Train door clamping force testing device and testing method

Abstract

This invention provides a train door clamping force testing device and method, including a clamping testing component with its testing end near the train door and a fixed end equipped with a vertical drive component that drives the clamping force up and down. A horizontal push-pull component is installed on the side of the vertical drive component away from the train door, and a fixed frame trolley is rotatably connected to one side of the horizontal push-pull component. The horizontal push-pull component includes a fixed plate, and a set of telescopic mechanisms are respectively provided on the outer side of the fixed plate near the train door. One end of each telescopic mechanism is fixedly connected to the fixed plate, and the other end is respectively fixedly connected to a corresponding first or second door engaging rod. Multiple sets of deformation testing mechanisms are installed on the side of the first and second door engaging rods near the train door, and a dust removal mechanism is provided at the top. A dust testing component is provided at the dust removal mechanism. This invention enables the determination of the specific cause of abnormal clamping force, improving testing efficiency.

Description

Technical Field

[0001] This invention relates to the field of vehicle door testing equipment technology, and more specifically, to a vehicle door clamping force testing device and testing method. Background Technology

[0002] Train door clamping force testing devices are crucial equipment for ensuring train operation safety. Currently, these devices still have significant functional deficiencies in practical applications, severely hindering the efficiency and quality of maintenance work.

[0003] Specifically, commercially available train door clamping force testing devices have two key drawbacks: First, they are functionally limited, only providing clamping force values ​​and failing to identify the specific cause of abnormal readings. When the clamping force is found to be excessive or insufficient, maintenance personnel cannot determine whether it is due to dust accumulation in the drive mechanism or door deformation, and must rely on experience to troubleshoot, significantly extending maintenance time. Second, they are inconvenient to operate. Traditional handheld testing devices are prone to angular deviations during use. This non-parallel contact directly affects measurement accuracy, requiring repeated adjustments to obtain reliable data, which also increases testing or maintenance time. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a train door clamping force testing device and testing method that can determine the specific cause of the fault and improve the testing efficiency.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A train door clamping force testing device includes a clamping test assembly, which has a test end and a fixed end. The test end of the clamping test assembly is close to the train door, and the fixed end is provided with a vertical drive assembly that drives the door to move up and down.

[0007] A horizontal push-pull assembly is installed on the side of the vertical drive assembly away from the train door. A fixed frame trolley is rotatably connected to the side of the horizontal push-pull assembly away from the vertical drive assembly. The horizontal push-pull assembly includes a fixed plate. A set of telescopic mechanisms is respectively provided on the outer side of the end of the fixed plate near the train door. One end of each set of telescopic mechanisms is fixedly connected to the fixed plate, and the other end is fixedly connected to the first door engagement rod or the second door engagement rod on the corresponding side. A set of telescopic actuators for driving the telescopic movement is respectively provided on the end of each set of telescopic mechanisms near the fixed plate.

[0008] The first door engagement rod and the second door engagement rod are each equipped with multiple deformation testing mechanisms on the side near the train door to test whether the train door has deformed; the top of the first door engagement rod and the top of the second door engagement rod are provided with dust removal mechanisms for removing dust accumulated on the top drive mechanism of the train door, and dust testing components for testing the degree of dust accumulation on the top drive mechanism of the train door are provided at the dust removal mechanisms.

[0009] By adopting the above technical solution, the telescopic actuator drives the telescopic mechanism to extend and retract the first and second door engagement rods. When the first and second door engagement rods extend to both ends until they are in contact with the side walls of both ends of the train door, the clamping test assembly is parallel to the train door. At this time, the clamping force test data is more accurate. On the other hand, multiple deformation test mechanisms can be used to test the deformation of the train door surface, and dust accumulation test mechanisms and dust test assemblies can be used to test the dust accumulation on the top drive mechanism of the train door. This allows it to be determined whether the abnormal clamping force is caused by train door deformation or dust accumulation on the top drive mechanism.

[0010] Preferably, the deformation testing mechanism includes a roller, the moving direction of the deformation testing mechanism is parallel to the extension direction of the horizontal push-pull assembly, the roller is rotatably connected to the shaft connecting plate, and the shaft connecting plate is located away from the train door; a sliding rod is connected to the end of the shaft connecting plate away from the roller, a test plate is connected to the end of the sliding rod away from the shaft connecting plate, a spring is fixedly connected to the side of the test plate away from the sliding rod, and a proximity switch is provided on the side of the test plate near the clamping testing assembly, with a gap between the proximity switch and the test plate.

[0011] By adopting the above technical solution, the roller rolls on the train door. If the train door is not deformed, the proximity switch can sense the test plate. If the train door is deformed, the test plate deviates from the sensing position of the proximity switch. At this time, the proximity switch sends a disengagement signal or stops sending a presence signal. This signal is provided to the controller, and the judgment result is output. This structure can effectively confirm whether the abnormal clamping force of the train door is caused by the deformation of the train door, thus improving the inspection efficiency.

[0012] More preferably, the first door engaging rod has multiple sets of first mounting slots on the side near the train door, and a first proximity switch mounting slot is provided through the inner wall of the first mounting slot on the side near the clamping test component. The end of the spring away from the test plate is fixedly connected to the inner wall of the first mounting slot away from the train door, and the proximity switch passes through the first proximity switch mounting slot and is fixedly connected to the first door engaging rod.

[0013] The second door engagement rod has multiple sets of second mounting slots on the side near the train door. A second proximity switch mounting slot is provided through the inner wall of the second mounting slot on the side near the clamping test component. The end of the spring away from the test plate is fixedly connected to the inner wall of the second mounting slot away from the train door. The proximity switch passes through the second proximity switch mounting slot and is fixedly connected to the second door engagement rod.

[0014] By adopting the above technical solutions, the deformation testing mechanism can be guaranteed to operate smoothly.

[0015] More preferably, the outer wall of the sliding rod is slidably connected to a fixed sliding plate, and the fixed sliding plate is fixedly connected to the upper and lower walls of the corresponding first mounting groove or the upper and lower walls of the second mounting groove.

[0016] By adopting the above technical solutions, the deformation testing mechanism can be made to operate smoothly, and the proximity switch can be made to sense the sensing signal of the test board more accurately.

[0017] Preferably, the dust removal mechanism includes a first fan and a second fan; a first ventilation groove is provided at the top of the first door engagement rod, and a first fan mounting groove is provided through the inner wall of the first ventilation groove near the clamping test component, and the first fan is installed on the inner wall of the first fan mounting groove.

[0018] The second door engagement rod has a second ventilation slot at its top. The inner wall of the second ventilation slot has a second fan mounting slot through it on the side near the clamping test component. The inner wall of the second fan mounting slot is fitted with a second fan.

[0019] By adopting the above technical solution, the first fan, the first ventilation slot, and the second fan of the second ventilation slot work together to remove the dust accumulated on the top drive mechanism of the train door. Specifically, the first fan on the first door engagement rod side blows air into the first ventilation slot, and the second fan on the second door engagement rod side extracts air from the second ventilation slot, thereby cleaning the dust and preventing the dust accumulation from affecting the clamping force of the train door.

[0020] More preferably, the dust testing component is located at the second ventilation slot at the top of the second door engagement rod, and is used to test the dust concentration removed by the dust removal mechanism.

[0021] More preferably, two dust tester mounting slots are formed through the inner wall of the second ventilation slot, and a partition is provided between the two dust tester mounting slots. The partition is located inside the second ventilation slot, and the two dust tester mounting slots are symmetrically arranged along the partition and their extended axes intersect at the intersection point inside the second ventilation slot. The dust testing assembly includes a laser emitter and a dust tester. The laser emitter is fixedly connected to one of the dust tester mounting slots, and the dust tester is fixedly connected to the other dust tester mounting slot.

[0022] By adopting the above technical solution, dust concentration testing can be conducted using a laser emitter, a dust tester, and a partition. This can effectively confirm whether there is a lot of dust on the train door drive mechanism, thereby reminding maintenance personnel to clean it and improving maintenance efficiency.

[0023] Preferably, the horizontal push-pull assembly further includes a rotating shaft, which is rotatably connected to the fixed plate and fixedly connected to the vertical drive assembly. One end of the rotating shaft is provided with a rotating shaft driver.

[0024] By adopting the above technical solution, the shaft driver drives the shaft to rotate, which in turn drives the vertical drive assembly to rotate back and forth, so that the clamping test assembly and the vertical drive assembly can be adapted to the shape of the train door.

[0025] A method for testing the clamping force of a train door includes the following steps:

[0026] S1. Move the entire testing device to the train door so that the clamping testing components are aligned with the train door;

[0027] S2. The telescopic driver drives the telescopic mechanism to move the first door engagement rod and the second door engagement rod to both sides. During the movement, the deformation test mechanism, the dust removal mechanism, and the dust test component detect the deformation and dust concentration of the train door and output signals to the controller until the first door engagement rod and the second door engagement rod are in contact with the train door frame, so that the clamping test component is parallel to the train door.

[0028] S3. The operator controls the train door to clamp or open, and the controller controls the vertical drive component to make the clamping test component perform clamping force tests on the upper, middle and lower positions of the train door, and output normal, error warning or alarm display to the touch screen.

[0029] Preferably, in step S2, the specific process for detecting deformation and dust concentration in the train doors is as follows:

[0030] The rollers roll on the train door to detect whether the train door is deformed in real time; if the train door is not deformed, no loss sensing signal is issued; if the train door is deformed, a loss sensing signal is issued and the time of the loss sensing signal is recorded.

[0031] At the same time, the controller controls the first fan on the first door latching rod side to blow air into the first mounting groove, and controls the second fan on the second door latching rod side to extract air from the second mounting groove. The laser emitter emits laser light to irradiate the dust and produce diffuse reflection. The dust tester receives the diffusely reflected light. When the intensity of the diffusely reflected light reaches the preset intensity value, the dust tester sends a concentration exceeding the standard signal to the controller.

[0032] In step S3, the clamping force test output is as follows:

[0033] If the door clamping force is normal and there is no deformation or dust accumulation, the controller outputs a normal judgment to the touch screen.

[0034] If the door clamping force is normal but there is deformation, the controller outputs an error warning to the touch screen that the clamping force is normal but the door shape is abnormal, and displays the area of ​​the deformed area and the position of the proximity switch that detected the deformation; if the door clamping force is normal but there is dust accumulation, the controller outputs an error warning to the touch screen that the clamping force is normal but there is dust accumulation abnormality in the top drive mechanism of the train door.

[0035] If the door clamping force is abnormal, and there is deformation and dust accumulation, the controller will output an alarm to the touchscreen indicating that the abnormal clamping force is caused by deformation of the train door and dust accumulation in the top drive mechanism of the train door, and will display the area of ​​the deformation area and the location of the proximity switch that detected the deformation; if the door clamping force is abnormal, and there is deformation, the controller will output an alarm to the touchscreen indicating that the abnormal clamping force is caused by deformation of the train door, and will display the area of ​​the deformation area and the location of the proximity switch that detected the deformation; if the door clamping force is abnormal, and there is dust accumulation, the controller will output an alarm to the touchscreen indicating that the abnormal clamping force is caused by dust accumulation in the top drive mechanism of the train door; if the door clamping force is abnormal, but there is no deformation or dust accumulation, the controller will output an alarm to the touchscreen indicating that the abnormal clamping force is caused by other reasons.

[0036] In summary, the advantages and positive effects of this invention are:

[0037] 1. The present invention uses a telescopic driver to drive a telescopic mechanism to extend and retract the first door engagement rod and the second door engagement rod and make them fit against the two side walls of the train door, so that the clamping test component is parallel to the train door, ensuring more accurate clamping force test data.

[0038] 2. This invention can test the surface of the train door through multiple sets of deformation testing mechanisms, thereby determining whether the abnormal clamping force is caused by the deformation of the train door, thus improving the efficiency of inspection and maintenance.

[0039] 3. This invention uses a first fan to blow air into the first ventilation slot and a second fan to extract air from the second ventilation slot, thereby cleaning dust and preventing dust accumulation from affecting the clamping force of the train doors. At the same time, by using a laser emitter, a dust tester, and a partition to test the dust concentration, it is possible to effectively confirm whether there is a lot of dust on the train door drive mechanism, thus reminding maintenance personnel to clean it and improving maintenance efficiency. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the structure of the train door clamping force testing device provided in an embodiment of the present invention;

[0041] Figure 2 This is a schematic diagram of the structure of the first door engagement rod, deformation testing mechanism, and fan provided in an embodiment of the present invention;

[0042] Figure 3 This is a schematic diagram of the clamping test assembly provided in an embodiment of the present invention;

[0043] Figure 4 This is a partial structural schematic diagram of the vertical drive assembly and the horizontal push-pull assembly provided in an embodiment of the present invention;

[0044] Figure 5 This is a partial structural schematic diagram of the horizontal push-pull assembly and the first door engagement rod provided in an embodiment of the present invention;

[0045] Figure 6 This is a schematic diagram of the structure of the first door engagement rod provided in an embodiment of the present invention;

[0046] Figure 7 This is a schematic diagram of the structure of the second door engagement rod provided in an embodiment of the present invention;

[0047] Figure 8 This is a partial internal structure diagram of the second door engagement rod provided in an embodiment of the present invention;

[0048] Figure 9 This is a schematic diagram of the deformation testing mechanism provided in an embodiment of the present invention;

[0049] Figure 10 This is a partial structural schematic diagram of the second door engagement rod, fan, and dust testing assembly provided in an embodiment of the present invention.

[0050] Figure 11 This is an exploded view of the bearing mounting groove, bearing, and mounting shaft provided in an embodiment of the present invention.

[0051] Explanation of reference numerals in the attached figures:

[0052] 1. Clamping test assembly; 11. Force plate; 12. Laser displacement sensor; 13. Light blocking plate;

[0053] 2. Vertical drive assembly; 21. Slider; 22. Lead screw; 23. Motor;

[0054] 3. Horizontal push-pull assembly; 31. Fixed plate; 311. Bearing mounting slot; 312. Bearing; 313. Mounting shaft; 32. Telescopic mechanism; 33. Telescopic actuator; 34. Rotating shaft; 35. Rotating shaft actuator;

[0055] 4. First door engagement rod; 41. First mounting slot; 42. First proximity switch mounting slot; 43. First ventilation slot; 44. First fan mounting slot;

[0056] 5. Second door engagement rod; 51. Second mounting slot; 52. Second proximity switch mounting slot; 53. Second ventilation slot; 54. Second fan mounting slot; 55. Dust tester mounting slot; 56. Partition plate;

[0057] 6. Deformation testing mechanism; 61. Roller; 62. Shaft connecting plate; 63. Sliding rod; 64. Fixed sliding plate; 65. Test plate; 66. Spring; 67. Proximity switch;

[0058] 71. First fan; 72. Second fan;

[0059] 8. Dust testing kit; 81. Laser emitter; 82. Dust tester;

[0060] 9. Fixed frame trolley. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0062] In the description of this invention, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0063] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0064] Example 1

[0065] See Figures 1-4 A train door clamping force testing device includes a clamping test component 1, which has a test end and a fixed end. The test end of the clamping test component 1 is close to the train door, and the clamping test component 1 is used for clamping force testing.

[0066] The clamping test assembly 1 includes two force plates 11, two laser displacement sensors 12, and two light-blocking plates 13. The two force plates 11 are arranged in parallel. Each force plate 11 has a laser displacement sensor 12 installed on the side away from the train door. The laser output end of each laser displacement sensor 12 faces the opposite force plate 11. A light-blocking plate 13 is installed at a corresponding position on the other force plate 11. When the train door is clamped, the two force plates 11 contact the train door and deform under force, causing the distance between the two force plates 11 to change. The movement distance is measured by irradiating the light-blocking plate 13 with lasers emitted by the two laser displacement sensors 12. The clamping force is then calculated by using the movement distance and the elastic coefficient of the force plates 11.

[0067] The clamping test assembly 1 is equipped with a vertical drive assembly 2 at its fixed end. The vertical drive assembly 2 is used to drive the clamping test assembly 1 to move up and down. The vertical drive assembly 2 includes a slider 21, a lead screw 22 and a motor 23. The slider 21 is fixedly connected to the end of the two force plates 11 away from the train door. The motor 23 is used to drive the lead screw 22 to rotate, thereby driving the slider 21 to slide up and down.

[0068] A horizontal push-pull assembly 3 is installed on the side of the vertical drive assembly 2 away from the train door. The two ends of the horizontal push-pull assembly 3 away from the clamping test assembly 1 are respectively provided with a first door engagement rod 4 and a second door engagement rod 5. The side of the first door engagement rod 4 and the second door engagement rod 5 near the train door is adapted to the shape of the train door. The horizontal push-pull assembly 3 is used to extend the first door engagement rod 4 and the second door engagement rod 5 to both ends so that the clamping test assembly 1 is parallel to the train door, so as to avoid errors or even abnormal data in the clamping force test data due to non-parallelism.

[0069] The horizontal push-pull assembly 3 is rotatably connected to the fixed frame trolley 9 on the side away from the vertical drive assembly 2. The fixed frame trolley 9 is used to move the clamping force testing device. The fixed frame trolley 9 can also be an AGV trolley to realize the function of automatic movement and automatic inspection. The fixed frame trolley 9 is equipped with a controller and a touch screen. The controller is used to receive signals and send the abnormality cause to the touch screen.

[0070] See Figure 1 and Figure 5 The horizontal push-pull assembly 3 includes a fixed plate 31. A gap is set between the fixed plate 31 and the motor 23 to facilitate the micro-rotation adjustment of the vertical drive assembly 2. A set of telescopic mechanisms 32 are respectively set on the outer side of the fixed plate 31 near the end of the train door. One end of each set of telescopic mechanisms 32 is fixedly connected to the fixed plate 31, and the other end is fixedly connected to the first door engagement rod 4 or the second door engagement rod 5 on the corresponding side. That is, the end of one set of telescopic mechanisms 32 away from the fixed plate 31 is fixedly connected to the first door engagement rod 4, and the end of the other set of telescopic mechanisms 32 away from the fixed plate 31 is fixedly connected to the second door engagement rod 5. A set of telescopic actuators 33 are respectively set on the ends of the two sets of telescopic mechanisms 32 near the fixed plate 31. Multiple sets of deformation testing mechanisms 6 are installed on the side of the first door engagement rod 4 and the second door engagement rod 5 near the train door.

[0071] See Figure 11 The fixed plate 31 has a bearing mounting groove 311 on the side near the fixed frame trolley 9. A bearing 312 is installed on the inner wall of the bearing mounting groove 311. A mounting shaft 313 is installed on the side of the fixed frame trolley 9 near the bearing 312. The mounting shaft 313 and the bearing 312 are interference-fitted. The fixed plate 31 and the fixed frame trolley 9 are connected through the bearing 312, realizing the rotational connection between the horizontal push-pull assembly 3 and the fixed frame trolley 9. If the two force plates 11 are not parallel to the train door, when the first door engagement rod 4 and the second door engagement rod 5 are in contact with the sides of the train door frame, the fixed plate 31 drives the vertical drive assembly 2 and the clamping test assembly 1 to rotate, correcting the components installed on the fixed plate 31, so that the two force plates 11 are parallel to the train door, thereby improving the test accuracy.

[0072] The telescopic mechanism 32 is a scissor mechanism, and the telescopic actuator 33 is a direct-drive electric cylinder. The output end of the telescopic actuator 33 is connected to the telescopic mechanism 32, and the telescopic actuator 33 drives the telescopic mechanism 32 to extend and retract the first door engagement rod 4 and the second door engagement rod 5. When the first door engagement rod 4 and the second door engagement rod 5 extend to both ends until they are in contact with the side walls of both ends of the train door, the clamping test assembly 1 is parallel to the train door. At this time, the clamping force test data is more accurate. On the other hand, the surface of the train door can be tested by multiple sets of deformation test mechanisms 6, so as to determine whether the abnormal clamping force is caused by the deformation of the train door.

[0073] See Figures 6-9 The deformation testing mechanism 6 includes a roller 61, which has a curved surface and a flat surface. The horizontal push-pull assembly 3 has a telescopic direction. The planar direction of the deformation testing mechanism 6 is parallel to the telescopic direction of the horizontal push-pull assembly 3. The roller 61 is rotatably connected to the shaft connecting plate 62. The shaft connecting plate 62 is located away from the train door. A sliding rod 63 is connected to the end of the shaft connecting plate 62 away from the roller 61. A test plate 65 is connected to the end of the sliding rod 63 away from the shaft connecting plate 62. A spring 66 is fixedly connected to the side of the test plate 65 away from the sliding rod 63. A fixed sliding plate 64 is slidably connected to the outer wall of the sliding rod 63. A proximity switch 67 is provided on the side of the test plate 65 near the clamping testing assembly 1. There is a gap between the proximity switch 67 and the test plate 65. The first door engagement rod 4 has multiple sets of first mounting slots 41 on the side near the train door. A first proximity switch mounting slot 42 is formed through the inner wall of the first mounting slot 41 near the clamping test assembly 1. The end of the spring 66 away from the test plate 65 is fixedly connected to the inner wall of the first mounting slot 41 away from the train door (i.e., the bottom of the first mounting slot 41). A fixed sliding plate 64 is fixedly connected to the upper and lower walls of the first mounting slot 41. A proximity switch 67 passes through the first proximity switch mounting slot 42 and is fixedly connected to the first door engagement rod 4. The second door engagement rod 5 has multiple sets of second mounting slots 51 on the side near the train door. A second proximity switch mounting slot 52 is formed through the inner wall of the second mounting slot 51 near the clamping test assembly 1. The end of the spring 66 away from the test plate 65 is fixedly connected to the inner wall of the second mounting slot 51 away from the train door. A fixed sliding plate 64 is fixedly connected to the upper and lower walls of the second mounting slot 51. A proximity switch 67 passes through the second proximity switch mounting slot 52 and is fixedly connected to the second door engagement rod 5.

[0074] The number of first mounting slots 41 on the first door engaging rod 4 and the number of second mounting slots 51 on the second door engaging rod 5, as well as the spacing between them, need to be determined through testing or calculation. That is, it is necessary to know the amount of train door deformation that will affect the clamping force of the train door. Based on the data obtained from this test or calculation, the number and spacing of the first mounting slots 41 and the second mounting slots 51 are arranged and adjusted. The first proximity switch mounting slot 42 and the second proximity switch mounting slot 52 are opened according to the first mounting slots 41 and the second mounting slots 51. The deformation testing mechanism 6 is installed according to the opening positions of the first mounting slots 41, the first proximity switch mounting slots 42 and the second mounting slots 51 and the second proximity switch mounting slots 52.

[0075] In use, the entire testing device is first moved to the train door. The operator controls the train door to open, and the two sets of force plates 11 are roughly aligned with the clamping points of the train door. The operator starts the testing device, which activates the telescopic actuators 33 on both sides of the fixed plate 31. The telescopic actuators 33 drive the corresponding telescopic mechanisms 32 to extend. The first door engaging rod 4 or the second door engaging rod 5, which is fixedly connected to one end of the telescopic mechanism 32, moves to both sides. During the movement of the first door engaging rod 4 or the second door engaging rod 5, the rollers 61 contact the train door and roll on the train door as the first door engaging rod 4 or the second door engaging rod 5 moves. If the train door is not deformed, the radial movement amplitude produced by the rollers 61 of each set of deformation testing mechanisms 6 is small, and the test plate 6... The relative movement between the test plate 65 and the proximity switch 67 is small. During the movement of the first door engagement rod 4 or the second door engagement rod 5, the proximity switch 67 will not lose the sensing signal to the test plate 65. If the train door is deformed, the radial movement amplitude generated by the rollers 61 of each deformation testing mechanism 6 is large, the relative movement between the test plate 65 and the proximity switch 67 is large, and the movement change caused by the compression or release of the spring 66 at one end of the test plate 65 is obvious. The proximity switch 67 cannot sense the test plate 65 and loses the sensing signal. This lost sensing signal is transmitted to the controller of the device. After the controller collects the signal, it will issue a display of the door deformation. After the clamping force is detected, it will send a signal to the operator whether the door deformation needs to be repaired based on whether the clamping force is abnormal.

[0076] By having the roller 61 roll on the train door, if the train door remains unchanged, the proximity switch 67 can sense the test plate 65. If the train door is deformed, the test plate 65 will deviate from the sensing position of the proximity switch 67. At this time, the proximity switch 67 will send a disengagement signal or stop sending an in-position signal. This signal will be provided to the controller, and the judgment result will be output. This structure can effectively confirm whether the abnormal clamping force of the train door is caused by the deformation of the train door, thus improving the inspection efficiency.

[0077] Example 2

[0078] Train doors rely on a drive mechanism at their top to operate. This drive mechanism is usually a lead screw mechanism, which is driven by a driver to rotate the lead screw. After long-term operation, dust easily accumulates on the surface of the lead screw mechanism, and this dust can affect the clamping force of the train door.

[0079] See Figures 6-10The first door engagement rod 4 has a first ventilation slot 43 at its top. A first fan mounting slot 44 is formed through the inner wall of the first ventilation slot 43 near the clamping test component 1, and a first fan 71 is installed on the inner wall of the first fan mounting slot 44. The second door engagement rod 5 has a second ventilation slot 53 at its top. A second fan mounting slot 54 is formed through the inner wall of the second ventilation slot 53 near the clamping test component 1, and a second fan 72 is installed on the inner wall of the second fan mounting slot 54. Two dust tester mounting slots 55 are formed through the inner wall of the second ventilation slot 53. A partition 56 is provided between the two dust tester mounting slots 55. The partition 56 is located within the second ventilation slot 53. The two dust tester mounting slots 55 are symmetrically arranged along the partition 56, and their extended axes intersect, with the intersection point located within the second ventilation slot 53. The top of the second door engagement rod 5 is provided with a dust testing component 8, which includes a laser emitter 81 and a dust tester 82. The laser emitter 81 is fixedly connected to a dust tester mounting slot 55, and the dust tester 82 is fixedly connected to another dust tester mounting slot 55.

[0080] In operation, the laser emitter 81 emits a laser beam, which is received by the dust tester 82, which detects the laser intensity. The partition 56 prevents the laser beam emitted by the laser emitter 81 from being directly received and detected by the dust tester 82. If the dust concentration inside the second ventilation slot 53 is low, the laser emitted by the laser emitter 81 irradiates the dust, causing diffuse reflection on the dust surface. The diffusely reflected light is received by the dust tester 82, but if the intensity is insufficient, the dust tester 82 does not send a signal to the controller. If the dust concentration inside the second ventilation slot 53 is high, the laser emitted by the laser emitter 81 irradiates the dust, causing diffuse reflection. The dust tester 82 receives sufficiently strong diffusely reflected light and sends a signal to the controller indicating that the dust concentration is too high. The dust tester 82 needs to set the intensity of the diffusely reflected light to determine how much dust concentration will affect the clamping force of the train doors.

[0081] See Figure 5 The horizontal push-pull assembly 3 also includes a rotating shaft 34, which is rotatably connected to the fixed plate 31 and fixedly connected to the vertical drive assembly 2. One end of the rotating shaft 34 is provided with a rotating shaft driver 35. The rotating shaft driver 35 drives the rotating shaft 34 to rotate, thereby driving the vertical drive assembly 2 to rotate back and forth. The rotating shaft 34 and the rotating shaft driver 35 are used to adapt the vertical drive assembly 2 and the clamping test assembly 1 to the shapes of the first door engagement rod 4 and the second door engagement rod 5, that is, the shape of the train door, so as to realize the clamping force test of the special-shaped door.

[0082] Among them, the first fan 71 and the second fan 72 are fans with reversible airflow function. Specifically, they are fans whose rotation direction can be changed by changing the phase sequence. For example, an RS-540 permanent magnet DC micro motor is used. That is, the first fan 71 on the side of the first door latch 4 is connected in the forward direction to blow out the internal air, and the second fan 72 on the side of the second door latch 5 is connected in the reverse direction to extract the internal air.

[0083] When the first door engaging rod 4 and the second door engaging rod 5 extend to both ends, the tops of both rods are close to the drive mechanism at the top of the train door. The controller controls the first fan 71 on one side of the first door engaging rod 4 to blow air into the first mounting groove 41, and controls the second fan 72 on the other side of the second door engaging rod 5 to extract air and dust from the second mounting groove 51, thus cleaning the dust. Simultaneously, dust concentration testing is performed using a laser emitter 81, a dust tester 82, and a partition 56. This effectively confirms whether there is excessive dust on the lead screw mechanism of the drive mechanism, thus reminding maintenance personnel to clean it. This structure prevents dust accumulation on the drive mechanism from affecting the clamping force and improves testing efficiency.

[0084] Example 3

[0085] When it is necessary to accurately determine whether each train door is deformed or has accumulated dust, the specific working steps are as follows, combining the content of Embodiment 1 and Embodiment 2:

[0086] S1. Move the entire testing device to the train door so that the two sets of force plates 11 are roughly aligned with the train door.

[0087] S2. The first door engagement rod 4 and the second door engagement rod 5 move to both sides. During the movement, the deformation and dust concentration of the train door are detected, and the signal is output to the controller until the first door engagement rod 4 and the second door engagement rod 5 are in contact with the train door frame, so that the two force plates 11 are parallel to the train door.

[0088] The more specific steps for S2 are as follows:

[0089] Roller 61 rolls on the train door to detect whether the train door is deformed in real time; if the train door is not deformed, no loss sensing signal is issued; if the train door is deformed, a loss sensing signal is issued and the time of issuing the loss sensing signal is recorded.

[0090] Simultaneously, the controller controls the first fan 71 on one side of the first door engagement rod 4 to blow air into the first mounting groove 41, and controls the second fan 72 on one side of the second door engagement rod 5 to extract the air from the second mounting groove 51. The laser emitter 81 emits a laser to irradiate the dust and produce diffuse reflection. The dust tester 82 receives the diffusely reflected light. When the intensity of the diffusely reflected light reaches the preset intensity value, the dust tester 82 sends a concentration exceeding the standard signal to the controller.

[0091] The time and number of lost sensing signals can be used to determine the magnitude of the train door deformation. For example, during the movement of the first door engagement rod 4, two proximity switches 67 emit lost sensing signals. The controller records that the two proximity switches 67 emit lost sensing signals for a total of 1 second. The first door engagement rod 4 moves at a speed of 5 cm / s. By multiplying the time of the lost sensing signal emission by the speed of the first door engagement rod 4, the controller can obtain the magnitude of the deformation in the extension direction of the first door engagement rod 4, i.e., the magnitude of the deformation in the extension direction of the first door engagement rod 4 is 5 cm. If the distance between the rollers 61 corresponding to the two proximity switches 67 is 3 cm and the thickness of the rollers 61 is 1 cm, the controller uses the distance between the rollers 61 corresponding to the two sets of proximity switches 67 as the magnitude of the deformation in the length direction of the first door engagement rod 4, which is 5 cm. By calculating the magnitude of the deformation in the extension and length directions of the first door engagement rod 4, the deformation area is approximately 25 cm². 2 .

[0092] When testing dust concentration, the settings are generally based on a low to medium dust concentration environment. The preset intensity value of the diffuse reflection light of the dust tester 82 is generally set in the range of 10 lux to 1000 lux.

[0093] S3. The operator controls the train door to clamp or open, and the controller controls the vertical drive component 2 to make the clamping test component 1 perform clamping force tests on the upper, middle and lower positions of the train door, and output normal, error warning or alarm display to the touch screen.

[0094] The clamping force test results in S3 are as follows:

[0095] If the door clamping force is normal and there is no deformation or dust accumulation, the controller outputs a normal judgment to the touch screen.

[0096] If the door clamping force is normal but there is deformation, the controller outputs an error warning to the touch screen indicating that the clamping force is normal but the door shape is abnormal, and displays the area of ​​the deformed area and the position of the proximity switch 67 where the deformation was detected; if the door clamping force is normal but there is dust accumulation, the controller outputs an error warning to the touch screen indicating that the clamping force is normal but there is dust accumulation abnormality in the roof drive mechanism.

[0097] If the door clamping force is abnormal and there is deformation and dust accumulation, the controller outputs an alarm to the touchscreen indicating that the abnormal clamping force is caused by deformation of the train door and dust accumulation in the top drive mechanism, and displays the area of ​​the deformation area and the position of the proximity switch 67 that detected the deformation; if the door clamping force is abnormal and there is deformation, the controller outputs an alarm to the touchscreen indicating that the abnormal clamping force is caused by deformation of the train door, and displays the area of ​​the deformation area and the position of the proximity switch 67 that detected the deformation; if the door clamping force is abnormal and there is dust accumulation, the controller outputs an alarm to the touchscreen indicating that the abnormal clamping force is caused by dust accumulation in the top drive mechanism of the train door; if the door clamping force is abnormal but there is no deformation or dust accumulation, the controller outputs an alarm to the touchscreen indicating that the abnormal clamping force is caused by other reasons.

[0098] Error warnings and alarms have different priorities. Alarms are more urgent and are alerted with more prominent icons and sounds on the touchscreen, allowing operators to react more quickly.

[0099] Example 4

[0100] In cases where rapid testing is required, only the contents of S2 and S3 in Example 3 are adjusted. The steps after the adjustment of S2 and S3 are as follows:

[0101] S2. The first door engagement rod 4 and the second door engagement rod 5 move to both sides. During the movement, the controller controls the first fan 71 on the side of the first door engagement rod 4 to blow air into the first mounting groove 41, and controls the second fan 72 on the side of the second door engagement rod 5 to extract the air from the second mounting groove 51 to blow dust off the drive mechanism.

[0102] S3. The operator controls the train door to clamp or open, and the controller controls the vertical drive component 2 to make the clamping test component 1 perform clamping force tests on the upper, middle and lower positions of the train door; if the clamping force of the train door is normal, the first door engagement rod 4 and the second door engagement rod 5 are retracted, and the controller sends a judgment that the door is normal to the touch screen; if the clamping force of the train door is abnormal, the deformation and dust concentration of the train door are detected according to the contents of S2 and S3 in embodiment 3, and the normal, error warning or alarm display is output to the touch screen.

[0103] The above steps can more accurately identify the cause of the fault. Compared with embodiment 3, which detects dust concentration when the first door engagement rod 4 and the second door engagement rod 5 are extended, this embodiment first blows the dust off the drive mechanism to eliminate the problem that a small amount of dust accumulation affects the accuracy of the clamping force test. After eliminating this problem, the clamping force test is performed. If there is no abnormality in the clamping force, the first door engagement rod 4 and the second door engagement rod 5 can be retracted directly to perform the clamping force test of the next train door. This is more efficient than embodiment 3.

[0104] Obviously, the embodiments described above are merely some, not all, embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort should fall within the scope of protection of the present invention.

Claims

1. A train door clamping force testing device, comprising a clamping test assembly (1), the clamping test assembly (1) having a test end and a fixed end, the test end of the clamping test assembly (1) being close to the train door, and the fixed end being provided with a vertical drive assembly (2) for driving it to move up and down; characterized in that: A horizontal push-pull assembly (3) is installed on the side of the vertical drive assembly (2) away from the train door, and a fixed frame trolley (9) is rotatably connected to the side of the horizontal push-pull assembly (3) away from the vertical drive assembly (2). The horizontal push-pull assembly (3) includes a fixed plate (31). A set of telescopic mechanisms (32) are respectively provided on the outer side of the fixed plate (31) near the end of the train door. One end of each set of telescopic mechanisms (32) is fixedly connected to the fixed plate (31), and the other end is respectively fixedly connected to the first door engagement rod (4) or the second door engagement rod (5) on the corresponding side. A set of telescopic drivers (33) for driving the telescopic mechanism (32) to extend and retract is respectively provided on the end of each set of telescopic mechanisms (32) near the fixed plate (31). The first door engagement rod (4) and the second door engagement rod (5) are each equipped with multiple sets of deformation testing mechanisms (6) for testing whether the train door has deformed on the side close to the train door. The top of the first door engagement rod (4) and the top of the second door engagement rod (5) are provided with a dust removal mechanism for removing dust from the top drive mechanism of the train door, and a dust testing component (8) for testing the degree of dust accumulation on the top drive mechanism of the train door is provided at the dust removal mechanism.

2. The train door clamping force testing device according to claim 1, characterized in that: The deformation testing mechanism (6) includes a roller (61). The moving direction of the deformation testing mechanism (6) is parallel to the extension and retraction direction of the horizontal push-pull assembly (3). The roller (61) is rotatably connected to the shaft connecting plate (62), which is located away from the train door. A sliding rod (63) is connected to one end of the shaft connecting plate (62) away from the roller (61). A test plate (65) is connected to one end of the sliding rod (63) away from the shaft connecting plate (62). A spring (66) is fixedly connected to one side of the test plate (65) away from the sliding rod (63). A proximity switch (67) is provided on one side of the test plate (65) near the clamping testing assembly (1). There is a gap between the proximity switch (67) and the test plate (65).

3. The train door clamping force testing device according to claim 2, characterized in that: The first door engagement rod (4) has multiple sets of first mounting slots (41) on the side near the train door. The inner wall of the first mounting slot (41) near the clamping test component (1) has a first proximity switch mounting slot (42) through it. The end of the spring (66) away from the test plate (65) is fixedly connected to the inner wall of the first mounting slot (41) away from the train door. The proximity switch (67) passes through the first proximity switch mounting slot (42) and is fixedly connected to the first door engagement rod (4). The second door engaging rod (5) has multiple sets of second mounting slots (51) on the side near the train door. The inner wall of the second mounting slot (51) near the clamping test assembly (1) has a second proximity switch mounting slot (52) through it. The end of the spring (66) away from the test plate (65) is fixedly connected to the inner wall of the second mounting slot (51) away from the train door. The proximity switch (67) passes through the second proximity switch mounting slot (52) and is fixedly connected to the second door engaging rod (5).

4. The train door clamping force testing device according to claim 3, characterized in that: The outer wall of the sliding rod (63) is slidably connected to a fixed sliding plate (64), which is fixedly connected to the upper and lower walls of the corresponding first mounting groove (41) or the upper and lower walls of the second mounting groove (51).

5. The train door clamping force testing device according to claim 1, characterized in that: The dust removal mechanism includes a first fan (71) and a second fan (72); The first door fitting rod (4) has a first ventilation groove (43) at the top. The inner wall of the first ventilation groove (43) is provided with a first fan mounting groove (44) on the side close to the clamping test component (1). The first fan (71) is installed on the inner wall of the first fan mounting groove (44). The second door fitting rod (5) has a second ventilation groove (53) at the top. The inner wall of the second ventilation groove (53) is provided with a second fan mounting groove (54) on the side close to the clamping test component (1). The inner wall of the second fan mounting groove (54) is provided with a second fan (72).

6. The train door clamping force testing device according to claim 5, characterized in that: The dust testing component (8) is located at the second ventilation slot (53) at the top of the second door engagement rod (5) and is used to test the dust concentration removed by the dust removal mechanism.

7. The train door clamping force testing device according to claim 6, characterized in that: The inner wall of the second ventilation slot (53) has two dust tester mounting slots (55) through which two dust tester mounting slots (55) are provided. A partition (56) is provided between the two dust tester mounting slots (55). The partition (56) is located in the second ventilation slot (53). The two dust tester mounting slots (55) are symmetrically arranged along the partition (56) and their axial extension lines intersect. The intersection point is in the second ventilation slot (53). The dust testing assembly (8) includes a laser emitter (81) and a dust tester (82). The laser emitter (81) is fixedly connected to a dust tester mounting slot (55), and the dust tester (82) is fixedly connected to another dust tester mounting slot (55).

8. The train door clamping force testing device according to claim 1, characterized in that: The horizontal push-pull assembly (3) also includes a rotating shaft (34), which is rotatably connected to the fixed plate (31) and fixedly connected to the vertical drive assembly (2). One end of the rotating shaft (34) is provided with a rotating shaft driver (35).

9. A method for testing the clamping force of a train door, the method being implemented based on the train door clamping force testing device according to any one of claims 1-8, characterized in that: Includes the following steps: S1. Move the entire test device to the train door so that the clamping test assembly (1) is aligned with the train door; S2, the telescopic driver (33) drives the telescopic mechanism (32) to move the first door engagement rod (4) and the second door engagement rod (5) to both sides. During the movement, the deformation test mechanism (6), the dust removal mechanism, and the dust test component (8) are used to detect the deformation and dust concentration of the train door and output signals to the controller until the first door engagement rod (4) and the second door engagement rod (5) are in contact with the train door frame, so that the clamping test component (1) is parallel to the train door. S3. The operator controls the train door to clamp or open, and the controller controls the vertical drive component (2) to make the clamping test component (1) perform clamping force tests on the upper, middle and lower positions of the train door, and output normal, error warning or alarm display to the touch screen.

10. The train door clamping force testing method according to claim 9, characterized in that: In step S2, the specific process for detecting deformation and dust concentration in the train doors is as follows: The roller (61) of the deformation testing mechanism (6) rolls on the train door to detect whether the train door is deformed in real time; if the train door is not deformed, no loss sensing signal is issued; if the train door is deformed, a loss sensing signal is issued and the time of issuing the loss sensing signal is recorded. Simultaneously, the controller controls the first fan (71) on one side of the first door engaging rod (4) to blow air into the first mounting slot (41), and controls the second fan (72) on one side of the second door engaging rod (5) to extract the air from the second mounting slot (51). The laser emitter (81) emits laser light to irradiate the dust and generate diffuse reflection. The dust tester (82) receives the diffusely reflected light. When the intensity of the diffusely reflected light reaches the preset intensity value, the dust tester (82) sends a concentration exceeding the standard signal to the controller. Among them, the first door engaging rod (4) has multiple sets of first mounting slots (41) on the side near the train door, and the top of the first door engaging rod (4) has a first ventilation slot (43). The first ventilation slot (43) contains... A first fan mounting slot (44) is provided through the side of the wall near the clamping test assembly (1), and a first fan (71) is installed on the inner wall of the first fan mounting slot (44); multiple sets of second mounting slots (51) are provided on the side of the second door fitting rod (5) near the train door, and a second ventilation slot (53) is provided at the top of the second door fitting rod (5). A second fan mounting slot (54) is provided through the side of the inner wall of the second ventilation slot (53) near the clamping test assembly (1), and a second fan (72) is installed on the inner wall of the second fan mounting slot (54); the dust test assembly (8) includes a laser emitter (81) and a dust tester (82), and the dust test assembly (8) is located at the second ventilation slot (53); In step S3, the clamping force test output is as follows: If the door clamping force is normal and there is no deformation or dust accumulation, the controller outputs a normal judgment to the touch screen. If the door clamping force is normal but there is deformation, the controller outputs an error warning to the touch screen that the clamping force is normal but the door shape is abnormal, and displays the area of ​​the deformation area and the position of the proximity switch (67) of the deformation test mechanism (6) that detected the deformation; if the door clamping force is normal but there is dust accumulation, the controller outputs an error warning to the touch screen that the clamping force is normal but there is dust accumulation abnormality in the top drive mechanism of the train door. If the clamping force of the car door is abnormal and there is deformation and dust accumulation, the controller outputs an alarm to the touch screen indicating that the car door is deformed and dust accumulation on the top drive mechanism of the car door causes abnormal clamping force, and displays the area of ​​the deformed area and the location of the proximity switch (67) that detected the deformation; if the clamping force of the car door is abnormal and there is deformation, the controller outputs an alarm to the touch screen indicating that the car door is deformed and causes abnormal clamping force, and displays the area of ​​the deformed area and the location of the proximity switch (67) that detected the deformation; if the clamping force of the car door is abnormal and there is dust accumulation, the controller outputs an alarm to the touch screen indicating that dust accumulation on the top drive mechanism of the car door causes abnormal clamping force; if the clamping force of the car door is abnormal but there is no deformation and dust accumulation, the controller outputs an alarm to the touch screen indicating that other reasons cause abnormal clamping force of the car door.

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