Rail transit door clamping force testing device and testing method

Abstract

The present application relates to the technical field of door opening and obstacle avoidance, and particularly relates to a rail transit door clamping force testing device and testing method, aiming to solve the problem of layered, quantitative and repeatable detection of the clamping force change and obstacle encountering response state of the door and different thickness obstacles. The device comprises a detection arm and a central control unit arranged on a rack, and a guide rail is arranged on the detection arm; a detection module is arranged on the guide rail, and there is a spacing between adjacent detection modules; the door comprises a first door leaf and a second door leaf; the detection module is used to approach the clamping surface of the moving first door leaf or second door leaf, or is simultaneously clamped by the first door leaf and the second door leaf, and current pressure information is obtained. The testing device can send the detection module to any height and position independently and in real time during the movement of the door leaf, and obtain clamping pressure data, so as to realize the testing and sampling of the first door leaf, the second door leaf and the common clamping state of the door, and facilitate fault positioning.

Description

Technical Field

[0001] This invention relates to the field of obstacle avoidance technology for vehicle door opening and closing, specifically to a testing device and method for testing the clamping force of rail transit vehicle doors. Background Technology

[0002] Obstacle response testing of vehicle doors is a crucial part of vehicle door safety performance evaluation. Its purpose is not only to obtain the force generated during door closing, but also to verify whether the door can promptly trigger its automatic stop-closing or reverse-opening safety protection functions when encountering a preset obstacle, thereby preventing crush injuries to occupants. Therefore, door testing is essentially a comprehensive test of "obstacle response capability," involving both mechanical characteristics and the linkage between door actuation and safety mechanisms.

[0003] In existing technologies, clamping force testing devices are typically positioned along the door's closing path to simulate obstacles such as human fingers or limbs. Once the door contacts the testing device, the force applied to it is measured to determine if the door meets relevant safety standards. However, some existing testing methods overemphasize the measurement of a single force value, neglecting the door's dynamic response after the presence of a pre-obstacle, thus failing to accurately reflect the door's safety performance in real-world usage scenarios.

[0004] Especially for double-door structures with symmetrical left and right arrangements and synchronous closing of the two doors in opposite directions, the testing device is often subjected to forces from both doors or one of them simultaneously during clamping force testing. The feedback mechanism of the door drive system and the triggering conditions for automatic stop or reverse opening vary significantly under different clamping positions and force combinations. If only a single sensing unit or a single test logic is used, it is difficult to distinguish between the clamping force of a single door and the combined clamping force of both doors, and it is also difficult to accurately assess the safety response capability of the door under complex force conditions.

[0005] Furthermore, existing testing devices and methods lack effective means to distinguish and quantify the clamping forces applied to the two doors and their combined force relationship. This results in test results that depend to some extent on the test location and accidental working conditions, leading to insufficient repeatability and comparability of test data. Consequently, this affects the judgment of whether the car door has reliable obstacle recognition and anti-pinch protection capabilities.

[0006] Therefore, there is an urgent need for a clamping force testing technology that can differentiate and detect the force state of a double-leaf car door during the closing process under simulated preset obstacle conditions, and can simultaneously reflect whether the door automatically stops closing or opens in the reverse direction in a timely manner, so as to more realistically and comprehensively evaluate the safety protection performance of the car door. Summary of the Invention

[0007] The technical problem to be solved by this invention is the lack of a testing method for rail transit doors that can test the clamping force and obstacle response of the door under different thicknesses of obstacles without modifying the door control system, so as to improve the safety of passengers under different obstacle situations during vehicle operation. This invention provides a rail transit door clamping force testing device and testing method that can simulate the state of a human being clamped and test the door response state, so as to avoid safety problems in actual operation.

[0008] A first aspect of the present invention provides a rail transit vehicle door clamping force testing device, comprising:

[0009] The frame has several detection arms and a central control unit arranged vertically. The detection arms are provided with guide rails. Each guide rail is provided with a corresponding detection module, and there is a gap between adjacent guide rails.

[0010] The car door is slidably connected to the car body. The car door includes a first door leaf and a second door leaf arranged in parallel and collinear. The surfaces of the first door leaf and the second door leaf facing each other are clamping surfaces. The first door leaf and the second door leaf slide relative to each other to make the clamping surfaces contact each other to close the car door, or to make the clamping surfaces move away from each other to open the car door.

[0011] The guide rail is used to move the detection module between the clamping surfaces of the first door leaf and the second door leaf. The detection module is used to withstand the pressure from the clamping surface of the moving first door leaf, or the pressure from the clamping surface of the moving second door leaf, or the clamping of the first door leaf and the second door leaf simultaneously. The central control unit is used to obtain the pressure information of the door on the detection module after the detection module contacts the moving first door leaf or the second door leaf.

[0012] In the above technical solution, the testing device can send the detection module to any height and position in real time and independently during the movement of the door leaf and obtain clamping pressure data, thereby realizing the testing and sampling of the first door leaf, the second door leaf and the car door in a joint clamping state, which is conducive to fault location.

[0013] In some optional technical solutions, the detection module is strip-shaped and includes a skin layer, an inner layer, and a central layer arranged sequentially from the outside to the inside. The skin layer is used to contact the first door leaf or the second door leaf. Pressure sensors are provided in the skin layer, the inner layer, and the central layer. The skin layer, the inner layer, and the central layer will deform after being subjected to pressure. The pressure information is obtained by the pressure sensors and the deformation pressure value is transmitted to the central processing unit.

[0014] In the above technical solution, the multi-layer graded detection module can directly obtain the graded pressure response along the thickness direction, which can distinguish different deformation stages and pressure transmission processes, providing a physical basis for judging whether different danger or triggering stages have been reached, and improving the accuracy of the judgment.

[0015] In some optional technical solutions, the deformation pressure value of the outer skin layer is in the first pressure range; the deformation pressure value of the inner layer is in the second pressure range; the deformation pressure value of the central layer is in the third pressure range; the number of detection modules is three, namely, a first detection unit, a second detection unit, and a third detection unit from top to bottom; the clamping surfaces of the first door leaf and the second door leaf each include an upper test section, a middle test section, and a lower test section from top to bottom; the first detection unit is used to contact and test the upper test section; the second detection unit is used to contact and test the middle test section; and the third detection unit is used to contact and test the lower test section.

[0016] The above technical solution achieves three-segment coverage detection along the vertical direction, which can obtain clamping force information of the entire door height distribution, making it easier to discover height-related risk points, such as height differences between children and adults, and to achieve segmented statistics and comparison, thereby achieving a more complete risk assessment and local fault location.

[0017] In some optional technical solutions, displacement triggers are provided between the outer skin layer and the inner layer, and between the inner layer and the center layer. The displacement triggers are electrically connected to the central control unit. The frame is also provided with a displacement monitoring unit electrically connected to the central control unit. The displacement monitoring unit is used to monitor the moving speed and moving time of the first door leaf and the second door leaf.

[0018] In the above technical solution, by combining the displacement trigger and the displacement monitoring unit, the change of clamping force can be accurately correlated with the door displacement and the moment of contact with the detection module, which is beneficial for judging the critical trigger and response delay during the clamping process.

[0019] In some alternative technical solutions, the detection module is connected to a slider at one end near the guide rail, the slider is slidably connected inside the guide rail, and the detection arm can rotate along the longitudinal direction of the frame.

[0020] The above technical solution provides adjustable positioning and angle adjustment capabilities for the module, enabling stable arrangement of the detection module under different postures, and increasing test coverage and adaptability.

[0021] In some optional technical solutions, the outer skin layer is one of silicone, rubber, or TPU elastomer, the inner layer is one of rubber, silicone, or TPU elastomer, the elastic modulus of the inner layer material is less than the elastic modulus of the outer skin layer material, the thickness of the inner layer is greater than the thickness of the outer skin layer, and the core layer is one of engineering plastic or glass fiber reinforced plastic.

[0022] In the above technical solution, by designing the gradient of materials and structure, an equivalent clamped body with identifiable mechanical stages is constructed, so that under the same clamping action, obvious mechanical distinctions can be generated at different levels, which makes it easy to judge the risk by the level threshold.

[0023] A second aspect of the present invention provides a method for testing the clamping force of a rail transit vehicle door, wherein the clamping force of the door is tested using the testing device described in the first aspect of the present invention, and the testing method includes:

[0024] S1. Park the vehicle and keep the door to be tested open, and place the test device at the location of the door to be tested.

[0025] S2. The first door leaf of the vehicle door is tested using the testing device, and its qualification is determined.

[0026] S3. The second door leaf of the vehicle door is tested using the testing device, and its qualification is determined.

[0027] S4. The control and detection module is centered relative to the door, controls the first and second door panels to close or open simultaneously, and determines whether it is qualified.

[0028] S5. Based on the pressure value of the first pressure range obtained in S4, replace the detection module and continue to perform the detection according to S4, obtain the pressure value of the detection module, and determine whether it is qualified.

[0029] S6. Place the test device at the location of the next door to be tested, and repeat S2 to S5 until all doors have been tested.

[0030] In some optional technical solutions, step S2 further includes the following steps:

[0031] S21. The first detection unit is placed in the upper test section, the second detection unit is placed in the middle test section, and the third detection unit is placed in the lower test section, with a gap between the first door leaf and each detection unit.

[0032] S22. Control the rotation of the detection arm so that the detection module is in one of the following states: horizontal, tilted, or vertical.

[0033] S23. Control the first door leaf to close until the first door leaf contacts any detection unit, wherein:

[0034] If the clamping surface of the first door leaf simultaneously contacts the first detection unit, the second detection unit, and the third detection unit, the pressure values ​​detected by each detection unit are recorded. The first door leaf is repeatedly opened and closed to contact the first detection unit, the second detection unit, and the third detection unit to obtain several pressure value records, thus obtaining the first fluctuation range. The difference between the two extreme values ​​within the first fluctuation range is compared with a preset deviation.

[0035] If the difference between the two extreme values ​​within the first fluctuation range is within the preset deviation, execute S25; otherwise, execute S24.

[0036] S24. The first door leaf is deemed to have failed the inspection and needs to be repaired and inspected.

[0037] S25. Switch the state of the detection module and proceed to S23 until the detection module completes the detection of the first door leaf in the horizontal, vertical and tilted states.

[0038] S26. The first door leaf passes the test in S25, and the first door leaf is recorded as qualified.

[0039] In some optional technical solutions, step S3 further includes the following steps:

[0040] S31. The first detection unit is placed in the upper test section, the second detection unit is placed in the middle test section, and the third detection unit is placed in the lower test section, with a gap between the second door leaf and each detection unit.

[0041] S32. Control the rotation of the detection arm so that the detection module is in one of the following states: horizontal, tilted, or vertical.

[0042] S33. Control the second door to close until the second door contacts any detection unit, wherein:

[0043] If the clamping surface of the second door leaf simultaneously contacts the first detection unit, the second detection unit, and the third detection unit, the pressure values ​​detected by each detection unit are recorded. The second door leaf is repeatedly opened and closed to contact the first detection unit, the second detection unit, and the third detection unit to obtain several pressure value records, thus obtaining the second fluctuation range. The difference between the two extreme values ​​within the second fluctuation range is compared with the preset deviation.

[0044] If the difference between the two extreme values ​​within the second fluctuation range is within the preset deviation, execute S35; otherwise, execute S34.

[0045] S34. The second door leaf is deemed to have failed the inspection and needs to be repaired and inspected.

[0046] S35. Switch the state of the detection module and proceed to S33 until the detection module has completed the detection of the second door leaf in the horizontal, vertical and tilted states.

[0047] S36. The second door leaf passes the test in S35, and the second door leaf is recorded as qualified.

[0048] In some optional technical solutions, step S4 further includes the following steps:

[0049] S41. Control the opening of the first and second door panels, control the detection module to be located in the center of the door to be tested, and place the first detection unit in the upper test section, the second detection unit in the middle test section, and the third detection unit in the lower test section.

[0050] S42. Control the rotation of the detection arm so that the detection module is in one of the following states: horizontal, tilted, or vertical.

[0051] S43. The vehicle control room sends a closing command to the door to be tested. The first and second doors of the door respond to the closing command and move toward the detection module until the clamping surface contacts the skin layer.

[0052] S44. Record the deformation pressure values ​​of the epidermis, inner layer, and central layer of the first detection unit, the second detection unit, and the third detection unit respectively, and execute S45.

[0053] S45. Based on the deformation pressure value data in S44 and the deformation state of the detection module, determine whether the clamping force of the door is qualified, and observe the response state of the door to be tested; if the door opens or stops closing, execute S46; if the door continues to close, execute S48.

[0054] S46. Switch the state of the detection module and repeat S41 to S45 until the detection module completes the detection of the first door leaf in the horizontal, vertical and tilted states.

[0055] S47. If the door to be tested passes the test in S45, record that the door is qualified and proceed with S5.

[0056] S48. If the clamping force or collision logic of the first and second door panels of the vehicle door to be tested is deemed unqualified, repair and inspection are required.

[0057] In some alternative technical solutions, step S45 further includes the following steps:

[0058] S451, the first door leaf and the second door leaf are pressed together against the skin layer, and the pressure value is within the first preset range. If the door to be tested opens or stops moving, it is recorded as qualified and S46 is executed; if the door to be tested continues to close and move, S452 is executed.

[0059] S452: The first door leaf and the second door leaf jointly press against the skin layer until the displacement trigger between the skin layer and the inner layer is triggered. The central control unit records the data. The first door leaf and the second door leaf are pressed against the inner layer and the pressure value is within the first preset range. The door to be tested opens or stops moving. If it passes the test, S46 is executed. If the door to be tested continues to close and move, S453 is executed.

[0060] S453, the first door leaf and the second door leaf are pressed together against the inner layer, triggering the displacement trigger between the inner layer and the center layer. The central control unit records the data. The door response state is one or more of open, stopped or continued to close. The door under test is recorded as unqualified and S48 is executed. If the door under test continues to close and move, S454 is executed.

[0061] S454. The first door leaf and the second door leaf are pressed together to the center layer. The door response state is one or more of the following: open, stop, or continue to close. Record the door to be tested as unqualified and execute S48.

[0062] In some optional technical solutions, during the execution of S45, the displacement monitoring unit obtains the first moving speed V1 and the first collision time T1 when the first door leaf first contacts the skin layer, and the second moving speed V2 and the second collision time T2 when the second door leaf first contacts the skin layer.

[0063] The relationship between the first collision time T1 and the second collision time T2 is as follows:

[0064] ;

[0065] Where T3 represents the time difference between the first and second door panels when they first collide with the skin layer; if T3 is greater than 0.15 seconds, then S48 still needs to be executed.

[0066] In some optional technical solutions, after the door to be detected passes through S45, the thresholds F1max of the first pressure zone, F2max of the second pressure zone, and F3max of the third pressure zone are obtained respectively.

[0067] The S5 also includes:

[0068] S51, Replace the detection module; the thickness of the new detection module is smaller than that of the detection module in S2;

[0069] S52, control the opening of the first and second door panels, control the detection module to be located in the center of the door to be tested, and place the first detection unit in the upper test section, the second detection unit in the middle test section, and the third detection unit in the lower test section;

[0070] S53. Control the first and second door panels to close until the clamping surfaces of the first and second door panels contact the detection module in S51, and observe and record the door response status, wherein:

[0071] If the first and second door panels touch the detection module, the door continues to respond to being closed or fully closed, and the pressure value measured by the detection module is F0; where:

[0072] If, F0 <F 1max Record the data as valid and execute S54.

[0073] If F0>F 1max The record is invalid, and S48 is executed;

[0074] If the first and second door panels repeatedly execute the open and close response states after touching the detection module, it is recorded as unqualified and S48 is executed.

[0075] If the first and second door panels touch the detection module and trigger the door opening response state, then the failure is recorded and S48 is executed.

[0076] S54. The door to be tested has completed the test and is recorded as qualified. Proceed to S6.

[0077] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0078] 1. This invention uses multiple movable and adjustable detection modules to detect different height positions of the car door, thereby obtaining the clamping force information of the entire car door. This avoids the data being affected by differences in passenger height. At the same time, the setting of multiple detection modules can accurately locate the fault location. Combined with the multi-layer structure of the detection modules, it is beneficial to judge the critical trigger and response delay during the clamping process.

[0079] 2. In this invention, the detection module is used to test the first and second door panels separately first, and before the clamping force test, the possible faults of a single door are eliminated.

[0080] 3. In this invention, the first door leaf and the second door leaf are controlled to simultaneously clamp the detection module. Based on the pressure information data received by the detection module at different layers and the response status of the door, it is determined whether the door is qualified for detection and the possible causes of failure.

[0081] 4. In this invention, the response state of the car door when a thinner object is clamped during vehicle operation can also be tested by replacing the detection module with a thinner one. This test can prevent accidental injury to passengers due to excessive clamping force or repeated opening and closing of the car door due to insufficient clamping force. Attached Figure Description

[0082] The accompanying drawings, which are included to provide a further understanding of embodiments of the invention and form part of this application, do not constitute a limitation thereof. In the drawings:

[0083] Figure 1 This is a schematic diagram of the structure of the present invention;

[0084] Figure 2 The positional correspondence between the three detection modules and the car door in this invention. Figure 1 ;

[0085] Figure 3 The positional correspondence between the three detection modules and the car door in this invention. Figure 2 ;

[0086] Figure 4 The positional correspondence between the three detection modules and the car door in this invention. Figure 3 ;

[0087] Figure 5 This is a cross-sectional view of the detection module of the present invention.

[0088] The attached diagram shows the markings and corresponding component names:

[0089] 1. First door leaf; 2. Second door leaf; 3. Detection module; 31. First detection unit; 32. Second detection unit; 33. Third detection unit; 34. Surface layer; 35. Inner layer; 36. Center layer; 4. Frame; 41. Detection arm. Detailed Implementation

[0090] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of the present invention are only used to explain the present invention and are not intended to limit the present invention.

[0091] Example 1:

[0092] like Figures 1 to 5 As shown, this embodiment provides a rail transit vehicle door clamping force testing device, including:

[0093] The frame 4 has several detection arms 41 and a central control unit arranged in the longitudinal direction. The detection arms 41 are provided with guide rails. Each guide rail is provided with a corresponding detection module. There is a gap between adjacent guide rails.

[0094] The car door is slidably connected to the car body. The car door includes a first door leaf 1 and a second door leaf 2 arranged in parallel and collinear. The surfaces of the first door leaf 1 and the second door leaf 2 facing each other are clamping surfaces. The first door leaf 1 and the second door leaf 2 slide relative to each other to make the clamping surfaces contact each other to close the car door, or to make the clamping surfaces move away from each other to open the car door.

[0095] The guide rail is used to move the detection module between the clamping surfaces of the first door leaf and the second door leaf. The detection module 3 is used to withstand the pressure from the clamping surface of the moving first door leaf 1, or the pressure from the clamping surface of the moving second door leaf 2, or the clamping of the first door leaf 1 and the second door leaf 2 at the same time. The central control unit is used to obtain the pressure information of the door on the detection module after the detection module 3 contacts the moving first door leaf 1 or the second door leaf 2.

[0096] like Figure 5 As shown, the detection module 3 is strip-shaped and includes a skin layer 34, an inner layer 35, and a central layer 36 arranged sequentially from the outside to the inside. The skin layer 34 is used to contact the first door leaf 1 or the second door leaf 2. Pressure sensors are provided in the skin layer 34, the inner layer 35, and the central layer 36. The skin layer 34, the inner layer 35, and the central layer 36 will deform after being subjected to pressure. The pressure information is obtained through the pressure sensors and the deformation pressure value is transmitted to the central processing unit.

[0097] like Figures 1 to 4 As shown, the deformation pressure value of the epidermal layer 34 is in the first pressure range; the deformation pressure value of the inner layer 35 is in the second pressure range; and the deformation pressure value of the central layer 36 is in the third pressure range. There are three detection modules 3, which are the first detection unit 31, the second detection unit 32, and the third detection unit 33 from top to bottom. The clamping surfaces of the first door leaf 1 and the second door leaf 2 both include an upper test section, a middle test section, and a lower test section from top to bottom. The first detection unit 31 is used to contact and test the upper test section, the second detection unit 32 is used to contact and test the middle test section, and the third detection unit 33 is used to contact and test the lower test section.

[0098] Displacement triggers are provided between the outer skin layer 34 and the inner layer 35, and between the inner layer 35 and the center layer 36. The displacement triggers are electrically connected to the central control unit. The frame 4 is also equipped with a displacement monitoring unit that is electrically connected to the central control unit. The displacement monitoring unit is used to monitor the moving speed and moving time of the first door leaf and the second door leaf.

[0099] The outer skin layer 34 is made of silicone, rubber, or TPU elastomer; the inner layer 35 is made of rubber, silicone, or TPU elastomer; the elastic modulus of the inner layer 35 is less than that of the outer skin layer 34; the thickness of the inner layer 35 is greater than that of the outer skin layer 34; and the central layer 36 is made of engineering plastic, resin, or glass fiber reinforced plastic. The outer skin layer is used to simulate human skin, with an elastic modulus of 0.5–5 MPa; the inner layer is used to simulate human muscle tissue, with an elastic modulus of 0.05–1 MPa; and the central layer is used to simulate human bone, with an elastic modulus of 1–10 GPa. Under the same strain conditions, skin requires greater stress than muscle; therefore, the elastic modulus of the inner layer material is less than that of the outer skin layer material.

[0100] Specifically, during passenger operation, if the doors of a rail transit vehicle encounter an obstacle during the opening and closing process, they should automatically spring open, open, or stop closing to ensure passenger safety and prevent injury to passengers. The testing device of this invention is used for testing rail transit vehicles in a safe, non-passenger transport depot. During the test, the vehicle is stopped, the doors of each car are kept open, and the testing device is placed in front of the door to be tested. All doors are tested sequentially to detect whether the doors will spring open or stop closing when an obstacle is encountered.

[0101] First, the frame 4 is placed in front of a door to be inspected, with the door kept open. Three inspection arms 41 are connected to the frame 4, and each inspection arm 41 is provided with a guide rail. Each guide rail is connected to an inspection module 3. Preferably, the inspection arm 41 can move along the frame 4 in multiple axes to control the inspection module 3 to extend between the first door leaf 1 and the second door leaf 2, and the position of the inspection module 3 can be adjusted later to perform multi-directional inspection.

[0102] The detection module 3 has a three-layer structure, consisting of an outer skin layer 34, an inner layer 35, and a central layer 36 from the outside in. The outer skin layer 34 is located on the outside and is used to directly contact the car door. The outer skin layer 34 is made of silicone or an elastic material. The inner layer 35 is made of rubber or an elastic material. The elastic modulus of the inner layer 35 is greater than that of the outer skin layer 34, and the thickness of the inner layer 35 is greater than that of the outer skin layer 34. The central layer 36 is made of metal or a hard plastic material and is used to simulate human obstacle detection. At the same time, since there are three detection arms 41, there is also a detection module 3 on each guide rail. The three detection modules 3 are arranged collinearly, and from top to bottom, they are the first detection unit 31, the second detection unit 32, and the third detection unit 33.

[0103] In actual train operation, passengers' heights and the items they hold vary, and the locations where they are pinched by the train doors will also differ. Therefore, preferably, the clamping surfaces of the first door leaf 1 and the second door leaf 2 are divided into three test sections from top to bottom: the upper test section, the middle test section, and the lower test section. The three detection units test the three test sections respectively, which improves the completeness of the door test and avoids unexpected risks due to actual differences.

[0104] The specific testing method is as follows: The positions of the three detection arms 41 and the detection module 3 are adjusted and aligned collinearly from top to bottom. For each test, the positions and states of the three detection modules 3 must be identical, and there must be a gap between the detection modules 3 and the door to facilitate data collection upon impact after the door closes. Then, the first detection unit 31 is placed in the upper test section, the second detection unit 32 in the middle test section, and the third detection unit 33 in the lower test section. Next, the vehicle control room sends a closing command to the door to be tested. Once the door closes and impacts the detection module 3, the internal pressure sensor collects information and feeds it back to the central processing unit. The system collects the clamping force when the door closes and observes the door's state. If the door automatically springs open or stops moving after impacting the detection module 3, it indicates that the door to be tested is qualified and the next door can be tested. If it continues to move until it closes, the detection module 3 is damaged, the door to be tested is unqualified, and repair is required. The pressure information collected by the detection module 3 can be provided for future maintenance.

[0105] It should be noted that when the detection module 3 is under pressure, although the epidermal layer 34 is directly compressed, the inner layer 35 and the central layer 36 are also compressed due to the force transmission. The force decreases from the epidermal layer 34 to the central layer 36, but the greater the force transmitted to the central layer 36, the higher the compression injury. Therefore, the deformation pressure value of the epidermal layer 34 is in the first pressure range, equivalent to the outer skin of the human body; the deformation pressure value of the inner layer 35 is in the second pressure range, equivalent to human muscle tissue; and the deformation pressure value of the central layer 36 is in the third pressure range, equivalent to human bones. The first pressure range is greater than the second pressure range, and the second pressure range is greater than the third pressure range. Each pressure range has a threshold. If the threshold is exceeded, the clamping force of the car door is too strong, which can easily lead to a safety accident. The values ​​of the first, second, and third pressure ranges are obtained through multiple sets of experimental simulations.

[0106] Preferably, when the clamping force of the car door is in the first pressure range and the second pressure range, and the car door can spring open or stop moving, the test is qualified; displacement triggers are provided between the skin layer 34 and the inner layer 35, and between the inner layer 35 and the center layer 36. The detection module 3 is fixed by the detection arm 41. When the car door moves to the position of the inner layer 35 or the center layer 36, the displacement triggers are triggered, and the movement position and status of the car door can be directly detected.

[0107] Example 2:

[0108] The detection module 3 is connected to a slider at one end near the guide rail. The slider is slidably connected inside the guide rail, and the detection arm 41 can rotate along the longitudinal direction of the frame 4.

[0109] Specifically, the detection module 3 can adjust the distance by sliding the slider in the guide rail, while the detection arm 41 can rotate to adjust the position of the detection module 3 relative to the first door leaf 1 and the second door leaf 2. It can be parallel, perpendicular or tilted to the horizontal plane to improve the diversity of detection.

[0110] Example 3:

[0111] A method for testing the clamping force of a rail transit vehicle door, based on the testing devices of Embodiments 1 and 2, tests the clamping force of the door. The testing method includes:

[0112] S1. Park the vehicle and keep the door to be tested open, and set up the test device at the location of the door to be tested.

[0113] S2. Test the first door leaf 1 of the vehicle door using a testing device and determine whether it is qualified;

[0114] S3. Test the second door leaf 2 of the vehicle door using a testing device and determine whether it is qualified;

[0115] S4. The control and detection module 3 is centered relative to the door, controls the first door leaf 1 and the second door leaf 2 to close or open simultaneously, and determines whether it is qualified.

[0116] S5. Based on the pressure value of the first pressure range obtained in S4, replace the detection module 3 and continue to perform the detection according to S4, obtain the pressure value of the detection module, and determine whether it is qualified.

[0117] S6. Place the test device at the location of the next door to be tested, and repeat S2 to S5 until all doors have been tested.

[0118] Specifically, in the door testing procedure, to improve measurement accuracy, eliminate uncertainties caused by single-leaf door malfunctions, and reduce pinching accidents, the first door leaf 1 and the second door leaf 2 must be tested separately first. After eliminating possible single-leaf door malfunctions, S4 is then executed to test the joint clamping closure of the two doors. When the first door leaf 1 is tested separately, the second door leaf 2 must be closed and fixed by the vehicle control room, and only the first door leaf 1 can move. When the second door leaf 2 is tested separately, the first door leaf 1 is also fixed in the same way.

[0119] S2 also includes the following steps:

[0120] S21, the first detection unit 31 is placed in the upper test section, the second detection unit 32 is placed in the middle test section, and the third detection unit 33 is placed in the lower test section, with a gap between the first door leaf 1 and each detection unit;

[0121] S22. Control the rotation of the detection arm 41 so that the detection module 3 is in one of the following states: horizontal, tilted or vertical.

[0122] S23. Control the first door leaf 1 to close until the first door leaf 1 contacts any detection unit, wherein:

[0123] If the clamping surface of the first door leaf 1 simultaneously contacts the first detection unit 31, the second detection unit 32, and the third detection unit 33, the pressure values ​​detected by each detection unit are recorded. The first door leaf 1 is repeatedly opened and closed to contact the first detection unit 31, the second detection unit 32, and the third detection unit 33 to obtain several pressure value records, thus obtaining the first fluctuation range. The difference between the two extreme values ​​within the first fluctuation range is compared with a preset deviation.

[0124] If the difference between the two extreme values ​​within the first fluctuation range is within the preset deviation, execute S25; otherwise, execute S24.

[0125] S24. The first door leaf 1 is deemed to have failed the inspection and needs to be repaired and inspected.

[0126] S25. Switch the state of detection module 3 and proceed to S23 until detection module 3 completes the detection of the first door leaf 1 in horizontal, vertical and tilted states.

[0127] S26. The first door leaf 1 passes the test in S25, and the first door leaf 1 is recorded as qualified.

[0128] Specifically, after the car door and testing device are properly adjusted, the first detection unit 31 is placed in the upper testing section, the second detection unit 32 is placed in the middle testing section, and the third detection unit 33 is placed in the lower testing section. At the same time, the detection arm 41 is controlled to rotate or move, and the three detection modules 3 are in one of the following states: horizontal, inclined, or vertical. It should be noted that in this invention, the detection module being in a horizontal, inclined, or vertical state means that the center line of the strip-shaped detection module can be controlled to remain horizontal, inclined, or vertical to the horizontal plane. In this embodiment, the detection module is first adjusted to a horizontal state.

[0129] The vehicle control room sends a closing command to the first door panel 1. Upon receiving the closing command, the first door panel 1 begins to move until its clamping surface touches any one of the detection units. In step S23, if the moving speed of the first door panel 1 is constant and the clamping surface is flat, it should simultaneously contact all three detection units. If only one detection unit receives a pressure signal, it indicates that there is a problem with the clamping surface of the first door panel 1, and maintenance and inspection are required. When the clamping surface of the first door panel 1 simultaneously contacts all three detection units, each detection unit receives a pressure signal and feeds it back to the central processing unit, which then calculates whether the received pressure signal is within the first preset range.

[0130] It should be noted that the first fluctuation range is a range of fluctuations obtained by the first detection unit 31, the second detection unit 32, and the third detection unit 33 after multiple recordings. The first fluctuation range must be taken from a set of pressure values ​​measured by the first detection unit 31, or from a set of pressure values ​​measured by the second detection unit 32, or from a set of pressure values ​​measured by the third detection unit 33. Values ​​cannot be mixed. Preferably, since the pressure values ​​generated by deformation in the second and third detection units are transmitted from the first detection unit, the set of pressure values ​​measured by the first detection unit 31 can also be used as the first fluctuation range. Therefore, in summary, the first fluctuation... The interval has a maximum value and a minimum value. Subtracting the two values ​​gives the difference between the extreme values ​​of the first fluctuation interval. The preset deviation should be within 5N. Compare the difference between the extreme values ​​of the first fluctuation interval and the preset deviation. If the difference is less than the preset deviation, it proves that the clamping force of the first door leaf 1 is relatively balanced. If the test is passed, execute S25. If the difference is greater than the preset deviation, it proves that the clamping force of the first door leaf 1 fluctuates greatly in multiple tests (e.g., the closing speed is too slow in one test and too fast in another test, and the closing speed and time are unstable). This indicates that there is a problem with the movement speed or logic command of the first door leaf 1. Execute S24 for maintenance and testing.

[0131] S3 also includes the following steps:

[0132] S31, the first detection unit 31 is placed in the upper test section, the second detection unit 32 is placed in the middle test section, and the third detection unit 33 is placed in the lower test section, with a gap between the second door leaf 2 and each detection unit;

[0133] S32. Control the rotation of the detection arm 41 so that the detection module 3 is in one of the following states: horizontal, tilted or vertical.

[0134] S33, Control the second door 2 to close until the second door 2 contacts any detection unit, wherein:

[0135] If the clamping surface of the second door leaf 2 simultaneously contacts the first detection unit 31, the second detection unit 32, and the third detection unit 33, the pressure values ​​detected by each detection unit are recorded. The second door leaf 2 is repeatedly opened and closed to contact the first detection unit 31, the second detection unit 32, and the third detection unit 33 to obtain several pressure value records, thus obtaining the second fluctuation range. The difference between the two extreme values ​​within the second fluctuation range is compared with a preset deviation.

[0136] If the difference between the two extreme values ​​within the second fluctuation range is within the preset deviation, execute S35; otherwise, execute S34.

[0137] S34. The second door leaf 2 is deemed to have failed the inspection and needs to be repaired and inspected.

[0138] S35, switch the state of detection module 3 and proceed to S33 until detection module 3 completes the detection of the second door leaf 2 in horizontal, vertical and tilted states.

[0139] S36, the second door leaf 2 passes the test in S35, and the second door leaf 2 is recorded as qualified.

[0140] Specifically, the individual testing of the second door leaf 2 is the same as the individual testing of the first door leaf 1 mentioned above, and will not be repeated here; before the double door clamping test of the car door, the single door is tested one by one first, which can eliminate the error of the single door first and avoid affecting the subsequent testing and work efficiency.

[0141] Example 4:

[0142] S4 also includes the following steps:

[0143] S41, control the opening of the first door leaf 1 and the second door leaf 2, control the detection module 3 to be located in the center of the door to be tested, and place the first detection unit 31 in the upper test section, the second detection unit 32 in the middle test section, and the third detection unit 33 in the lower test section;

[0144] S42. Control the rotation of the detection arm 41 so that the detection module 3 is in one of the following states: horizontal, tilted or vertical.

[0145] S43. The vehicle control room sends a closing command to the door to be tested. The first door leaf 1 and the second door leaf 2 of the door respond to the closing command and move toward the detection module 3 until the clamping surface contacts the skin layer 34.

[0146] S44. Record the deformation pressure values ​​of the epidermis 34, inner layer 35 and central layer 36 of the first detection unit 31, the second detection unit 32 and the third detection unit 33 respectively, and execute S45.

[0147] S45. Based on the deformation pressure value data in S44 and the deformation state of the detection module 3, determine whether the clamping force of the door is qualified, and observe the response state of the door to be tested; if the door opens or stops closing, execute S46; if the door continues to close, execute S48.

[0148] S46. Switch the state of detection module 3, repeat S41 to S45, until detection module 3 completes the detection of the first door leaf 1 in the horizontal, vertical and tilted states.

[0149] S47. If the door to be tested passes the test in S45, record that the door is qualified and proceed with S5.

[0150] S48. If the clamping force or collision logic of the first door leaf 1 and the second door leaf 2 of the door to be tested is deemed unqualified, repair and inspection are required.

[0151] S45 also includes the following steps:

[0152] S451, the first door leaf 1 and the second door leaf 2 are pressed together against the skin layer 34, and the pressure value is within the first preset range. If the door to be tested opens or stops moving, it is recorded as qualified and S46 is executed; if the door to be tested continues to close and move, S452 is executed.

[0153] S452, the first door leaf 1 and the second door leaf 2 jointly press the skin layer 34 until the displacement trigger between the skin layer 34 and the inner layer 35 is triggered. The central control unit records the data. The first door leaf 1 and the second door leaf 2 are pressed to the inner layer 35 and the pressure value is within the first preset range. The door to be tested opens or stops moving. If it passes the test, S46 is executed. If the door to be tested continues to close and move, S453 is executed.

[0154] S453, the first door leaf 1 and the second door leaf 2 are pressed together against the inner layer 35, triggering the displacement trigger between the inner layer 35 and the central layer 36. The central control unit records the data. The door response state is one or more of opening, stopping or continuing to close. The door under test is recorded as unqualified and S48 is executed. If the door under test continues to close and move, S454 is executed.

[0155] S454, the first door leaf 1 and the second door leaf 2 are pressed together to the center layer 36, and the door response state is one or more of the following: open, stop or continue to close. The door to be tested is recorded as unqualified, and S48 is executed.

[0156] In S45, the displacement monitoring unit obtains the first moving speed V1 and the first collision time T1 when the first door leaf 1 first contacts the skin layer 34, and the second moving speed V2 and the second collision time T2 when the second door leaf 2 first contacts the skin layer 34.

[0157] The relationship between the first collision time T1 and the second collision time T2 is as follows:

[0158] ;

[0159] Where T3 represents the time difference between the first door leaf 1 and the second door leaf 2 when they first collide with the skin layer 34; if T3 is greater than 0.15 seconds, then S48 still needs to be executed.

[0160] Specifically, after the door to be tested passes tests S2 and S3, test S4 is required to test the clamping force of the first door leaf 1 and the second door leaf 2 on the detection module 3 and the door's obstacle encounter response status. In actual vehicle operation, a single door will not cause injury to passengers; injury is often caused by two doors. In the earlier tests S2 and S3, the purpose is to check whether the drive, track, sealing strip, limit switch, and sensor of the first door leaf 1 or the second door leaf 2 are normal, so as to avoid having to eliminate fault factors one by one when executing S4.

[0161] Specific testing method: As with the same arrangement of detection module 3 in S2, in S4, the vehicle control room needs to simultaneously issue a closing command to the first door leaf 1 and the second door leaf 2 of the door to be tested until the clamping surface contacts the skin layer 34. At the same time, the first detection unit 31, the second detection unit 32, and the third detection unit 33 all receive pressure signals and feed them back to the central processing unit. During the closing movement of the first door leaf 1 and the second door leaf 2, the following situations will occur respectively:

[0162] In S451, the first door leaf 1 and the second door leaf 2 are pressed together against the skin layer 34. The pressure value received by the pressure sensor in the skin layer 34 is within the first preset range (the first preset range includes the first pressure range measured by the skin layer and the second pressure range measured by the inner layer). If the door to be tested opens or stops moving, it means that the clamping force of the door in the test is within a reasonable range and the door opening and closing logic is normal, which means that the door is qualified.

[0163] In S452, the first door leaf 1 and the second door leaf 2 continue to move, triggering the displacement trigger between the outer skin layer 34 and the inner layer 35. The first door leaf 1 and the second door leaf 2 are squeezed into the inner layer 35, but the pressure value received by the outer skin layer 34 is still within the first preset range. This value may be the limit value of the first pressure range, but it is still within a safe and reasonable range. It is observed whether the first door leaf 1 and the second door leaf 2 pop open or stop moving. If they open or stop moving, it is recorded as qualified and S46 is executed.

[0164] In S453, the door to be tested continues to move and has already triggered the displacement trigger between the inner layer 35 and the center layer 36. Regardless of whether the door's response state is open or not, it is recorded as unqualified. The door has moved to this position and has already squeezed the outer layer 34 and the inner layer 35, but it has not automatically popped open. This may prove that the clamping force of the door on the outer layer 34 is too small to trigger the obstacle-detection pop-up logic command. It may also be that the door moves too fast. Even if the door can pop open automatically, applying the detection module 3 to a human body may have already caused pain to the passenger. In either case, it must be recorded as unqualified and S48 is executed.

[0165] In S454, the first door leaf 1 and the second door leaf 2 have been squeezed to the central layer 36. Similarly to S453, regardless of whether the door can open automatically, it must be recorded as a failure and S48 must be executed, requiring inspection and repair.

[0166] It should also be noted that in S45, the displacement monitoring unit monitors and records the closing speed of the first door leaf 1 and the second door leaf 2 and the collision time with the detection module 3. The first collision time T1 of the first door leaf 1 and the second collision time T2 of the second door leaf 2 must satisfy the following conditions:

[0167] ;

[0168] T3 represents the time difference between the first door leaf 1 and the second door leaf 2 when they first collide with the skin layer 34. If T3 is greater than 0.15 seconds, it indicates that the door is unqualified or has errors, and S48 still needs to be executed. The reason is that in actual operation, the first door leaf 1 and the second door leaf 2 should clamp and close simultaneously to achieve door closing. However, if there is an error in the closing time, it means that one door leaf contacts the skin layer 34 first, and the other door leaf contacts the skin layer 34 later. The contact time T3 is large, and the two doors are fast and slow, which will cause an eccentric problem. In this case, the clamping force data of the door on the detection module 3 will be deviated, and this data cannot be used as reference data. Therefore, if the above problem exists, even if S451 and S452 are passed, it cannot be proved that the door is qualified. Therefore, when T3 is greater than 0.15 seconds, S48 still needs to be executed to perform maintenance and inspection on the door.

[0169] Example 5:

[0170] After the door to be detected passes through S45, the threshold values F1max of the first pressure range, F2max of the second pressure range, and F3max of the third pressure range are obtained respectively;

[0171] S5 also includes:

[0172] S51. Replace the detection module 3; the thickness of this detection module 3 is less than that of the detection module 3 in S2;

[0173] S52. Control the first door leaf 1 and the second door leaf 2 to open, control the detection module 3 to be located at the center of the door to be detected, place the first detection unit 31 in the upper test section, place the second detection unit 32 in the middle test section, and place the third detection unit 33 in the lower test section;

[0174] S53. Control the first door leaf 1 and the second door leaf 2 to close until the clamping surfaces of the first door leaf 1 and the second door leaf 2 contact the detection module 3 in S51, and observe and record the door response status, where:

[0175] If after the first door leaf 1 and the second door leaf 2 touch the detection module 3, the door continues to execute the response status of closing or fully closing the door, and the pressure value measured by this detection module 3 is F0; where:

[0176] If, F0 < F1max, record as qualified and execute S54;

[0177] If, F0 > F1max, record as unqualified and execute S48;

[0178] If after the first door leaf 1 and the second door leaf 2 touch the detection module 3, the response status of opening and closing is repeatedly executed, record as unqualified and execute S48;

[0179] If after the first door leaf 1 and the second door leaf 2 touch the detection module 3, the response status of the door opening is executed, record as unqualified and execute S48;

[0180] S54. The door to be detected completes the test, records as qualified, and executes S6.

[0181] Specifically, after the door to be detected passes through S4, it is proved that the door can effectively avoid obstacles and automatically open the door or stop closing the door when accidentally clamping a person; in actual situations, passengers not only have the accidental situation of their limbs being clamped by the door, but there are also relatively thin items such as backpack straps, thin folders, and the corners of dresses and skirts being accidentally clamped by the door.

[0182] In this step, the detection module 3 needs to be replaced. The detection module 3 in S5 is thinner than the detection module in S2 (the detection modules in S2 - S4 are used to simulate the human body with a thickness of about 20 - 30 mm), and its thickness is about 1 - 3 mm. Therefore, there is no need to set a displacement trigger to simulate the accidental situation of a thinner object being clamped. The states of the door to be detected and the detection module 3 are the same as those in the previous steps. The difference lies in the pressure value F0 measured by the detection module 3 in S53 (because the detection module in S5 is thinner and is clamped by the door under normal circumstances, only one pressure value is obtained in each test):

[0183] Among them, if F0 < F1max, it is recorded as qualified and S54 is executed; F1max represents the maximum value of the first pressure range of the epidermis layer 34, and there is also a minimum value F1min. When the clamping force of the door on an object is within the first pressure range, it represents qualified and the door can bounce open normally to ensure safety; setting F0 less than F1max means that even if a thinner object is clamped, the door can still trigger the obstacle - encountering logic and bounce open. Since each door is not detected in real - time manually, the door doesn't know whether it is clamping a human body or an item. Setting it less than the maximum value of the first pressure range can avoid accidental clamping. Similarly, it can be deduced that if the clamped object is very thin, only a few millimeters, then the clamping force of the door on this object is less than F1min and does not belong to the first pressure range, and the door will not bounce open automatically. This test method can detect the door collision logic, avoid continuously and repeatedly opening the door due to clamping a thinner object, which affects the operation efficiency, and the passenger whose item is clamped can wait until the next stop to open the door to take out the clamped item.

[0184] Similarly, if F0 > F1max, the clamping force is greater than the first pressure range, and the door is abnormal. S48 needs to be executed for detection and repair.

[0185] The specific implementation manners described above further elaborate on the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above - mentioned are only the specific implementation manners of the present invention and are not used to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A device for testing the clamping force of rail transit vehicle doors, characterized in that, include: A frame (4) is provided with a plurality of detection arms (41) and a central control unit along the vertical direction. The detection arms (41) are provided with guide rails. Each guide rail is provided with a detection module, and there is a gap between adjacent guide rails. The car door is slidably connected to the car body. The car door includes a first door leaf (1) and a second door leaf (2) arranged in parallel and collinear. The surfaces of the first door leaf (1) and the second door leaf (2) facing each other are clamping surfaces. The first door leaf (1) and the second door leaf (2) slide relative to each other to make the clamping surfaces contact each other to close the car door, or to make the clamping surfaces move away from each other to open the car door. The guide rail is used to move the detection module between the clamping surfaces of the first door leaf and the second door leaf. The detection module (3) is used to withstand the pressure from the clamping surface of the moving first door leaf (1), or the pressure from the clamping surface of the moving second door leaf (2), or the clamping surface of both the first door leaf (1) and the second door leaf (2). The central control unit is used to obtain the pressure information of the door on the detection module after the detection module (3) contacts the moving first door leaf (1) or the second door leaf (2). The detection module (3) is strip-shaped. Block (3) includes a skin layer (34), an inner layer (35) and a central layer (36) arranged sequentially from the outside to the inside. The skin layer (34) is used to contact the first door leaf (1) or the second door leaf (2). Pressure sensors are provided in the skin layer (34), the inner layer (35) and the central layer (36). The skin layer (34), the inner layer (35) and the central layer (36) will deform after being subjected to pressure. The pressure information is obtained by the pressure sensors and the deformation pressure value is transmitted to the central processing unit. The deformation pressure value of the epidermal layer (34) is in the first pressure range; The deformation pressure value of the inner layer (35) is in the second pressure range; The deformation pressure value of the central layer (36) is in the third pressure range; The number of detection modules (3) is three, namely, the first detection unit (31), the second detection unit (32) and the third detection unit (33) from top to bottom. The clamping surfaces of the first door leaf (1) and the second door leaf (2) each include an upper test section, a middle test section and a lower test section from top to bottom. The first detection unit (31) is used to contact and test the upper test section, the second detection unit (32) is used to contact and test the middle test section, and the third detection unit (33) is used to contact and test the lower test section. Displacement triggers are provided between the skin layer (34) and the inner layer (35) and between the inner layer (35) and the center layer (36). The displacement triggers are electrically connected to the central control unit. The frame (4) is also provided with a displacement monitoring unit electrically connected to the central control unit. The displacement monitoring unit is used to monitor the moving speed and moving time of the first door leaf and the second door leaf.

2. The rail transit vehicle door clamping force testing device according to claim 1, characterized in that, The detection module (3) has a slider connected to one end near the guide rail. The slider is slidably connected inside the guide rail. The detection arm (41) can rotate along the longitudinal direction of the frame (4).

3. The rail transit vehicle door clamping force testing device according to claim 1, characterized in that, The outer skin layer (34) is one of silicone, rubber, or TPU elastomer, the inner layer (35) is one of rubber, silicone, or TPU elastomer, the elastic modulus of the inner layer (35) material is less than the elastic modulus of the outer skin layer (34) material, the thickness of the inner layer (35) is greater than the thickness of the outer skin layer (34), and the core layer (36) is one of engineering plastic or glass fiber reinforced plastic.

4. A method for testing the clamping force of rail transit vehicle doors, characterized in that, The clamping force of the vehicle door is tested using the testing device described in any one of claims 1-3, and the testing method includes: S1. Park the vehicle and keep the door to be tested open, and place the test device at the location of the door to be tested. S2. The first door leaf (1) of the vehicle door is tested by the test device and it is determined whether it is qualified; S3. The second door leaf (2) of the vehicle door is tested by the test device and it is determined whether it is qualified; S4. The control detection module (3) is centered relative to the door, controls the first door leaf (1) and the second door leaf (2) to close or open simultaneously, and determines whether it is qualified. S5. Based on the pressure value of the first pressure range obtained in S4, replace the detection module (3) and continue to perform the detection according to S4, obtain the pressure value of the detection module, and determine whether it is qualified. S6. Place the test device at the location of the next door to be tested, and repeat S2 to S5 until all doors have been tested.

5. The method for testing the clamping force of a rail transit vehicle door according to claim 4, characterized in that, S2 further includes the following steps: S21, the first detection unit (31) is placed in the upper test section, the second detection unit (32) is placed in the middle test section, and the third detection unit (33) is placed in the lower test section, and there is a gap between the first door leaf (1) and each detection unit; S22. Control the rotation of the detection arm (41) so that the detection module (3) is in one of the following states: horizontal, tilted or vertical. S23. Control the first door leaf (1) to close until the first door leaf (1) contacts any detection unit, wherein: If the clamping surface of the first door leaf (1) simultaneously contacts the first detection unit (31), the second detection unit (32), and the third detection unit (33), the pressure values ​​detected by each detection unit are recorded, and the first door leaf (1) is repeatedly opened and closed to contact the first detection unit (31), the second detection unit (32), and the third detection unit (33) to obtain several pressure value records, thus obtaining the first fluctuation range. The difference between the two extreme values ​​within the first fluctuation range is compared with the preset deviation: If the difference between the two extreme values ​​within the first fluctuation range is within the preset deviation, execute S25; otherwise, execute S24. S24. The first door leaf (1) is deemed to be unqualified and needs to be repaired and inspected. S25. Switch the state of the detection module (3) and proceed to S23 until the detection module (3) completes the detection of the first door leaf (1) in the horizontal, vertical and tilted states. S26. The first door leaf (1) passes the test in S25, and the first door leaf (1) is recorded as qualified.

6. The method for testing the clamping force of a rail transit vehicle door according to claim 4, characterized in that, S3 further includes the following steps: S31, the first detection unit (31) is placed in the upper test section, the second detection unit (32) is placed in the middle test section, and the third detection unit (33) is placed in the lower test section, and there is a gap between the second door leaf (2) and each detection unit; S32. Control the rotation of the detection arm (41) so that the detection module (3) is in one of the following states: horizontal, tilted or vertical. S33. Control the second door (2) to close until the second door (2) contacts any detection unit, wherein: If the clamping surface of the second door leaf (2) simultaneously contacts the first detection unit (31), the second detection unit (32), and the third detection unit (33), the pressure values ​​detected by each detection unit are recorded, and the second door leaf (2) is repeatedly opened and closed to contact the first detection unit (31), the second detection unit (32), and the third detection unit (33) to obtain several pressure value records, thus obtaining the second fluctuation range. The difference between the two extreme values ​​in the second fluctuation range is compared with the preset deviation: If the difference between the two extreme values ​​within the second fluctuation range is within the preset deviation, execute S35; otherwise, execute S34. S34. The second door leaf (2) is deemed to be unqualified and needs to be repaired and inspected. S35, switch the state of the detection module (3) and proceed to S33 until the detection module (3) completes the detection of the second door leaf (2) in the horizontal, vertical and tilted states; S36. The second door leaf (2) passes the test in S35 and is recorded as qualified.

7. The method for testing the clamping force of a rail transit vehicle door according to claim 4, characterized in that, S4 further includes the following steps: S41, control the opening of the first door leaf (1) and the second door leaf (2), control the detection module (3) to be located in the center of the door to be tested, and place the first detection unit (31) in the upper test section, the second detection unit (32) in the middle test section, and the third detection unit (33) in the lower test section; S42. Control the rotation of the detection arm (41) so that the detection module (3) is in one of the following states: horizontal, tilted or vertical. S43, The vehicle control room sends a closing command to the door to be tested. The first door leaf (1) and the second door leaf (2) of the door respond to the closing command and move toward the detection module (3) until the clamping surface contacts the skin layer (34). S44. Record the deformation pressure values ​​of the epidermis (34), inner layer (35) and central layer (36) of the first detection unit (31), the second detection unit (32) and the third detection unit (33) respectively, and execute S45. S45. Based on the deformation pressure value data of S44 and the deformation state of the detection module (3), determine whether the clamping force of the car door is qualified, and observe the response state of the car door to be tested; if the car door opens or stops closing, execute S46; if the car door continues to close, execute S48. S46. Switch the state of the detection module (3), repeat S41 to S45 until the detection module (3) completes the detection of the first door leaf (1) in the horizontal, vertical and tilted states. S47. If the door to be tested passes the test in S45, record that the door is qualified and proceed with S5. S48. If the clamping force or collision logic of the first door leaf (1) and the second door leaf (2) of the door to be tested is deemed unqualified, repair and inspection are required.

8. The method for testing the clamping force of a rail transit vehicle door according to claim 7, characterized in that, The S45 also includes the following steps: S451, the first door leaf (1) and the second door leaf (2) are pressed together against the skin layer (34), and the pressure value is within the first preset range. If the door to be tested opens or stops moving, record it as qualified and execute S46; if the door to be tested continues to close and move, execute S452. S452, the first door leaf (1) and the second door leaf (2) jointly squeeze the skin layer (34) until the displacement trigger between the skin layer (34) and the inner layer (35) is triggered. The central control unit records the data. The first door leaf (1) and the second door leaf (2) squeeze to the inner layer (35) and the pressure value is within the first preset range. The door to be tested opens or stops moving. If it is qualified, S46 is executed. If the door to be tested continues to close and move, S453 is executed. S453, the first door leaf (1) and the second door leaf (2) are pressed together against the inner layer (35), and the displacement trigger between the inner layer (35) and the center layer (36) is triggered. The central control unit records the data. The door response state is one or more of opening, stopping or continuing to close. The door to be tested is recorded as unqualified and S48 is executed. If the door to be tested continues to close and move, S454 is executed. S454, the first door leaf (1) and the second door leaf (2) are pressed together to the center layer (36), the door response state is one or more of opening, stopping or continuing to close and move, the door to be tested is recorded as unqualified, and S48 is executed.

9. A method for testing the clamping force of a rail transit vehicle door according to claim 7, characterized in that, In the execution of S45, the first moving speed V1 and the first collision time T1 of the first door leaf (1) when it first contacts the skin layer (34) are obtained by the displacement monitoring unit, and the second moving speed V2 and the second collision time T2 of the second door leaf (2) when it first contacts the skin layer (34). The relationship between the first collision time T1 and the second collision time T2 is as follows: ； Where T3 represents the time difference between the first door leaf (1) and the second door leaf (2) when they first collide with the epidermis (34); if T3 is greater than 0.15 seconds, S48 still needs to be executed.

10. A method for testing the clamping force of a rail transit door according to claim 9, characterized in that after the door to be detected passes through S45, the threshold values F1max of the first pressure range, F2max of the second pressure range, and F3max of the third pressure range are obtained respectively; S5 further includes: S51. Replace the detection module (3); the thickness of this detection module (3) is less than the detection module (3) in S2; S52. Control the opening of the first door leaf (1) and the second door leaf (2), control the detection module (3) to be located at the center of the door to be detected, place the first detection unit (31) in the upper test section, place the second detection unit (32) in the middle test section, and place the third detection unit (33) in the lower test section; S53. Control the closing of the first door leaf (1) and the second door leaf (2) until the clamping surfaces of the first door leaf (1) and the second door leaf (2) contact the detection module (3) in S51, and observe and record the door response state, where: if the first door leaf (1) and the second door leaf (2) touch the detection module (3) and then the door continues to execute the response state of closing or fully closing the door, and the pressure value measured by this detection module (3) is F0; where: if F0 < F1max, record as qualified and execute S54; if F0 > F1max, record as unqualified and execute S48; if the first door leaf (1) and the second door leaf (2) touch the detection module (3) and then repeatedly execute the response states of opening and closing, record as unqualified and execute S48; if the first door leaf (1) and the second door leaf (2) touch the detection module (3) and then execute the response state of opening the door, record as unqualified and execute S48; S54. The door to be detected completes the test, records as qualified, and executes S6.

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