Train collision body calibration device, setting method and calibration system

Abstract

The application provides a train collision body calibration device, a setting method and a calibration system, and can be applied to the technical field of trains. The train collision body calibration device can comprise a guide rail positioning platform, a profiling tool, a collision body model, an inclination adjusting mechanism for inclining the collision body model by a target angle relative to the vertical direction, and a damping simulation module for providing damping force to the profiling tool when the front of the collision body model is subjected to impact force so that the profiling tool slides along two guide rails, so as to buffer the collision body model and the profiling tool. Based on this, the problem that the time length for adjusting the posture of the train collision dummy is long and the operation is complicated can be at least partially avoided, the time length for calibrating the train collision dummy is shortened, and the convenience and accuracy of calibrating the chest of the train collision dummy are improved.

Description

Technical Field

[0001] This invention relates to the field of train technology, and more specifically, to a train collision body calibration device, setting method, and calibration system. Background Technology

[0002] Train crash dummies are the core device in train crash testing. Specifically, they are used to assess the injuries sustained by occupants in secondary collision scenarios. Secondary collisions refer to subsequent collisions triggered by the primary collision, such as collisions between multiple occupants after the initial train impact, or collisions between occupants and the vehicle's internal structure.

[0003] Furthermore, in the event of a train collision, passengers are more likely to experience secondary impacts with the small tray tables on the backs of train seats or the tables in dining cars, resulting in severe chest injuries. Therefore, for train crash tests, the accurate calibration of the chest stiffness parameters of the train crash dummy is crucial to ensuring the reliability of the test data. However, the calibration process for the chest of the train crash dummy suffers from problems such as long calibration time and low accuracy of the dummy's torso tilt angle. Summary of the Invention

[0004] In view of this, the present invention provides a train collision body calibration device, a setting method, and a calibration system.

[0005] One aspect of the present invention provides a train collision body calibration device, comprising: a guide rail positioning platform having two guide rails extending along a first direction thereon, the two guide rails being spaced apart from each other in a second direction intersecting the first direction; a contouring fixture extending along the second direction and having its two ends in the second direction respectively disposed on the two guide rails, thereby straddling the guide rail positioning platform in the second direction; a collision body model fixed on the contouring fixture, with the front of the collision body model facing one end of the guide rail positioning platform in the first direction; and a tilt adjustment mechanism disposed on the guide rail positioning platform and connected to... The contouring fixture abuts against the guide rail positioning platform, and is used to adjust the contouring fixture to tilt at a target angle relative to the vertical direction on a plane parallel to the vertical direction and the first direction, with the partial contact position of the contouring fixture and the guide rail positioning platform as the center, so that the collision body model tilts at a target angle relative to the vertical direction; the damping simulation module abuts against the other end of the guide rail positioning platform in the first direction between the contouring fixture and the contouring fixture, and is used to provide damping force to the contouring fixture when the front of the collision body model is subjected to an impact force, causing the contouring fixture to slide along the two guide rails, so as to buffer the force on the collision body model and the contouring fixture.

[0006] Another aspect of the present invention provides a method for setting up the above-mentioned train collision body calibration device, comprising: setting a contouring fixture on a guide rail positioning platform; the guide rail positioning platform is provided with two guide rails extending along a first direction, the two guide rails being spaced apart from each other in a second direction intersecting the first direction; the contouring fixture extending along the second direction; controlling a collision body model to be fixed on the contouring fixture; wherein the front of the collision body model faces one end of the guide rail positioning platform in the first direction; an angle adjustment mechanism, centered on a partial contact position between the contouring fixture and the guide rail positioning platform, adjusts the contouring fixture to tilt at a target angle relative to the vertical direction in a plane parallel to the vertical direction and the first direction, so that the collision body model tilts at a target angle relative to the vertical direction; activating a damping simulation module, so that when the front of the collision body model is subjected to an impact force, causing the contouring fixture to slide along the two guide rails, the damping simulation module provides a damping force to the contouring fixture to buffer the force on the collision body model and the contouring fixture.

[0007] Another aspect of the present invention provides a calibration system for a train, comprising: the aforementioned train collision body calibration device; and a train.

[0008] According to an embodiment of the present invention, by fixing the collision body model onto the contouring fixture, the collision body model and the contouring fixture can be integrated into a single unit. Furthermore, by placing the contouring fixture on the guide rail positioning platform, the tilt adjustment mechanism on the guide rail positioning platform can precisely control the tilt angle of the contouring fixture, thereby precisely controlling the tilt angle of the collision body model and improving the accuracy of controlling the third rib of the collision body model to reach a horizontal state. Furthermore, since a damping simulation module is used to simulate the frictional force experienced by the collision body model during a train collision, the frictional characteristics of a train seat in actual train collision experiments can be accurately reproduced, thereby obtaining accurate calibration data.

[0009] In this process, since the contouring fixture set on the guide rail positioning platform can be used as the lower part of the collision body model, it at least partially avoids the problem of the long time and complicated operation of controlling the third rib of the train collision dummy to reach a horizontal state due to the interaction force between the lower body and the upper torso of the train collision dummy. This shortens the time for setting up the train collision dummy, thereby shortening the time for calibrating the train collision dummy, and improving the convenience and accuracy of chest calibration of the train collision dummy. Attached Figure Description

[0010] The above and other objects, features and advantages of the present invention will become clearer from the following description of embodiments of the invention with reference to the accompanying drawings, which will be explained in conjunction with the drawings.

[0011] Figure 1 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown.

[0012] Figure 2 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown in the first direction and the vertical direction.

[0013] Figure 3 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown in the second direction and the vertical direction.

[0014] Figure 4 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown in a first direction and a second direction.

[0015] Figure 5 A schematic diagram of the controller connection according to an embodiment of the present invention is shown.

[0016] Figure 6 A schematic diagram of a setting method according to an embodiment of the present invention is shown.

[0017] Figure 7 A schematic diagram of a calibration system according to an embodiment of the present invention is shown. Detailed Implementation

[0018] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the invention. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the invention for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concept of the invention.

[0019] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0020] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0021] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0022] In the embodiments of this invention, the collection, updating, analysis, processing, use, transmission, provision, disclosure, and storage of data (e.g., including but not limited to user personal information) comply with relevant laws and regulations, are used for legitimate purposes, and do not violate public order and good morals. In particular, necessary measures have been taken to prevent unauthorized access to user personal information data and to safeguard user personal information security.

[0023] In the embodiments of the present invention, the user's authorization or consent is obtained before acquiring or collecting the user's personal information.

[0024] In the event of a train collision, for every 1mm increase in chest compression, the probability of rib fracture increases by 4.2%. Therefore, accurate calibration of the chest stiffness parameters of a train collision dummy is crucial for ensuring the reliability of test data. The calibration process must strictly adhere to relevant standards. The core objective of these standards is to simulate the dynamic response of the chest in the initial stage of a collision using a mechanical loading system, ensuring that the deviation between the displacement sensor output value at the third rib measurement point of the train collision dummy and the theoretical value is ≤0.5mm.

[0025] In some calibration systems, a horizontal calibration fixture (HCF) can be used for testing. The standard operating procedure involves two key steps: first, the train collision dummy is fixed in a seated position, and the pelvic assembly is adjusted to form a standard tilt angle of 12.5° ± 0.5° with the horizontal plane; then, the upper torso posture is adjusted to ensure the third rib measurement point is strictly horizontal. However, this approach has revealed significant technical flaws in practical applications: because the pelvic assembly and upper torso of the train collision dummy are flexibly connected via a rubber lumbar spine component with a stiffness coefficient of only 28 N / mm, when the upper torso adjustment mechanism applies a fine-tuning force to the upper torso, the elastic deformation of the lumbar spine is transmitted to the positioned pelvic assembly through a reaction force, causing tilt angle deviation (the maximum measured deviation can reach 1.2°). Due to the nonlinear characteristics of coupling interference (e.g., the displacement-rebound relationship can be exponential), technicians need to use a trial-and-error cycle of "adjustment-rebound-readjustment" to bring the tilt angles of the upper torso and pelvic components of the train collision dummy close to the target tilt angle, so that the third rib measurement point is horizontal. During this process, a single calibration can take 40-50 minutes, and the angle repeatability fluctuation coefficient is as high as 8.7%, making it difficult to guarantee accurate angle reproduction. Some standards indicate that for every 1° increase in pelvic tilt angle deviation, the measurement error of the chest stiffness coefficient will increase by 3.7%.

[0026] Based on this, during the calibration process, there is a system coupling interference problem caused by the elastic deformation of the lumbar spine. Related technologies struggle to address the pelvic tilt shift caused by the dynamic adjustment of the lumbar spine's flexible connections, making it difficult to eliminate the trial-and-error cycle of "adjustment-rebound." Furthermore, due to the lack of a real-vehicle friction environment simulation module in the calibration system, there are deviations between the calibrated mechanical conditions and actual collision conditions.

[0027] Furthermore, with the rapid development of high-speed train technology, vehicle safety testing scenarios are evolving from traditional collision testing to multi-condition, high-precision testing. For example, the unique "relaxed occupant posture" of high-speed trains (such as reclining seats or extended legs) places a ±0.2° tilt angle control accuracy requirement on train collision dummy calibration, posing a severe challenge to the dynamic reproduction capability of calibration equipment. Against this backdrop, a novel calibration scheme is urgently needed that can decouple the torso and pelvic systems and achieve nanometer-level dynamic control.

[0028] In view of this, the present invention proposes a split-type train collision body calibration device. Through the synergistic innovation of mechanical isolation and intelligent damping technology, this device not only improves calibration efficiency by 240%, but also advances tilt angle control accuracy to the ±0.2° level, providing key infrastructure support for train safety technology.

[0029] Figure 1 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown. Figure 2 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown in the first direction and the vertical direction. Figure 3 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown in the second direction and the vertical direction. Figure 4 A schematic diagram of a train collision body calibration device according to an embodiment of the present invention is shown in a first direction and a second direction.

[0030] Reference Figures 1 to 4 In this embodiment of the invention, the train collision body calibration device may include a guide rail positioning platform, a contouring fixture, and a tilt angle adjustment mechanism. Figures 1 to 4 (not shown in the image) and damping simulation module.

[0031] The guide rail positioning platform can be supported by multiple columns extending in the vertical direction Z. These columns can include two columns spaced apart from each other in the first direction X, or two columns spaced apart from each other in the second direction Y. The guide rail positioning platform can be provided with two guide rails extending along the first direction X. These two guide rails can be spaced apart from each other in the second direction Y. The first direction X and the second direction Y intersect (e.g., perpendicularly). Specifically, the two guide rails can be straight-extending intersecting roller guide rails (e.g., with a width of 45mm). However, the embodiments of the present invention are not limited to this; the guide rails can also be hydrostatic air-bearing guide rails or magnetic levitation guide rails, etc. Further, the guide rails can be provided with V-shaped ball bearing circulating track guide grooves, for example, the roller diameter is 6.35mm, and the preload level is P4 (e.g., rated dynamic load 12.5kN, static load 24kN). The outer layer of the V-shaped ball guide groove is ground to a surface roughness controlled to, for example, Ra 0.4 μm, and can be covered with a titanium nitride coating (e.g., 5 μm thick, with a hardness greater than or equal to 85 HRC (Rockwell hardness unit)) to ensure high rigidity and low friction of the guide rail. The guide rail can be formed in the first direction X for example, 800 mm, and the spacing in the second direction Y can be, for example, 300 mm, to provide sufficient attitude adjustment space for contouring fixtures and collision body models of different sizes or types. For example, the contouring fixture can be a contouring pelvic fixture. The collision body model can be a torso model, for example, a dummy torso model, etc.

[0032] The contouring fixture can be used as the lower half of a train collision dummy. This contouring fixture can extend along a second direction Y. Furthermore, both ends of the contouring fixture in the second direction Y can be respectively mounted on two guide rails, thus straddling a guide rail positioning platform in the second direction Y. Specifically, fitting structures can be respectively provided at both ends of the contouring fixture in the second direction Y. These fitting structures can fit into the guide rails, allowing the contouring fixture to slide along the extension direction of the guide rails (i.e., the first direction X).

[0033] The collision body model can be used as the upper part of a train collision dummy. For example, the dummy's torso model can be of type Hybrid III, but it should be understood that the embodiments of the present invention are not limited to this. In other embodiments of the present invention, other models or sizes of collision body models can also be used, which will not be elaborated here. The collision body model can be fixed on a contouring fixture to form a complete train collision dummy. Furthermore, the front of the collision body model faces one end of the guide rail positioning platform in the first direction X. Specifically, the front of the collision body model can face the pendulum suspended on the guide rail positioning platform in the vertical direction Z, so that the pendulum can apply the impact force to the collision body model to simulate the aforementioned secondary collision. Further, the collision body model can be constructed based on a standard pelvic model of type SAE J2572. This collision body model can be obtained by casting aerospace aluminum alloy of type 7075-T6. The torso of the collision body model can be set on the pelvic surface of the collision body model via a spine bolt. The collision body model can be set on the contouring fixture via this pelvis so that the contouring fixture can be used as the lower part of the collision body model. In this way, the surface of the collision body model can be avoided from being damaged by placing the collision body model on the contouring fixture, and the contouring fixture can provide stable support for the dummy.

[0034] The tilt adjustment mechanism can be mounted on the guide rail positioning platform and abut against the contouring fixture. For example, the tilt adjustment mechanism can be located on one bottom side of the contouring fixture in the first direction X (this bottom side can be closer to the direction the collision model is facing away from). Thus, the other bottom side of the contouring fixture in the first direction X (this other bottom side can be closer to the direction the collision model is facing) can contact the slide rail of the guide rail positioning platform. Based on this, the tilt adjustment mechanism can be centered on a partial contact point between the contouring fixture and the guide rail positioning platform (i.e., the contact point between the other bottom side of the contouring fixture and the slide rail), and on a plane parallel to the vertical direction Z and the first direction X, adjust the tilt angle of the contouring fixture relative to the vertical direction Z, so that the collision model is tilted relative to the vertical direction Z by the target angle, thereby keeping the third rib of the collision model horizontal. It should be noted that the lower part of the tilt adjustment mechanism can be configured to slide on the guide rail positioning platform (e.g., via rollers) for train collision testing, which will not be elaborated here.

[0035] Based on this, during the train collision test, when the front of the collision model is subjected to impact force, the collision model can drive the contouring fixture to slide along the two guide rails toward the other end of the slide rail positioning platform opposite to the collision model.

[0036] The damping simulation module can be positioned between the other end of the sliding rail positioning platform in the first direction X and the contouring fixture. Thus, as the collision model and the contouring fixture slide, the damping simulation module can provide damping force to the contouring fixture, indirectly providing damping force to the collision model. In this way, the damping simulation module can buffer the forces acting on the collision model and the contouring fixture to simulate the frictional forces experienced by an occupant during an impact. In this case, data from the displacement sensor located at the third rib of the collision model can be acquired to complete the chest calibration of the collision model.

[0037] Based on this, in this embodiment of the invention, by fixing the collision body model onto the contouring fixture, the collision body model and the contouring fixture can be integrated into a single unit. Furthermore, by placing the contouring fixture on the guide rail positioning platform, the tilt adjustment mechanism on the guide rail positioning platform can precisely control the tilt angle of the contouring fixture, thereby precisely controlling the tilt angle of the collision body model and improving the accuracy of controlling the third rib of the collision body model to reach a horizontal state. Furthermore, since the damping simulation module is used to simulate the frictional force experienced by the collision body model during a train collision, the frictional characteristics of a train seat in actual train collision experiments can be accurately reproduced, thereby obtaining accurate calibration data.

[0038] In this process, since the contouring fixture set on the guide rail positioning platform can be used as the lower part of the collision body model, it at least partially avoids the problem of the long time and complicated operation of controlling the third rib of the train collision dummy to reach a horizontal state due to the interaction force between the lower body and the upper torso of the train collision dummy. This shortens the time for setting up the train collision dummy, thereby shortening the time for calibrating the train collision dummy, and improving the convenience and accuracy of chest calibration of the train collision dummy.

[0039] Furthermore, in this embodiment of the invention, the train collision body calibration device may further include a pneumatic wedge locking mechanism. This pneumatic wedge locking mechanism can be mounted on a contouring fixture. Specifically, the pneumatic wedge locking mechanism may include a wedge clamping mechanism. This wedge clamping mechanism can be used to clamp the pelvis of the collision body model. For example, the working air pressure of the pneumatic wedge locking mechanism can be greater than or equal to 0.6 MPa to provide a normal locking force greater than or equal to 2000 N for the contact surface between the pneumatic wedge locking mechanism and the pelvis. For example, the contact surface may be coated with a double layer of silicone (e.g., outer Shore 60A / inner 90A), with a thickness of 2 mm ± 0.1 mm. The radius of curvature of the contact surface deviates from the SAE J2572 standard pelvic model by less than or equal to 0.2 mm, specifically less than or equal to 0.15 mm.

[0040] With the pneumatic wedge locking mechanism tightening the pelvis so that it is positioned on the contouring fixture, the collision body model and the contouring fixture can be made to slide relative to each other without any relative slippage. Furthermore, since the contouring fixture is a rigid structure, the contouring fixture and the collision body model form a rigid whole through the pelvis.

[0041] In addition, the contouring fixture can be equipped with locating pin holes to facilitate the alignment of the pelvis of the contouring fixture with the pneumatic wedge locking mechanism. For example, the locating pin holes can enable the pelvis of the contouring fixture and the pneumatic wedge locking mechanism to be quickly aligned with each other at an ISO2768-mK level of accuracy, with an alignment error of less than or equal to 0.1 mm.

[0042] Figure 5 A schematic diagram of the controller connection according to an embodiment of the present invention is shown.

[0043] like Figure 5 As shown, the aforementioned train collision calibration device may also include a controller. For example, the controller may be mounted on a contouring fixture and used as a hollow system. The controller may be a programmable logic controller (PLC). This controller can control the guide rail positioning platform, damping simulation module, contouring fixture, and safety module, among other devices. Further details are provided below.

[0044] Building upon this, the aforementioned train collision calibration device may further include a pressure sensor. The pressure sensor can be an HBM U9C model sensor. This pressure sensor detects the instantaneous clamping force of the pneumatic wedge locking mechanism on the pelvis and sends this instantaneous clamping force to the controller. The controller then controls the instantaneous clamping force of the pneumatic wedge locking mechanism within a target clamping force range, ensuring no relative slippage between the pelvis and the contouring fixture. For example, the target clamping force range can be 145N~155N. The controller's response time to the pressure sensor can be less than or equal to 0.3s. For example, the controller can control the pneumatic wedge locking mechanism's clamping action via the opening state of a solenoid valve. Based on this, the controller controls the clamping force of the pneumatic wedge locking mechanism according to the real-time clamping force collected by the pressure sensor, ensuring a tight fixation between the contouring fixture and the pelvis. Furthermore, in response to receiving a specific control signal (e.g., a control signal input by the user), the controller can control the instantaneous clamping force to be lower than the target clamping force range, facilitating the removal of the pelvis from the contouring fixture. This allows for flexible disassembly of the pelvis.

[0045] Furthermore, the tilt adjustment mechanism may include an absolute encoder. This absolute encoder may be a 17-bit absolute encoder. The absolute encoder can detect the instantaneous angle of the contouring tooling relative to the vertical direction on a plane.

[0046] The tilt adjustment mechanism may also include a connected servo motor and a transmission unit, and the transmission unit is also connected to a contouring fixture. For example, the servo motor may be a Yaskawa Σ-7 series servo motor with a rated torque of, for example, 12 N·m and an overload capacity of, for example, 300%. The transmission unit may include a ball screw (for example, with a C3 precision, a lead of 5 mm, and a diameter of 32 mm) and a worm gear transmission system (for example, with a module of 1.5 and a reduction ratio of 40:1). It should be understood that the embodiments of the present invention are not limited thereto; the worm gear transmission system may also be replaced with a planetary roller screw direct drive scheme, eliminating the reduction mechanism and increasing the response speed by 50%, thus simplifying the mechanical structure.

[0047] The controller can be electrically connected to an absolute encoder and a servo motor. It calculates the angle difference between the instantaneous tilt angle and the target angle, and outputs a motor drive signal to the servo motor based on this angle difference. This causes the servo motor to control the contouring fixture to rotate around the center in the direction that reduces the angle difference, via a drive transmission unit. Specifically, upon receiving the motor drive signal, the servo motor outputs a corresponding torque to drive a ball screw for linear motion via an HTD8M (high torque synchronous belt drive system). The ball screw (e.g., in the second direction) can drive a worm gear drive system (e.g., in the vertical direction) to move, thereby causing the contouring fixture to deflect relative to the vertical direction within the aforementioned plane. For example, the tilt angle adjustment range can be 0~25°, and it can automatically adjust the tilt angle to 12.5°±0.2°. After the tilt angle is locked, the drift is less than or equal to 0.02° / h. Based on this, the servo motor and the drive unit work together to achieve a repeatability accuracy of ±0.005mm, meeting millimeter-level calibration requirements.

[0048] In this embodiment of the invention, the guide rail positioning platform is used as the projection surface, and the orthographic projection of the damping simulation module and the orthographic projection of the impact model are arranged in the first direction. Thus, when the front of the impact model is subjected to an impact force, the damping simulation module can buffer the impact force from directly behind the impact model, simulating the real frictional resistance experienced by the occupant from structures such as seats when subjected to an impact, thereby improving the accuracy of the test.

[0049] Furthermore, the damping simulation module may include a magnetorheological damper. However, it should be understood that the embodiments of the present invention are not limited thereto; the damping simulation module may also include an electrorheological damper. In this case, the magnetic field can be replaced by electric field modulation, with a response time of less than or equal to 15ms but the upper limit of the output force is reduced to 300N, which is suitable for small dummy scenarios. The following uses a magnetorheological damper as an example, which can extend along a first direction. Specifically, the magnetorheological damper may include a damper body and a piston extending along the first direction. One end of the damper body is fixed to the other end of the slide rail positioning platform opposite to the collision model, and one end of the piston is inserted into the damper body through the other end of the damper body. The other end of the piston abuts against the side wall of the contour tooling in the first direction. In this way, the magnetorheological damper can generate a corresponding magnetic field under the control of the input current of the controller. Based on this, and using this magnetic field, when the piston and damper body undergo relative displacement due to the impact force on the front of the collider model, the magnetorheological damper can provide a damping force corresponding to the magnetic field to buffer the collider model and the contouring tooling. Furthermore, a friction plate assembly (e.g., copper-based powder metallurgy friction plate) is provided between the damper body and the piston, and a magnetorheological material is disposed within the damper body. Thus, the rheological properties of the magnetorheological material can change under the influence of the magnetic field, and the magnetorheological material with changed rheological properties is used together with the friction plate assembly to provide damping force to the piston.

[0050] Specifically, the combination of a magnetorheological damper (e.g., with a maximum output force of 500 N and a response time of less than or equal to 20 ms) and a friction plate assembly (e.g., with a friction coefficient of 0.12 ± 0.02) can accurately simulate the dynamic and static friction characteristics of a real vehicle seat. By adjusting the magnetic field strength with current, the damping force can be continuously adjusted from 50 N to 500 N, with a reproduction deviation of less than or equal to 5%.

[0051] For example, the core parameters of the magnetorheological damper are shown in Table 1 below:

[0052] Table 1

[0053]

[0054] Specifically, the shear stress model of the magnetorheological fluid in the magnetorheological damper under the action of a magnetic field is shown in the following formula (1):

[0055] (1)

[0056] Where τ represents the total shear stress (Pa); τ y (H) represents the magnetic field-dependent yield stress (Pa), satisfying τ y (H) = 1.3 (experimental fitting formula); H represents the magnetic field; η represents the zero-field viscosity of the base liquid (Pa·s), which is the measured value; Shear rate (s) -1 ).

[0057] The damping force F generated by the piston motion in the damping simulation module is determined by the following formula (2):

[0058] (2)

[0059] Among them, D p Indicates piston diameter (e.g., 40mm); L p Indicates the effective pole length (e.g., 60 mm); h indicates the damping gap (e.g., 1.2 mm); τ y Indicates the magnetic field-dependent yield stress (Pa); v p F represents the piston's velocity (m / s); fric η represents the mechanical friction compensation force (e.g., less than or equal to 15 N); η represents the zero-field viscosity of the base fluid (Pa·s).

[0060] The relationship between coil current and magnetic field strength is derived from Ampere's circuital law:

[0061] (3)

[0062] Where N represents the number of coil turns (e.g., 320 turns); I represents the input current (A); L g Indicates the length of the air gap magnetic circuit (e.g., 4.8 mm); L C Indicates the core length (e.g., 85 mm); μ r Represents the relative permeability of the magnetic core (e.g., μ of pure iron). r =4000).

[0063] Based on this, the magnetorheological damper is filled with carbonyl iron powder-silicone oil-based liquid (e.g., volume ratio 35%), the piston diameter can be 40 mm, the damping gap can be 1.2 ± 0.005 mm, the coil can be 320 turns (e.g., wire diameter 0.5 mm), the input current can be 0~2.5 A, and the corresponding damping force is 50~500 N.

[0064] In addition, the friction plate assembly can be made of copper-based powder metallurgy material (e.g., Cu-15%Sn-5%Gr), with a friction coefficient of 0.12±0.02, a preload pressure of 200N, and nanometer-level displacement compensation (e.g., step size of 10nm) can be achieved through a piezoelectric actuator, with a friction coefficient control accuracy of ±0.005.

[0065] Based on this, by using a split-type guide rail positioning platform and a mechanical decoupling design of contouring tooling, combined with magnetorheological-friction composite damping technology, the problems of pelvic tilt angle deviation, large parameter fluctuations, and cumbersome operation caused by lumbar spine elastic deformation during the calibration of the train collision dummy's chest can be solved. This can improve calibration efficiency by at least 2.4 times, for example, reducing the time taken per test from 45 minutes to 18 minutes, and improving the pelvic tilt angle control accuracy to ±0.2°.

[0066] In this embodiment of the invention, the controller can pre-store the damping force-velocity mapping relationship corresponding to the collision body model and the target velocity curve for the collision body model. The target velocity curve can be used to characterize the motion velocity that the collision body model should have at different moments during the train collision test. In addition, the curve can also characterize the information of acceleration and displacement changing with time, which will not be elaborated here. The damping force-velocity mapping relationship can include the correlation between the damping force of the damping simulation module and the motion velocity of the collision body model. For example, the damping force-velocity mapping relationship can be a damping force-velocity mapping table (e.g., 0~0.5m / s divided into 10 segments of linear interpolation). Based on this, the controller can, in response to detecting that the collision body model moves due to the impact force, determine the damping force corresponding to the motion velocity at each moment according to the damping force-velocity mapping relationship. Subsequently, the controller can calculate the magnetorheological damping force parameters based on the damping force and the damping force of the friction plate assembly. Subsequently, the controller can supply current to the damper body according to the magnetorheological damping force parameters, so that the magnetorheological material has a corresponding magnetorheological damping force, thereby enabling the magnetorheological material and the friction plate assembly to provide a damping force that allows the collision body model to move according to the target velocity curve under impact.

[0067] Furthermore, in another embodiment of the present invention, the controller may also store a predetermined slide rail motion curve (acceleration 1.5g, S-curve acceleration / deceleration time 0.2s) corresponding to the collision body model. The predetermined slide rail motion curve is generated based on the motion velocity of the collision body model under impact force but without damping force. For example, the predetermined slide rail motion velocity curve can characterize the relationship between the motion velocity and time. In addition, the curve can also characterize the information on acceleration and displacement changes over time, which will not be elaborated here. Based on this, the controller can determine the velocity difference information according to the predetermined slide rail motion velocity curve and the target velocity curve, and determine the magnetorheological damping force parameters based on the velocity difference information and the damping force-velocity mapping relationship.

[0068] For example, in response to detecting that the colliding model moves due to an impact force, the controller can determine the velocity difference information at each moment based on the velocity at each moment in the predetermined slide rail velocity curve and the corresponding velocity at each moment in the target velocity curve. Furthermore, the damping force-velocity mapping relationship can also include the correlation between the velocity difference information between the predetermined slide rail velocity curve and the target velocity curve and the damping force of the damping simulation module. Based on this, the controller can determine the corresponding damping force using the damping force-velocity mapping relationship according to the velocity difference information at each moment. Subsequently, it can calculate the magnetorheological damping force parameter based on this damping force and the damping force of the friction plate assembly. Then, the controller can provide current to the damper body according to the magnetorheological damping force parameter, so that the magnetorheological material has a corresponding magnetorheological damping force, thereby enabling the magnetorheological material and the friction plate assembly to provide a damping force that allows the colliding model to move according to the target velocity curve under impact force.

[0069] Based on this, embodiments of the present invention determine the magnetorheological damping force parameters corresponding to the target velocity curve in real time according to the damping force-velocity mapping relationship. This allows current to be supplied to the damper body based on the magnetorheological damping force parameters, enabling the magnetorheological material to possess a corresponding magnetorheological damping force. Thus, the magnetorheological material and the friction plate assembly together provide the damping force that allows the collision model to move according to the target velocity curve under impact. In this way, the dynamic and static friction characteristics of a real vehicle seat can be accurately simulated in real time, improving the accuracy of train collision testing.

[0070] However, it should be understood that the embodiments of the present invention are not limited thereto, and the controller may also store other information, such as a temperature compensation coefficient matrix (e.g., temperature compensation coefficient k = 11.2 × 10⁻⁶). -6 The controller can store parameters such as / ℃ to provide temperature compensation during train crash tests. Furthermore, it can store 285 calibration parameters for various (e.g., 6) dummy models to allow for replacement of the crash test model.

[0071] Furthermore, in this embodiment of the invention, safety protection can also be achieved through mechanical limit switches (e.g., trigger force of 200N) for verifying the travel boundaries of the slide rail, optical grating sensors (e.g., detection distance of 50mm) for eliminating interference risks by scanning the motion path, and software emergency stop modules (e.g., response time of 8ms). For example, the mechanical limit switch can be a D4V series limit switch. The optical grating sensor can be a SICK S3000. The software emergency stop module can perform fault injection testing to ensure the reliability of emergency braking.

[0072] Based on this, 30 repeated calibration experiments can be designed according to some standards, and the evaluation indicators are shown in Table 2 below.

[0073] Table 2

[0074]

[0075] In addition, fatigue durability tests can be performed on the aforementioned train collision calibration device. For example, the device can be tested after 100,000 calibration cycles to ensure that the guide rail wear is less than or equal to 5 μm; the tooling positioning accuracy attenuation is less than or equal to 0.03 mm; and the damping force output drift is less than or equal to 2%.

[0076] Based on this, the pelvis of the collision model is fixed to a standard tilt angle of 12.5° using a contouring fixture, and then the upper torso is automatically positioned to the level of the third rib. Next, the controller controls the damping module to simulate the friction environment of a real vehicle's seating posture, and monitors and compensates for angular deviations in real time, thereby enabling precise calibration of chest stiffness parameters and accurate train collision testing.

[0077] Figure 6 A schematic diagram of a setting method according to an embodiment of the present invention is shown.

[0078] like Figure 6 As shown, the setting method of this embodiment may include operations S610 to S640.

[0079] When operating the S610, set up the contouring fixture on the guide rail positioning platform.

[0080] When operating the S620, the collision body model is fixed on the contouring fixture.

[0081] When operating S630, the tilt adjustment mechanism adjusts the contour tool to tilt at a target angle relative to the vertical direction on a plane parallel to the vertical direction and the first direction, with the partial contact position between the contour tool and the guide rail positioning platform as the center, so that the collision body model tilts at a target angle relative to the vertical direction.

[0082] When operating the S640, activate the damping simulation module.

[0083] During installation, the guide rail positioning platform is first processed, using a material with a thermal expansion coefficient less than or equal to 1.2 × 10⁻⁶. -6 The alloy steel material is manufactured at a temperature of / ℃, with a surface flatness machined to below 0.01mm / m, and threaded mounting holes are provided (e.g., spaced 150mm, staggered arrangement). Before setting up the contour tooling, the contact surfaces of the guide rails on the guide rail positioning platform must be thoroughly cleaned. Acetone can be used to remove grease and other contaminants from the contact surfaces. Afterward, the guide rails can be roughly positioned. Then, the bolts can be tightened using a staged torque loading method: initially tighten to, for example, 20 N·m, then tighten to, for example, 35 N·m, and finally tighten diagonally to 50 N·m to avoid stress concentration.

[0084] In the second direction, the guide rail can be calibrated using a laser interferometer in conjunction with a guide rail positioning platform to ensure that the straightness deviation throughout the entire stroke is less than or equal to ±5μm, and the flatness is controlled within 0.02mm / m. In the first direction, a coordinate measuring machine can be used to detect the perpendicularity of the guide rail, ensuring that the perpendicularity deviation per 300mm stroke does not exceed 0.03mm. Spatial orthogonality error is dynamically compensated through the servo system parameter library of the controller. Specifically, a compensation curve can be generated and written into the controller to improve the accuracy throughout the entire stroke. In addition, a MoS2 lubricating film (e.g., 5μm thick) can be pre-coated on the guide rail surface.

[0085] After installing the guide rail, a contouring fixture and servo motors mounted on it can be set up. Then, the controller can load a predetermined slide rail motion curve and synchronously drive the ball screw via the servo motor to perform a no-load zeroing action.

[0086] Subsequently, the model of the collision body can be selected via the controller. Based on the target velocity curve, predetermined slide rail motion curve, and damping force-velocity mapping relationship of various collision body models, the selected collision body model's target velocity curve, predetermined slide rail motion curve, and damping force-velocity mapping relationship can be determined. After setting the selected collision body model in the contouring fixture, the controller can drive a servo motor to adjust the pelvic tilt angle to 12.5°±0.2° using a PID (Proportional-Integral-Derivative) algorithm (e.g., Kp=12.5, Ki=0.8, Kd=0.05). After locking, the angle drift can be continuously monitored for 2 minutes using a MEMS (Micro-Electro-Mechanical Systems) tilt sensor (e.g., resolution 0.01°) to confirm that the angle drift is less than or equal to 0.02° / h. It should be noted that during ball screw assembly, axial runout (e.g., less than or equal to 0.008mm) needs to be detected, and coaxiality deviation (e.g., less than or equal to 0.02mm) should be compensated using a flexible coupling.

[0087] Subsequently, the damping simulation module can be activated. Specifically, the damping force-velocity mapping relationship can be invoked, and a current of 0~2.5A can be input into the damping simulation module. The magnetic field strength can be dynamically adjusted according to the above formulas so that the damping simulation module outputs a damping force of 50~500N (with a deviation of less than or equal to 5%), accurately replicating the friction characteristics of a real vehicle seat.

[0088] Furthermore, in this embodiment of the invention, controlling the collider model to be fixed on the contouring fixture may include: controlling the pneumatic wedge locking mechanism on the contouring fixture to clamp the pelvis of the collider model, and detachably setting other parts of the collider model on the pelvis. Thus, when the collider model needs to be replaced, the pelvis and other parts of the collider model (e.g., the torso) can be replaced together. This is because the pelvis size varies with different sizes or models of collider models; therefore, when the collider model needs to be replaced, the collider model and the pelvis need to be replaced together so that another collider model can be set on the contouring fixture. Specifically, by releasing the pneumatic wedge locking mechanism (e.g., depressurization time less than or equal to 0.3s), while the piezoelectric actuator retracts the preload pressure of the friction plate (e.g., retraction step size of 50nm), at least partially preventing the pelvis from sticking to the pneumatic wedge locking mechanism. Thus, in this embodiment of the invention, a sliding rail positioning system and a contouring fixture are separated. By using a rigid fixing fixture to replace the lower body of the dummy, the interference transmission of lumbar spine elastic deformation on pelvic tilt angle is at least partially isolated.

[0089] Based on this, the present invention overcomes three major technical problems in the calibration process of some solutions—pelvic tilt angle deviation caused by the transmission of lumbar spine elastic deformation, low calibration efficiency, and large parameter fluctuations—by using a mechanical decoupling design of a split-type slide rail positioning system and a contouring tooling, combined with magnetorheological-friction composite damping technology. This results in: 1. Pelvic tilt angle accuracy improved to at least ±0.2°, meeting the high-precision requirement of ±0.2° for high-speed trains; 2. Calibration efficiency increased by at least 2.4 times, with single-test time reduced from 45 minutes to 18 minutes, eliminating trial-and-error adjustment time; 3. Significantly optimized parameter repeatability, with the angle fluctuation coefficient reduced to 1.5%, significantly improving the reliability of test data; 4. Friction characteristic simulation deviation less than or equal to 5%, accurately replicating the mechanical environment of a real vehicle collision. Furthermore, the modular design of the train collision dummy chest calibration device in this embodiment achieves an upgrade at a cost 15% lower than some other calibration devices. In addition, the guide rail can be a hydrostatic air-bearing guide rail or a magnetic levitation guide rail.

[0090] Figure 7 A schematic diagram of a calibration system according to an embodiment of the present invention is shown.

[0091] like Figure 7 As shown, the calibration system may include a train 700. A train collision body calibration device 710 may be deployed on the train 700. The train collision body calibration device 710 may be any of the train collision body calibration devices described above.

[0092] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of the present invention can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present invention. In particular, the features described in the various embodiments of the present invention can be combined and / or combined in various ways without departing from the spirit and teachings of the present invention. All such combinations and / or pairings fall within the scope of this invention.

[0093] The embodiments of the present invention have been described above. However, these embodiments are merely illustrative and not intended to limit the scope of the invention. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of the invention, and all such substitutions and modifications should fall within the scope of the invention.

Claims

1. A train collision body calibration device, characterized in that, include: A guide rail positioning platform is provided with two guide rails extending along a first direction, and the two guide rails are spaced apart from each other in a second direction that intersects with the first direction. The contouring fixture extends along the second direction and its two ends in the second direction are respectively set on two guide rails, thereby spanning across the guide rail positioning platform in the second direction; The collision body model is fixed on the contouring fixture, with the front of the collision body model facing one end of the guide rail positioning platform in the first direction; The tilt adjustment mechanism is set on the guide rail positioning platform and abuts against the contouring fixture. It is used to adjust the contouring fixture to tilt at a target angle relative to the vertical direction on a plane parallel to the vertical direction and the first direction, with the partial contact position between the contouring fixture and the guide rail positioning platform as the center, so that the collision body model tilts at a target angle relative to the vertical direction. The damping simulation module is abutted between the other end of the slide rail positioning platform in the first direction and the contouring fixture. It is used to provide damping force to the contouring fixture when the front of the collision model is subjected to an impact force, causing the contouring fixture to slide along the two guide rails, so as to buffer the force on the collision model and the contouring fixture.

2. The train collision body calibration device according to claim 1, characterized in that, The contouring tooling is a rigid structure; The train collision body calibration device also includes: A pneumatic wedge locking mechanism is provided on the contouring tooling and includes a wedge clamping mechanism; The wedge clamping mechanism is used to clamp the collision body model so that the collision body model is placed on the contouring fixture, thereby preventing relative sliding between the collision body model and the contouring fixture.

3. The train collision body calibration device according to claim 2, characterized in that, It also includes a controller and a pressure sensor mounted on the contouring tooling; The pressure sensor is used to detect the instantaneous clamping force of the pneumatic wedge locking mechanism on the collision body model and send the instantaneous clamping force to the controller so that the controller controls the instantaneous clamping force of the pneumatic wedge locking mechanism to be within the target clamping force range, so that the collision body model and the contouring tooling do not slide relative to each other.

4. The train collision body calibration device according to claim 3, characterized in that, The controller is also configured to, in response to receiving a specific control signal, control the instantaneous clamping force to be lower than the target clamping force range, so as to facilitate the removal of the collision model from the contouring fixture.

5. The train collision body calibration device according to claim 3, characterized in that, The tilt adjustment mechanism includes an absolute encoder and a connected servo motor and transmission unit; the transmission unit is also connected to a contouring fixture. The absolute encoder is used to detect the instantaneous angle of the contouring tooling on the plane relative to the vertical direction; The controller is electrically connected to the absolute encoder and the servo motor, and is also used to output a motor drive signal to the servo motor according to the angle difference between the instantaneous tilt angle and the target angle, so that the servo motor drives the transmission unit to control the contouring fixture to rotate around the center in the direction of reducing the angle difference.

6. The train collision body calibration device according to any one of claims 1 to 5, characterized in that, With the guide rail positioning platform as the projection plane, the orthographic projection of the damping simulation module and the orthographic projection of the collision body model are arranged in the first direction.

7. The train collision body calibration device according to claim 6, characterized in that, It also includes a controller mounted on the contouring fixture; The damping simulation module includes: A magnetorheological damper extends along the first direction and includes a damper body and a piston. One end of the damper body is fixed to the other end of the slide rail positioning platform. One end of the piston is inserted into the damper body via the other end of the damper body. The other end of the piston abuts against the side wall of the contouring fixture in the first direction, so that the magnetorheological damper generates a corresponding magnetic field under the control of the input current of the controller, and provides a damping force corresponding to the magnetic field when the piston and the damper body are relatively displaced.

8. The train collision body calibration device according to claim 7, characterized in that, A friction plate assembly is disposed between the damper body and the piston, and a magnetorheological material is disposed within the damper body; the rheological properties of the magnetorheological material can change under the action of a magnetic field, and the magnetorheological material after the change in rheological properties is used together with the friction plate assembly to provide the damping force to the piston.

9. The train collision body calibration device according to claim 8, characterized in that, The controller stores the damping force-velocity mapping relationship corresponding to the collider model and the target velocity curve for the collider model. The controller is used for: Based on the damping force-velocity mapping relationship, determine the magnetorheological damping force parameters corresponding to the target velocity curve; According to the magnetorheological damping force parameters, current is supplied to the damper body so that the magnetorheological material has a corresponding magnetorheological damping force, thereby enabling the magnetorheological material and the friction plate assembly to provide a damping force that allows the collision body model to move according to the target velocity curve under the impact force.

10. The train collision body calibration device according to claim 9, characterized in that, The controller also stores a predetermined slide rail motion curve corresponding to the collision body model; the predetermined slide rail motion curve is generated based on the motion speed of the collision body model when it is subjected to the impact force but not the damping force. The controller is also used for: Based on the predetermined slide rail movement speed curve and the target speed curve, determine the speed difference information; Based on the velocity difference information, the magnetorheological damping force parameters are determined using the damping force-velocity mapping relationship.

11. A method for setting up a train collision body calibration device as described in any one of claims 1 to 10, characterized in that, include: A contouring fixture is set on a guide rail positioning platform; the guide rail positioning platform is provided with two guide rails extending along a first direction, and the two guide rails are spaced apart from each other in a second direction that intersects with the first direction; the contouring fixture extends along the second direction. The collision body model is fixed on the contouring fixture; the front of the collision body model faces one end of the guide rail positioning platform in the first direction. The tilt adjustment mechanism adjusts the contour tooling to tilt at a target angle relative to the vertical direction on a plane parallel to the vertical direction and the first direction, with the partial contact position between the contour tooling and the guide rail positioning platform as the center, so that the collision body model tilts at a target angle relative to the vertical direction. Activate the damping simulation module so that when the front of the collision model is subjected to an impact force, causing the contouring tool to slide along the two guide rails, the damping simulation module provides damping force to the contouring tool to buffer the force on the collision model and the contouring tool.

12. The setting method according to claim 11, characterized in that, The collider model includes a torso model; The control of fixing the collision body model to the contouring fixture includes: controlling the pneumatic wedge locking mechanism on the contouring fixture to clamp the pelvis of the torso model; other parts of the torso model are detachably mounted on the pelvis; The setting method further includes replacing the pelvis and other parts of the torso model together when it is necessary to replace the torso model.

13. A calibration system for trains, characterized in that, include: Train collision body calibration device as described in any one of claims 1 to 10; as well as train.

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