installed on the outside of the lower pressure seat, a vent pipe provided between the bottom of the pressurizing unit and the testing unit, and multiple pressure sensors embedded on the testing platform; a movable plate slidably mounted on the testing platform, wherein two sets of fixing units are symmetrically mounted on the movable plate, the two sets of fixing units being used to fix the railway track bed placed on the movable plate; and a follow-up unit fixed to one side of the lower pressure seat, wherein a one-way transmission unit is drivingly connected between the follow-up unit and the movable plate.

[0006] Preferably, the detection unit includes a positioning plate, which is fixedly connected to the bottom of the lower pressure seat by multiple bolts. A pressure column is fixed to the bottom of the positioning plate. The pressure column has a cavity inside, and an airbag is elastically installed inside the cavity. The airbag is filled with inert gas and is in close contact with the inner peripheral wall of the cavity. A circular hole is opened at the bottom of the pressure column, and the bottom of the airbag passes through the circular hole and extends below the bottom of the pressure column. A sealed pressurized chamber is formed between the upper side of the airbag and the cavity. A pipe is connected to one side of the pressurized chamber, and one end of the pipe is fixedly connected to the vent pipe.

[0007] Preferably, the pressurizing unit includes an injection cylinder, one side of which is fixedly connected to the lower pressure seat via a fixing plate. A piston is slidably connected inside the injection cylinder, the bottom of which is fixedly connected to the vent pipe, and a push-pull rod is fixedly fixed to the top of the piston. The top end of the push-pull rod passes through the top of the injection cylinder and is fixedly connected to a connecting plate. A rack is fixedly fixed to the bottom end of the connecting plate away from the push-pull rod, and a driving component is provided on the outer side of the rack.

[0008] Preferably, the driving component includes a limiting plate 1 symmetrically arranged on both sides of the injection cylinder. A driving motor is fixed to one side of one of the limiting plates 1. A gear 1 is fixed to the output end of the driving motor. A gear 2 meshes with one side of the gear 1. A rotating shaft 1 is fixed in the middle hole of the gear 2. Both ends of the rotating shaft 1 are rotatably connected to the limiting plate 1. A gear 3 is fixedly sleeved in the middle of the rotating shaft 1. The gear 3 meshes with the rack 1.

[0009] Preferably, the follower unit includes a connecting frame, the top of which is fixed to the outer wall of the lower pressure seat, and racks 2 are fixed at both ends of the bottom of the connecting frame. A gear 4 meshes with one side of the rack 2, and a gear 5 meshes with one side of the gear 4. A rotating shaft 2 is fixed inside the middle hole of the gear 4, and the output end of the one-way transmission unit is connected to the gear 5.

[0010] Preferably, the unidirectional transmission unit includes a second limiting plate, one end of which is fixed to the outer wall of the detection table. The second limiting plate is rotatably connected to a ratchet via a bearing. A wheel is coaxially provided on the inner side of the ratchet. A ratchet tooth is movably connected to one side of the wheel. A spring piece abuts against the bottom of the ratchet tooth. The second rotating shaft is fixedly sleeved with the central hole of the wheel. A plurality of connecting posts are evenly fixed to one side of the ratchet. A gear six is ​​fixedly connected to the end of the connecting post away from the ratchet. A rack three is meshed on the upper side of the gear six. A second connecting plate is fixed to the top of the rack three. The top of the second connecting plate is fixedly connected to the bottom of the moving plate. The second rotating shaft is rotatably connected to the second limiting plate.

[0011] Preferably, the fixing unit includes a cylinder, a connecting plate three is fixed to the outside of the cylinder, the bottom of the connecting plate three is fixedly connected to the moving plate, and a clamping plate is fixed to the output end of the cylinder.

[0012] Preferably, multiple connecting ropes are evenly fixed to the upper inner side of the pressure column, and the other end of the connecting ropes is fixedly connected to the airbag.

[0013] Preferably, the hydraulic assembly includes a top seat, a plurality of sliding rods are evenly fixed to the bottom of the top seat, the lower pressure seat is slidably sleeved with the sliding rods, and a hydraulic press is installed between the top seat and the lower pressure seat.

[0014] Preferably, the outer surface of the airbag is coated with a polytetrafluoroethylene coating.

[0015] Compared with the prior art, the beneficial effects of the present invention are: 1. This invention, by setting up a detection unit and utilizing the elastic deformation characteristics of the airbag, can better simulate the stress conditions of railway track bed in actual use during the detection process. The airbag is filled with inert gas, which can expand outward evenly when under pressure, resulting in a larger contact area with the railway track bed. Compared with the traditional single-point contact detection method, it can capture more complete stress information of the railway track bed and more accurately reflect the stiffness changes of the railway track bed at different positions and under different stress states. For track beds with uneven surfaces or local defects, the deformation of the airbag can also adapt to the surface shape, thereby obtaining more reliable detection data and improving the accuracy and comprehensiveness of the detection results.

[0016] 2. The follower unit and unidirectional transmission unit of this invention, during the process of the lower pressure seat moving back to its original position, drive the gear four to rotate via the rack two of the follower unit, which in turn drives the gear five and the rotating shaft two to rotate. The rotating shaft two drives the rotating wheel to rotate. The rotating wheel, through the cooperation of the ratchet and the ratchet wheel, enables the ratchet wheel to rotate in one direction. The ratchet wheel drives the gear six to rotate via the connecting column. The gear six meshes with the rack three, thereby driving the moving plate to move. This enables the moving plate to automatically move the railway track bed to the appropriate detection position when the lower pressure seat moves back to its original position. Furthermore, the unidirectional transmission unit ensures that the moving plate can only move in one direction, avoiding the moving plate from retracting during the detection process, which would affect the accuracy and stability of the detection, and improving the automation and efficiency of the detection.

[0017] 3. The fixing unit of this invention, driven by a cylinder, moves the clamping plate and firmly fixes the railway track bed placed on the moving plate, preventing the railway track bed from moving or shaking during the inspection process. This ensures the stability of the railway track bed during the inspection process, thereby improving the reliability of the inspection results. Moreover, the clamping force of the cylinder can be adjusted according to the material and size of the railway track bed, avoiding damage to the railway track bed due to excessive clamping force or insecure fixing due to insufficient clamping force, further improving the applicability and practicality of the inspection device. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a front view of the present invention; Figure 3 This is a schematic diagram of the detection unit of the present invention; Figure 4 This is a schematic diagram of the pressurization unit of the present invention; Figure 5 This is a schematic diagram of the structure of the driving component of the present invention; Figure 6 This is a schematic diagram of the structure of the follower unit of the present invention; Figure 7 This is a schematic diagram of the unidirectional transmission unit of the present invention; Figure 8 This is a schematic diagram showing the state of the ratchet, wheel, and ratchet teeth of the present invention; Figure 9 This is a schematic diagram of the structure of the fixing unit of the present invention.

[0019] In the diagram: 1. Hydraulic assembly; 2. Lower pressure seat; 3. Detection table; 4. Detection unit; 5. Pressurization unit; 6. Vent pipe; 7. Pressure sensor; 8. Moving plate; 9. Fixing unit; 10. Follow-up unit; 11. One-way transmission unit; 12. Positioning plate; 13. Pressure column; 14. Airbag; 15. Pipeline 1; 16. Injector; 17. Piston; 18. Push-pull rod; 19. Connecting plate 1; 20. Rack 1; 21. Driving component; 22. Limiting plate 1; 23. Drive motor; 24. 1. Gear 1; 25. Gear 2; 26. Shaft 1; 27. Gear 3; 28. Connecting frame; 29. ​​Rack 2; 30. Gear 4; 31. Gear 5; 32. Shaft 2; 33. Limiting plate 2; 34. Ratchet; 35. Wheel; 36. Ratchet tooth; 37. Spring; 38. Connecting column; 39. Gear 6; 40. Rack 3; 41. Connecting plate 2; 42. Cylinder; 43. Connecting plate 3; 44. Clamping plate; 45. Connecting rope; 46. Top seat; 47. Slide rod; 48. Hydraulic press. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Example 1: Please refer to Figure 1 , Figure 2 and Figure 6 The diagram shows a railway track bed stiffness testing device, including a hydraulic assembly 1 and a lower pressure seat 2. The hydraulic assembly 1 is installed above the lower pressure seat 2, and a testing platform 3 is provided below the lower pressure seat 2. The hydraulic assembly 1 includes a top seat 46, and multiple sliding rods 47 are evenly fixed at the bottom of the top seat 46. The lower pressure seat 2 is slidably sleeved with the sliding rods 47 to ensure stable movement of the lower pressure seat 2 in the vertical direction. A hydraulic press 48 is installed between the top seat 46 and the lower pressure seat 2. Driven by the hydraulic press 48, the lower pressure seat 2 can apply pressure to the railway track bed with a constant pressure to simulate the stress situation in actual use. It also includes: a detection unit 4 installed at the bottom of the lower pressure seat 2, a pressurizing unit 5 installed on the outside of the lower pressure seat 2, a vent pipe 6 between the bottom of the pressurizing unit 5 and the detection unit 4, and multiple pressure sensors 7 embedded on the detection platform 3. The pressure sensors 7 are evenly distributed on the detection platform 3, which can accurately capture the pressure changes of various parts of the railway track bed and provide detailed data support for subsequent stiffness analysis. A movable plate 8 is slidably mounted on the testing platform 3. Two sets of fixing units 9 are symmetrically installed on the movable plate 8. The two sets of fixing units 9 are used to fix the railway track bed placed on the movable plate 8. The fixing units 9 can firmly fix the railway track bed placed on the movable plate 8, preventing the railway track bed from moving or shaking during the testing process, ensuring the stability of the railway track bed during the testing process, thereby improving the reliability of the testing results. A follower unit 10 is fixed to one side of the lower pressure seat 2. A one-way transmission unit 11 is connected between the follower unit 10 and the moving plate 8. The follower unit 10 and the one-way transmission unit 11 cooperate with each other. During the process of the lower pressure seat 2 moving back to its original position, the moving plate 8 can automatically move the railway track bed to a suitable detection position. Therefore, multiple positions of the railway track bed can be detected without manually adjusting the position of the railway track bed, which greatly improves the detection efficiency. Moreover, the one-way transmission unit 11 ensures that the moving plate 8 can only move in one direction, avoiding the moving plate 8 from retracting during the detection process, which would affect the accuracy and stability of the detection, and improve the automation and efficiency of the detection.

[0022] For further details, please refer to [link / reference]. Figure 3 The detection unit 4 includes a positioning plate 12, which is fixedly connected to the bottom of the lower pressure seat 2 by multiple bolts. A pressure column 13 is fixed to the bottom of the positioning plate 12. The pressure column 13 has a cavity inside, and an airbag 14 is elastically installed inside the cavity. The airbag 14 is filled with inert gas and is in close contact with the inner peripheral wall of the cavity. A circular hole is opened at the bottom of the pressure column 13. The bottom of the airbag 14 passes through the circular hole and extends below the bottom of the pressure column 13. A sealed pressurized chamber is formed between the upper side of the airbag 14 and the cavity. A pipe 15 is connected to one side of the pressurized chamber. The pipe 15 is fixedly connected to one end of the vent pipe 6. The principle of the detection unit 4 for stiffness testing of the railway track bed: During the testing process, when the hydraulic component 1 drives the lower pressure seat 2 to press down, the pressure column 13 moves downward accordingly, and the air bladder 14 contacts the surface of the railway track bed. Because the air bladder 14 is filled with inert gas and has elastic deformation characteristics, it expands outward evenly under pressure. During the pressing process, the pressure sensor 7 on the testing platform 3 can accurately capture the pressure changes at various parts of the railway track bed. As the air bladder 14 expands, the contact area with the railway track bed continuously increases. Compared with the traditional single-point contact detection method, this large-area contact can better simulate the stress situation of the railway track bed in actual use and can capture more complete stress information of the railway track bed. As the lower pressure seat 2 continues to press down, the air bladder 14 continues to expand, and the pressure sensor 7... The detected pressure data is transmitted to the data processing system in real time. Based on the pressure data and known parameters such as the downward pressure distance of the lower pressure seat 2, the data processing system calculates the stiffness changes of the railway track bed at different positions and under different stress states, combined with a pre-set stiffness calculation model. For track beds with uneven surfaces or local defects, the airbag 14 can change its own deformation to adapt to the surface shape through the pressurization unit 5, and can still make full contact with the track bed surface, thereby obtaining more reliable detection data and improving the accuracy and comprehensiveness of the detection results. After a detection is completed, the hydraulic component 1 drives the lower pressure seat 2 to move upward and return to its original position, and the pressure column 13 also moves upward. Under the action of its own elasticity and the gas pressure in the pressurization chamber, the airbag 14 gradually returns to its original shape, preparing for the next detection.

[0023] For further details, please refer to [link / reference]. Figure 4 and Figure 5 The pressurizing unit 5 includes an injection cylinder 16. One side of the injection cylinder 16 is fixedly connected to the lower pressure seat 2 via a fixing plate. A piston 17 is slidably connected inside the injection cylinder 16. The bottom of the injection cylinder 16 is fixedly connected to the vent pipe 6. A push-pull rod 18 is fixedly fixed to the top of the piston 17. The top end of the push-pull rod 18 passes through the top of the injection cylinder 16 and is fixedly connected to a connecting plate 19. A rack 20 is fixedly fixed to the bottom end of the connecting plate 19 away from the push-pull rod 18. A driving member 21 is provided on the outer side of the rack 20. The driving component 21 includes limiting plates 22 symmetrically arranged on both sides of the injection cylinder 16. A drive motor 23 is fixed to one side of one of the limiting plates 22. A gear 24 is fixed to the output end of the drive motor 23. A gear 25 meshes with one side of the gear 24. A rotating shaft 26 is fixed in the middle hole of the gear 25. Both ends of the rotating shaft 26 are rotatably connected to the limiting plate 22. A gear 27 is fixedly sleeved in the middle of the rotating shaft 26. The gear 27 meshes with the rack 20.

[0024] The working process of the pressurization unit 5 is as follows: When it is necessary to pressurize the airbag 14, the drive motor 23 is started. The drive motor 23 drives gear 1 24 to rotate, gear 1 24 drives gear 25 to rotate, gear 2 25 drives shaft 1 26 to rotate, shaft 1 26 drives gear 3 27 to rotate. Since gear 3 27 is meshed with rack 1 20, the rotation of gear 3 27 will drive rack 1 20 to move. Rack 1 20 drives push-pull rod 18 to move through connecting plate 1 19. 18 drives piston 17 to slide inside injection cylinder 16, thereby pressurizing the gas inside injection cylinder 16 into pressurization chamber through vent pipe 6 and pipe 15, causing airbag 14 to expand further to meet the pressure requirements of railway track bed under different testing needs; when it is necessary to reduce the pressure of airbag 14, drive motor 23 is controlled to rotate in the opposite direction, and according to the above reverse transmission process, piston 17 slides in the opposite direction inside injection cylinder 16, drawing the gas in pressurization chamber back into injection cylinder 16, thereby adjusting the pressure of airbag 14.

[0025] It should be noted that: See Figure 3 Multiple connecting ropes 45 are evenly fixed to the upper inner side of the pressure column 13. The other end of the connecting rope 45 is fixedly connected to the airbag 14. The connecting ropes 45 play an auxiliary role in positioning and stabilizing the airbag 14. During the process of the airbag 14 expanding under pressure or returning to its original shape, the connecting ropes 45 can limit the excessive deformation of the airbag 14, ensuring that the airbag 14 always moves within the reasonable range of the pressure column 13, thus ensuring the stability and accuracy of the testing process.

[0026] Meanwhile, it is worth noting that the outer surface of the airbag 14 is coated with a polytetrafluoroethylene (PTFE) coating. The PTFE coating has excellent corrosion resistance and self-lubricating properties. During the testing process, even if the airbag 14 frequently comes into contact with and rubs against the railway track surface, the coating can effectively prevent the surface of the airbag 14 from being worn or corroded, extending the service life of the airbag 14 and reducing the maintenance cost of the testing device. Furthermore, the self-lubricating properties reduce the friction between the airbag 14 and the inner wall of the pressure column 13 during expansion and contraction, resulting in smoother movement.

[0027] Example 2: Please refer to Figure 6 - Figure 8 This embodiment further explains the first embodiment, the difference being that the movement method of the movable plate 8 is optimized.

[0028] Specifically, the follower unit 10 includes a connecting frame 28, the top of which is fixed to the outer wall of the lower pressure seat 2. Both ends of the bottom of the connecting frame 28 are fixed with racks 29. A gear 4 30 meshes with one side of the rack 29, and a gear 5 31 meshes with one side of the gear 4 30. A rotating shaft 2 32 is fixed in the middle hole of the gear 4 30. The output end of the one-way transmission unit 11 is connected to the gear 5 31. Meanwhile, the one-way transmission unit 11 includes a second limiting plate 33. One end of the second limiting plate 33 is fixed to the outer wall of the detection table 3. The second limiting plate 33 is rotatably connected to a ratchet 34 via a bearing. A rotating wheel 35 is coaxially provided on the inner side of the ratchet 34. A ratchet tooth 36 is movably connected to one side of the rotating wheel 35. A spring piece 37 abuts against the bottom of the ratchet tooth 36. The second rotating shaft 32 is fixedly sleeved with the central hole of the rotating wheel 35. A plurality of connecting posts 38 are evenly fixed on one side of the ratchet 34. A gear six 39 is fixedly connected to the end of the connecting post 38 away from the ratchet 34. A rack three 40 is meshed on the upper side of the gear six 39. A second connecting plate 41 is fixed to the top of the rack three 40. The top of the second connecting plate 41 is fixedly connected to the bottom of the moving plate 8. The second rotating shaft 32 is rotatably connected to the second limiting plate 33.

[0029] The working process of the follow-up unit 10 and the one-way transmission unit 11 is as follows: When the pressure seat 2 moves back to its original position, the connecting frame 28 moves upward accordingly. The connecting frame 28 drives the rack 29 to move upward. The rack 29 drives the gear 4 30 to rotate. The gear 4 30 drives the gear 5 31 to rotate. Since the rotating shaft 2 32 is connected to the gear 5 31, the gear 5 31 drives the rotating shaft 2 32 to rotate. The rotating shaft 2 32 drives the rotating wheel 35 to rotate. Under the action of the spring piece 37, the ratchet 36 engages with the ratchet 34, so that the ratchet 34 can only rotate in one direction. The ratchet 34 drives the gear 6 39 to rotate through the connecting column 38. The gear 6 39 meshes with the rack 3 40, thereby driving the rack 3 40 to move. The rack 3 40 drives the moving plate 8 to move through the connecting plate 2 41, moving the railway track bed to a suitable inspection position for the next inspection. During the downward movement of the pressure seat 2, the connecting frame 28 drives the rack 29 to move downward, the rack 29 drives the gear 4 30 to rotate in the opposite direction, the gear 4 30 drives the gear 5 31 to rotate in the opposite direction, the rotating shaft 2 32 rotates in the opposite direction and drives the rotating wheel 35 to rotate in the opposite direction. At this time, the ratchet 36 will not drive the ratchet 34 to rotate under the action of the spring piece 37, so the moving plate 8 will not move. This ensures that the moving plate 8 will not retract when the pressure seat 2 is pressed down for detection, thus avoiding affecting the accuracy and stability of the detection.

[0030] Example 3: Please refer to Figure 1 and Figure 9This embodiment further illustrates other embodiments, with the difference being the optimization of the method for fixing the railway track bed.

[0031] Specifically, a railway track bed stiffness testing device includes a hydraulic assembly 1 and a lower pressure seat 2. The hydraulic assembly 1 is installed above the lower pressure seat 2, and a testing platform 3 is provided below the lower pressure seat 2. It also includes: a testing unit 4 installed at the bottom of the lower pressure seat 2; a pressurizing unit 5 installed on the outside of the lower pressure seat 2; a vent pipe 6 between the bottom of the pressurizing unit 5 and the testing unit 4; multiple pressure sensors 7 embedded on the testing platform 3; a movable plate 8 slidably installed on the testing platform 3; two sets of fixing units 9 symmetrically installed on the movable plate 8; the two sets of fixing units 9 are used to fix the railway track bed placed on the movable plate 8; each fixing unit 9 includes a cylinder 42; a connecting plate 3 43 is fixed to the outside of the cylinder 42; the bottom of the connecting plate 3 43 is fixedly connected to the movable plate 8; and a clamping plate 44 is fixed to the output end of the cylinder 42. The working process of the fixing unit 9 is as follows: When it is necessary to fix the railway track bed, the cylinder 42 is activated. The output end of the cylinder 42 pushes the clamping plate 44 towards the railway track bed until the clamping plate 44 firmly clamps the railway track bed. Since the clamping force of the cylinder 42 can be adjusted according to the material and size of the railway track bed, it avoids damage to the railway track bed due to excessive clamping force or insecure fixing due to insufficient clamping force. During the inspection process, the fixing unit 9 can always maintain the stability of the railway track bed, preventing it from moving or shaking, thereby ensuring the stability of the railway track bed during the inspection process and improving the reliability of the inspection results. Moreover, this fixing method is simple and convenient to operate, and can quickly fix and release the railway track bed, improving inspection efficiency. After the inspection is completed, the output end of the control cylinder 42 is retracted, driving the clamping plate 44 away from the railway track bed, so that the railway track bed can be removed from the moving plate 8.

[0032] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0033] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A railway track bed stiffness testing device, comprising: A hydraulic assembly (1) and a lower pressure seat (2) are provided. The hydraulic assembly (1) is installed above the lower pressure seat (2), and a testing platform (3) is provided below the lower pressure seat (2). Its characteristic is that it further includes: The detection unit (4) is installed at the bottom of the lower pressure seat (2). A pressurizing unit (5) is installed on the outside of the lower pressure seat (2). A vent pipe (6) is provided between the bottom of the pressurizing unit (5) and the detection unit (4). Multiple pressure sensors (7) are embedded on the detection platform (3). A movable plate (8) is slidably installed on the testing platform (3). Two sets of fixing units (9) are symmetrically installed on the movable plate (8). The two sets of fixing units (9) are used to fix the railway track bed placed on the movable plate (8). A follower unit (10) is fixed on one side of the lower pressure seat (2), and a one-way transmission unit (11) is connected between the follower unit (10) and the moving plate (8).

2. The railway track bed stiffness testing device according to claim 1, characterized in that: The detection unit (4) includes a positioning plate (12), which is fixedly connected to the bottom of the lower pressure seat (2) by multiple bolts. A pressure column (13) is fixed to the bottom of the positioning plate (12). The pressure column (13) has a cavity inside, and an airbag (14) is elastically installed inside the cavity. The airbag (14) is filled with inert gas. The airbag (14) is in close contact with the inner peripheral wall of the cavity. A round hole is opened at the bottom of the pressure column (13). The bottom of the airbag (14) passes through the round hole and extends below the bottom of the pressure column (13). A sealed pressurized chamber is formed between the upper side of the airbag (14) and the cavity. A pipe (15) is connected to one side of the pressurized chamber. One end of the pipe (15) is fixedly connected to one end of the vent pipe (6).

3. The railway track bed stiffness testing device according to claim 1, characterized in that: The pressurizing unit (5) includes an injection cylinder (16). One side of the injection cylinder (16) is fixedly connected to the lower pressure seat (2) via a fixing plate. A piston (17) is slidably connected inside the injection cylinder (16). The bottom of the injection cylinder (16) is fixedly connected to the vent pipe (6). A push-pull rod (18) is fixedly fixed to the top of the piston (17). The top end of the push-pull rod (18) passes through the top of the injection cylinder (16) and is fixedly connected to a connecting plate (19). A rack (20) is fixedly fixed to the bottom of the connecting plate (19) away from the push-pull rod (18). A drive member (21) is provided on the outside of the rack (20).

4. The railway track bed stiffness testing device according to claim 3, characterized in that: The driving component (21) includes a limiting plate (22) symmetrically arranged on both sides of the injection cylinder (16). A driving motor (23) is fixed on one side of one of the limiting plates (22). A gear (24) is fixed at the output end of the driving motor (23). A gear (25) meshes with one side of the gear (24). A rotating shaft (26) is fixed in the middle hole of the gear (25). Both ends of the rotating shaft (26) are rotatably connected to the limiting plate (22). A gear (27) is fixedly sleeved in the middle of the rotating shaft (26). The gear (27) meshes with the rack (20).

5. The railway track bed stiffness testing device according to claim 1, characterized in that: The follower unit (10) includes a connecting frame (28), the top of which is fixed to the outer wall of the lower pressure seat (2), and racks two (29) are fixed at both ends of the bottom of the connecting frame (28). A gear four (30) meshes with one side of the rack two (29), and a gear five (31) meshes with one side of the gear four (30). A rotating shaft two (32) is fixed in the middle hole of the gear four (30), and the output end of the one-way transmission unit (11) is connected to the gear five (31) in a transmission.

6. The railway track bed stiffness testing device according to claim 5, characterized in that: The one-way transmission unit (11) includes a limiting plate two (33), one end of which is fixed to the outer wall of the detection table (3). The limiting plate two (33) is rotatably connected to a ratchet (34) via a bearing. A rotating wheel (35) is coaxially provided on the inner side of the ratchet (34). A ratchet tooth (36) is movably connected to one side of the rotating wheel (35). A spring piece (37) abuts against the bottom of the ratchet tooth (36). The rotating shaft two (32) is fixed to the middle hole of the rotating wheel (35). Next, a plurality of connecting posts (38) are evenly fixed on one side of the ratchet (34). A gear six (39) is fixedly connected to the end of the connecting post (38) away from the ratchet (34). A rack three (40) is meshed on the upper side of the gear six (39). A connecting plate two (41) is fixed on the top of the rack three (40). The top of the connecting plate two (41) is fixedly connected to the bottom of the moving plate (8). The rotating shaft two (32) is rotatably connected to the limiting plate two (33).

7. The railway track bed stiffness testing device according to claim 1, characterized in that: The fixing unit (9) includes a cylinder (42), a connecting plate three (43) is fixed on the outside of the cylinder (42), the bottom of the connecting plate three (43) is fixedly connected to the moving plate (8), and a clamping plate (44) is fixed on the output end of the cylinder (42).

8. A railway track bed stiffness testing device according to claim 2, characterized in that: Multiple connecting ropes (45) are evenly fixed to the upper inner side of the pressure column (13), and the other end of the connecting ropes (45) is fixedly connected to the airbag (14).

9. A railway track bed stiffness testing device according to claim 1, characterized in that: The hydraulic assembly (1) includes a top seat (46), a plurality of slide rods (47) are evenly fixed at the bottom of the top seat (46), the lower pressure seat (2) is slidably sleeved with the slide rods (47), and a hydraulic press (48) is installed between the top seat (46) and the lower pressure seat (2).

10. A railway track bed stiffness testing device according to claim 8, characterized in that: The outer surface of the airbag (14) is coated with a polytetrafluoroethylene coating.

Images