Rail transit rigid contact line reinforcing structure testing device

Abstract

The utility model provides a testing device for a rail transit rigid contact line reinforcing structure. The testing device comprises a rack, a carbon slide plate, a walking trolley, a motion sensor and a pressure sensor. The rack comprises a supporting frame and a guide rail, the supporting frame comprises a top cross beam used for fixing the rigid contact line to be measured, and the guide rail is arranged below the supporting frame and extends in the length direction of the rigid contact line to be measured. The walking trolley comprises a trolley shell, walking wheels rolling along the guide rails, a driving motor located in the trolley shell and used for driving the walking wheels to move, a supporting table for supporting the carbon sliding plate and an elastic adjusting mechanism for adjusting the contact pressure between the carbon sliding plate and the rigid contact line to be tested. The motion sensor is arranged on the walking trolley and monitors the speed and / or acceleration of the walking trolley. And the pressure sensor monitors the contact pressure between the carbon slide plate and the rigid contact line to be measured. According to the utility model, a feasible test environment is constructed for the off-line test of the reinforcing structure, and the blank of the test of the reinforcing structure of the rigid contact line in the prior art is filled.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit detection, in particular to a rail transit rigid contact line reinforcement structure testing device. Background Art

[0002] In the subway operation system, electric cars obtain power from the contact network and the pantograph system (hereinafter referred to as the pantograph system), and stable power supply is one of the necessary conditions to ensure the operation of electric cars, so the pantograph system needs to have extremely high stability and efficient current collection. Rigid suspension in the rail transit contact network system is a suspension method in which the contact wire is clamped on the bus. Compared with the flexible contact network, the biggest advantage of the rigid contact network is that there is no axial tension and there is no possibility of wire breakage; in addition, it has the advantages of relatively simple structure and small maintenance workload. Therefore, the rigid contact network is more widely used.

[0003] During the operation of electric passenger cars, the current is drawn through the sliding contact between the pantograph carbon slide and the contact line. To ensure that the pantograph can receive current well, it is necessary to ensure that the pantograph carbon slide is in reliable contact with the contact line, which requires that a certain contact pressure must be maintained between the pantograph and the contact line. However, the rigid suspension bus is inelastic and cannot offset the lifting force generated by the pantograph. The existence of the pantograph-catenary pressure will inevitably lead to mechanical wear, especially when the train accelerates from a static state to a running state. The impulse of the bus pantograph lifting force is relatively large. The magnitude of mechanical wear is mainly related to the magnitude of the pantograph-catenary pressure and the characteristics of the pantograph carbon slide. In addition, the height difference between two adjacent positioning points of the contact network will also cause wear on the contact network line surface. In order to ensure the good working condition of the contact network equipment, it is necessary to carry out maintenance work on the places where the rigid contact line is severely worn, and use reinforcement structures to overlap the severely worn parts, such as Figure 1 As shown, this local maintenance method is simpler and can reduce manpower and material resources and ensure the safe operation of rail transit. However, the offline testing of the rigid contact line with additional reinforcement structure is at a blank stage, and it is urgent to create a new test device to solve the existing problems. Utility Model Content

[0004] In order to solve the above problems, the utility model proposes a rail transit rigid contact line reinforcement structure testing device, which constructs a practical testing environment for offline testing of the reinforcement structure, and fills the gap in the prior art for rigid contact line reinforcement structure testing.

[0005] The utility model proposes a rail transit rigid contact line reinforcement structure testing device, comprising:

[0006] The test stand comprises a support frame and a guide rail, wherein the support frame comprises a top crossbeam for fixing the rigid contact wire to be tested, and the guide rail is arranged below the support frame and extends along the length direction of the rigid contact wire to be tested;

[0007] The carbon skateboard, whose upper surface contacts the rigid catenary to be measured;

[0008] The traveling trolley includes a car body, traveling wheels rolling along the guide rail, a driving motor located inside the car body to drive the movement of the traveling wheels, a support platform for supporting the carbon skateboard, and an elastic adjustment mechanism for adjusting the contact pressure between the carbon skateboard and the rigid catenary to be measured;

[0009] The motion sensor is arranged on the traveling trolley to monitor the speed and / or acceleration of the traveling trolley;

[0010] The pressure sensor monitors the contact pressure between the carbon skateboard and the rigid catenary to be measured;

[0011] Wherein, a reinforcing structure is arranged on the rigid catenary to be measured, and the traveling trolley drives the carbon skateboard to move along the rigid catenary to be measured.

[0012] In one embodiment, the support frame further includes a plurality of square frames arranged at intervals to form a movement channel for the traveling trolley, and the top cross beam is fixedly penetrated and fixed on the lower surface of the upper cross bar of each square frame;

[0013] There are two guide rails, which are fixedly penetrated and fixed symmetrically and parallelly on both sides of the lower cross bar of each square frame.

[0014] In one embodiment, the support frame further includes support feet respectively fixed on both sides of the lower cross bar of each square frame, and the support feet are fixed to the ground through expansion bolts.

[0015] In one embodiment, stop blocks are respectively arranged on the outermost square frames at both ends.

[0016] In one embodiment, each guide rail includes a traveling rack and an L-shaped limiting plate arranged inside the traveling rack;

[0017] The traveling wheels are gears, which mesh with the traveling rack and roll along the traveling rack;

[0018] The L-shaped limiting plate restricts and supports the traveling trolley.

[0019] In one embodiment, a plurality of guide wheels and a guide notch are respectively arranged on both sides of the traveling trolley;

[0020] The guide wheels are placed horizontally, and their central axes are vertical, and they are in rolling connection with the vertical plate of the L-shaped limiting plate;

[0021] The guide notch cooperates with the horizontal plate of the L-shaped limiting plate.

[0022] In one embodiment, the rigid catenary reinforcing structure testing device for rail transit further includes a Hall sensor for generating a deceleration start signal for the traveling trolley;

[0023] The magnet part of the Hall sensor is fixed on the inner side of the support frame and is located behind the reinforcement structure in the direction of travel of the walking trolley;

[0024] The detection part of the Hall sensor is arranged on the traveling trolley.

[0025] In one embodiment, the elastic adjustment mechanism includes a first connecting rod fixedly connected to the lower surface of the support platform, a second connecting rod fixed to the vehicle shell, and a spring sleeved between the first connecting rod and the second connecting rod, and the central axes of the first connecting rod and the second connecting rod are collinear.

[0026] In one embodiment, the traveling vehicle includes four traveling wheels and four driving motors, and each driving motor drives one traveling wheel respectively.

[0027] In one embodiment, the stand is a 6060 aluminum alloy extrusion.

[0028] Compared with the prior art, the beneficial effects of the rail transit rigid contact line reinforcement structure testing device of the utility model are:

[0029] 1) The rail transit rigid contact line reinforcement structure testing device of the utility model can realize offline simulation testing of the reinforcement structure of the rigid contact line, provide data support for the formal application of the reinforcement structure to the rigid contact line, reduce various risks of the reinforcement structure in the actual line installation test process as much as possible, and improve the safety and reliability of the entire bow-net system; it makes the wear repair of the rigid contact line not only have to replace a new line, but also changes the traditional operation mode of rigid contact line wear repair, greatly reduces the maintenance cost of the rigid contact line, effectively prolongs the service life of the rigid contact line, and is easy to promote and apply.

[0030] 2) The rail transit rigid contact line reinforcement structure testing device of the utility model can prevent the trolley from slipping during the driving and braking stages with the help of the gear meshing transmission structure, thereby maximizing the driving and braking performance of the motor, ensuring that the trolley can drive the carbon slide plate to run stably at the set speed, meet the test requirements of the bow-net system, and can brake quickly to avoid rushing out of the platform and causing damage to the trolley. At the same time, an auxiliary guide structure is added, making the whole highly operable and practical.

[0031] 3) The rail transit rigid contact line reinforcement structure test device of the utility model cleverly designs an elastic adjustment mechanism, which applies the reverse elastic force generated by the compression spring to the carbon slide plate, thereby changing the contact pressure between the carbon slide plate and the rigid contact line, so that it can meet the test requirements of different rigid suspension installation forms and expand the scope of application. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1Schematic diagram of the installation state of the reinforcement structure on the rigid catenary;

[0033] Figure 2 Schematic diagram of the structure of the test device for the reinforcement structure of the rigid catenary of rail transit according to an embodiment of the present invention;

[0034] Figure 3 Schematic diagram of the state when the traveling trolley of an embodiment of the present invention moves to the middle position of the guide rail;

[0035] Figure 4 Side view of the test device for the reinforcement structure of the rigid catenary of rail transit according to an embodiment of the present invention;

[0036] Figure 5 Enlarged schematic diagram of the cooperation between the traveling wheels and the guide rail in the test device for the reinforcement structure of the rigid catenary of rail transit according to an embodiment of the present invention;

[0037] Figure 6 Side view of the bench in the test device for the reinforcement structure of the rigid catenary of rail transit according to an embodiment of the present invention;

[0038] Figure 7 Side view of the traveling trolley on the guide rail in the test device for the reinforcement structure of the rigid catenary of rail transit according to an embodiment of the present invention.

[0039] Reference numerals

[0040] 1. Bench, 2. Rigid catenary to be tested, 3. Traveling trolley, 4. Reinforcement structure, 5. Carbon skateboard, 101. Support frame, 102. Stop block, 103. Guide rail, 1031. Traveling rack, 1032. L-shaped limit plate, 301. Traveling wheel, 302. Guide wheel, 303. Guide notch, 311. Hall sensor. Detailed implementation manners

[0041] In order to make the purpose, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted here that many specific details are set forth in the following description to fully understand the present invention, but the present invention can also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the connotation of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed below.

[0042] Secondly, the present utility model will be described in detail with reference to the schematic diagrams. When describing the embodiments of the present utility model in detail, for the convenience of explanation, the cross-sectional views showing the device structure will be enlarged locally not in accordance with the general ratio, and the schematic diagrams are only examples and should not limit the scope of protection of the present utility model herein. In addition, in actual production, three-dimensional spatial dimensions including length, width and depth should be included.

[0043] Next, the term "an embodiment" or "embodiment" in the present application refers to a specific feature, structure or characteristic that may be included in at least one implementation manner of the present utility model. The appearances of "in an embodiment" in different places in this specification do not all refer to the same embodiment, nor are they separate or selectively exclusive embodiments from other embodiments.

[0044] The present utility model provides a testing device for a reinforcing structure of a rigid catenary in rail transit, including a channel-shaped bench 1, a carbon skateboard 5, a traveling trolley 3, a motion sensor, and a pressure sensor. Refer to Figure 2 、 Figure 3 . The bench 1 includes a support frame 101 and a guide rail 103. The top of the support frame 101 includes a top cross beam for fixing the rigid catenary 2 to be tested. A reinforcing structure 4 is provided on the rigid catenary 2 to be tested. The guide rail 103 is arranged below the support frame 101 and extends along the length direction of the rigid catenary 2 to be tested. The upper surface of the carbon skateboard 5 contacts the rigid catenary 2 to be tested and is slidably connected to the rigid catenary 2 to be tested. The traveling trolley 3 is arranged inside the support frame 101 and includes a car body, traveling wheels 301 that roll along the guide rail 103, a driving motor (not shown in the figure) located inside the car body for driving the traveling wheels 301 to move, a support platform for supporting the carbon skateboard 5, and an elastic adjustment mechanism for adjusting the contact pressure between the carbon skateboard 5 and the rigid catenary 2 to be tested. The motion sensor is arranged on the traveling trolley 3 to monitor the motion data of the traveling trolley 3, such as speed, acceleration, etc. The pressure sensor is arranged between the support platform and the elastic adjustment mechanism or below the carbon skateboard 5 and other positions to monitor the contact pressure between the carbon skateboard 5 and the rigid catenary 2 to be tested.

[0045] Among them, the traveling trolley 3 drives the carbon skateboard 5 to move along the rigid catenary 2 to be tested with a certain contact pressure and running speed, passes through the reinforcing structure 4 at this running speed, simulates the contact pressure between the carbon skateboard 5 and the rigid catenary 2, and simultaneously collects the motion data passing through the reinforcing structure 4, and compares it with the standard data to determine whether the added reinforcing structure 4 meets the design requirements of the pantograph-catenary system.

[0046] In this way, the bench 1 equipped with the reinforcement structure 4 and the rigid catenary 2 simulates the actual environment of train operation. The traveling trolley 3 replaces the train and is controlled to drive the carbon skateboard 5 to move along the rigid catenary 2 with a certain contact pressure and pass through the reinforcement structure 4 at a certain running speed, simulating the actual operation of the train. Then, by processing the collected motion data, it can be determined whether the added reinforcement structure meets the design requirements of the pantograph-catenary system, such as smoothness, thus filling the blank in the test of the reinforcement structure of the rigid catenary, providing data support for the formal application of the reinforcement structure to the rigid catenary, reducing various risks in the installation and test process of the reinforcement structure on the real line as much as possible, and improving the safety and reliability of the entire pantograph-catenary system.

[0047] During the test, the traveling trolley 3 drives the carbon skateboard 5 to move from one end of the rigid catenary 2 to the other end. First, it accelerates from zero to the set running speed, then passes through the reinforcement structure 4 at the set running speed, and then receives a deceleration start signal to start decelerating until zero. At the same time, the acceleration information passing through the reinforcement structure 4 is collected and compared with the standard acceleration information to determine whether the added reinforcement structure 4 meets the smoothness design requirements of the pantograph-catenary system. Among them, the standard data can be obtained by using the testing device for the reinforcement structure of the rigid catenary of the present utility model and measuring with different rigid suspension installation forms without installing the reinforcement structure.

[0048] Among them, the reinforcement structure 4 can be designed as an alternative structure erected on the left and right sides of the worn area of the rigid catenary 2, and a special support design is adopted to clamp the new rigid catenary, and the carbon skateboard 5 can slide through the new rigid catenary instead of the worn rigid catenary, so that there is no need to replace the entire rigid catenary.

[0049] Referring to the common speed requirements of train operation, the average operating speed of the subway main line is about 40 km / h. Therefore, in order to simulate the actual operating conditions as realistically as possible, the whole traveling trolley 3 needs to be accelerated to the set speed of 40 km / h, and the dynamic vibration impact relationship between it and the catenary reinforcement structure 4 under this speed condition is monitored and analyzed. At the same time, considering different rigid suspension installation forms in the pantograph-catenary system, different contact pressure requirements exist between the carbon skateboard 5 and the rigid catenary 2. Therefore, the contact pressure is set to be adjustable arbitrarily between 100±10 N and 150±10 N to meet the requirements of different test conditions.

[0050] Limited by the size of the test site, the longest bench 1 can be set to 40 meters. After a reasonable design of the driving motor of the traveling trolley 3, it can accelerate from 0 to 40 km / h within 25 meters and decelerate from 40 km / h to 0 within 12 meters. Therefore, the bench 1 is designed with an acceleration section of 25 meters, a reinforcement structure is added beside the rigid catenary at its end, a deceleration section of 12 meters, and a safety protection section of 3 meters, totaling 40 meters.

[0051] The overall bench 1 can be assembled by combining 6060 standard aluminum alloy profiles. It consists of multiple square frames with the same structure arranged at intervals in sequence to form the movement channel of the traveling trolley 3. The top crossbeam is fixedly penetrated and installed on the lower surface of the upper crossbar of each square frame. The rigid contact line 2, the end assembly of the busbar, and the corresponding reinforcement structure 4 are installed below the top crossbeam. There are two guide rails 103, which are fixedly penetrated and installed symmetrically and parallelly on both sides of the lower crossbar of each square frame, thus combining these square frames 101 together to form the bench structure. Considering the overall firmness, the support frame 101 also includes feet respectively fixed on both sides of the lower crossbar of each square frame. The feet are fixed to the ground at multiple points by expansion bolts. At the same time, stop blocks 102 are provided at both the front and rear ends of the bench 1 (on the outermost square frames at both ends) to prevent the traveling trolley 3 from rushing out of the bench 1 and causing damage.

[0052] Due to the limited distance of the acceleration section, the use of a rack and pinion drive can prevent slipping during the driving and braking stages, thus maximizing the driving and braking performance of the motor. Therefore, two parallel guide rails 103 extending along the length direction are provided at the bottom of the bench 1. Each guide rail 103 adopts a rack structure. Its outer side is in gear meshing transmission with the traveling trolley 3 to drive the movement of the traveling trolley 3, and its inner side is in rolling contact connection with the traveling trolley 3 to provide an auxiliary guiding function for the movement of the traveling trolley 3, thereby ensuring that the traveling trolley 3 can move smoothly along the guide rail 103.

[0053] Specifically, as Figure 4 、 Figure 5 、 Figure 6 shown, a traveling rack 1031 is provided on the outer side of each guide rail 103, and an L-shaped limiting plate 1032 is provided on the inner side. They both extend along the length direction of the bench 1. The L-shaped limiting plate 1032 restricts and supports the traveling trolley 3. As Figure 7 shown, multiple traveling wheels 301 such as two and multiple groups of guiding wheels 302 such as two groups are respectively provided on both sides of the traveling trolley 3, as well as guiding notches 303 that cooperate with the horizontal plate of the L-shaped limiting plate 1032. Each group of guiding wheels 302 is placed horizontally, and its central axis is vertical, and it is in rolling contact with the vertical plate of the L-shaped limiting plate 1032. Each traveling wheel 301 is a gear and meshes with the corresponding traveling rack 1031 and rolls along the traveling rack 1031. Considering the actual situation of the design of the cold trolley 3, a gap is left between the traveling wheels 301 and the guiding wheels 302 on each side. The vertical plate of the L-shaped limiting plate 1032 is stuck inside the gap to separate the two, and at the same time, the installation position of the traveling rack 1031 can be higher than the horizontal plate of the L-shaped limiting plate 1032.

[0054] For considerations such as power balance and reducing the performance requirements of a single drive motor, the walking trolley 3 adopts a synchronous drive design of multiple drive motors, such as a DC brushless drive motor driving a single-stage reducer (reduction ratio i = 3:1), the output shaft of the single-stage reducer is connected to the coupling, and then the corresponding walking gear is driven to rotate through the connecting shaft. For example, four walking wheels 301 correspond to four drive motors, and each drive motor drives one walking wheel 301 respectively.

[0055] The magnet part of the Hall sensor 311 is arranged on the inner side of the support frame 101 near the reinforcement structure, which can be at the front end of the deceleration section or at the end of the acceleration section and behind the reinforcement structure. The detection part of the Hall sensor 311 is arranged on the walking trolley 3. The Hall sensor 311 is used to generate a deceleration start signal for the walking trolley 3, thereby forming an automatic deceleration trigger switch. Two Hall sensors 311 can be set, arranged on both sides of the walking trolley 3, backing up each other. After the walking trolley 3 accelerates to the set speed and passes the reinforcement structure 4 at the set speed, as long as any one or two of them work at the same time, the entire walking trolley can start to automatically decelerate and ensure that the speed is reduced to zero within a safe distance.

[0056] An elastic adjustment mechanism of an embodiment of the utility model includes a first connecting rod fixedly connected to the lower surface of the support platform, a second connecting rod fixed to the vehicle shell, and a spring sleeved between the first connecting rod and the second connecting rod, and the central axes of the first connecting rod and the second connecting rod are collinear. The elastic adjustment mechanism changes the contact pressure between the carbon slide plate 5 and the rigid contact line 2 to be measured by adjusting the compression amount of the spring. At the same time, using the spring as the adjustment medium is very similar to the actual installation of the carbon slide plate 5 on the pantograph, and both have a certain degree of adaptability. Even if the reinforcement structure 4 has a slight deviation due to its own installation error, the carbon slide plate 5 can maintain close contact with the reinforcement structure 4, and the contact pressure does not change much.

[0057] The motion sensor of one embodiment of the utility model is mainly used to detect the motion data of the walking trolley 3 driving the carbon slide plate 5 through the reinforcement structure 4. The motion sensor can be set as an acceleration sensor to detect the acceleration information of the walking trolley 3 driving the carbon slide plate 5 through the reinforcement structure 4. One is set on each side to back up each other. A speed sensor can also be set to monitor the actual running speed of the walking trolley 3 in real time. Of course, the speed information can also be calculated based on the acceleration detection information.

[0058] In addition, the pantograph carbon slide 5 does not use a complete pantograph carbon slide, but instead cuts a small section with a length of 50 cm in the middle area of the carbon slide. The main reason is that the weight of the whole carbon slide is too large. In order to ensure the overall acceleration and deceleration performance of the walking trolley, it is necessary to minimize and control the self-weight of its device body, and cutting a small section with a length of 50 cm in the middle area of the carbon slide can effectively simulate the pantograph-catenary contact relationship.

[0059] When testing with the rigid catenary reinforcement structure testing device of the present utility model, the following steps are mainly included:

[0060] 1) Install the busbar end assembly equipped with a brand-new standard rigid catenary on the preset section of the busbar where abnormal wear of the catenary occurs on the bench. Adjust the contact pressure between the carbon slide and the rigid catenary through the elastic force adjustment mechanism, and drive the whole walking trolley to move quickly along the arrangement direction of the rigid catenary by the driving motor. When the carbon slide on the walking trolley slides under the busbar end assembly, that is, under the rigid catenary, record the detection data of the motion sensor and the pressure sensor, so as to analyze and obtain the impact vibration intensity relationship between the rigid catenary and the carbon slide under different speed grades and different contact pressure grades, which is mainly characterized by acceleration data, and use this value as a reference judgment standard for the smoothness design index of the subsequent rigid catenary reinforcement structure;

[0061] 2) Install the fabricated rigid catenary reinforcement structure at the corresponding position of the aforementioned busbar end assembly. Similarly, adjust the contact pressure between the carbon slide and the rigid catenary through the elastic force adjustment mechanism, and drive the whole walking trolley to move quickly along the arrangement direction of the rigid catenary by the driving motor. When the carbon slide on the walking trolley slides under the busbar end assembly, that is, under the rigid catenary, record the detection data of the motion sensor and the pressure sensor, especially the detection data passing through the reinforcement structure area, so as to analyze and obtain the impact vibration intensity relationship between the catenary reinforcement structure and the carbon slide under different speed grades and different contact pressure grades;

[0062] 3) By comparing the impact vibration intensities between the carbon slide and the catenary reinforcement structure and the rigid catenary under the same speed grade in the above two cases, it is judged whether the smoothness design index of the catenary reinforcement structure meets the requirements.

[0063] It should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "inner", "outer", "top", "bottom", etc. is based on the orientation or positional relationship shown in the drawings. Such expressions are only for making the description of the present utility model simpler and more convenient, rather than indicating or implying that the referred components must have a specific orientation or be constructed and operated in a specific orientation.

[0064] In addition, in this application, unless otherwise clearly specified and defined, similar terms such as "connection" and "arrangement" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can also be the communication inside two components. Those skilled in the art can understand the specific meanings of the above terms in this application according to specific circumstances. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0065] The construction and arrangement of this application shown in multiple different exemplary embodiments are only illustrative. Although only a few embodiments are described in detail in this disclosure, those who refer to this disclosure should easily understand that many modifications are possible on the premise of substantially not deviating from the novel teachings and advantages of the subject matter described in this application (for example, the dimensions, scales, structures, shapes and proportions of various components, and parameter values (such as temperature, pressure, etc.), installation arrangements, use of materials, changes in color, orientation, etc.). For example, an element shown as integrally formed can be composed of multiple parts or elements, the position of the element can be inverted or otherwise changed, and the nature, number or position of discrete elements can be changed or altered. Therefore, all such modifications are intended to be included within the scope of the present utility model. The order or sequence of any process or method steps can be changed or reordered according to alternative embodiments. In the claims, any "means-plus-function" clause is intended to cover the structure that performs the recited function described herein, and not only structural equivalents but also equivalent structures. Other substitutions, modifications, changes and omissions can be made in the design, operating conditions and arrangement of the exemplary embodiments without departing from the scope of the present utility model. Therefore, the present utility model is not limited to specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0066] In addition, in order to provide a concise description of the exemplary embodiments, not all features of the actual embodiments may be described (that is, those features that are not relevant to the currently considered best mode of implementing the present utility model or those features that are not relevant to implementing the present utility model).

[0067] It should be understood that in the development of any actual implementation, such as in any engineering or design project, a large number of specific implementation decisions can be made. Such development efforts may be complex and time-consuming, but for those ordinary technicians who benefit from this disclosure, without excessive experimentation, such development efforts will be a routine work of design, manufacturing and production.

[0068] The present utility model has the following beneficial effects:

[0069] 1) The rail transit rigid contact line reinforcement structure testing device of the utility model can realize offline simulation testing of the reinforcement structure of the rigid contact line, provide data support for the formal application of the reinforcement structure to the rigid contact line, reduce various risks of the reinforcement structure in the actual line installation test process as much as possible, and improve the safety and reliability of the entire bow-net system; it makes the wear repair of the rigid contact line not only have to replace a new line, but also changes the traditional operation mode of rigid contact line wear repair, greatly reduces the maintenance cost of the rigid contact line, effectively prolongs the service life of the rigid contact line, and is easy to promote and apply.

[0070] 2) The rail transit rigid contact line reinforcement structure testing device of the utility model can prevent the trolley from slipping during the driving and braking stages with the help of the gear meshing transmission structure, thereby maximizing the driving and braking performance of the motor, ensuring that the trolley can drive the carbon slide plate to run stably at the set speed, meet the test requirements of the bow-net system, and can brake quickly to avoid rushing out of the platform and causing damage to the trolley. At the same time, an auxiliary guide structure is added, making the whole highly operable and practical.

[0071] 3) The rail transit rigid contact line reinforcement structure test device of the utility model cleverly designs an elastic adjustment mechanism, which applies the reverse elastic force generated by the compression spring to the carbon slide plate, thereby changing the contact pressure between the carbon slide plate and the rigid contact line, so that it can meet the test requirements of different rigid suspension installation forms and expand the scope of application.

[0072] The above-mentioned embodiments are only further explanations of the utility model, and are not intended to limit the utility model in other forms. The utility model may also have other various embodiments. Without departing from the spirit and essence of the utility model, those skilled in the art may make various corresponding modifications and changes according to the utility model, but these corresponding modifications and changes shall fall within the protection scope of the utility model.

Claims

1. A rail transit rigid contact line reinforcement structure testing device, characterized in that: include: The test stand comprises a support frame and a guide rail, wherein the support frame comprises a top crossbeam for fixing the rigid contact wire to be tested, and the guide rail is arranged below the support frame and extends along the length direction of the rigid contact wire to be tested; A carbon sliding plate, the upper surface of which contacts the rigid contact line to be tested; The walking trolley comprises a vehicle shell, walking wheels rolling along the guide rails, a driving motor located in the vehicle shell for driving the walking wheels to move, a support platform for supporting the carbon slide plate, and an elastic adjustment mechanism for adjusting the contact pressure between the carbon slide plate and the rigid contact line to be tested; A motion sensor is disposed on the traveling trolley to monitor the speed and / or acceleration of the traveling trolley; A pressure sensor to monitor the contact pressure between the carbon slide plate and the rigid contact wire to be tested; Among them, a reinforcement structure is arranged on the rigid contact line to be tested, and the walking trolley drives the carbon slide plate to move along the rigid contact line to be tested.

2. The rail transit rigid contact line reinforcement structure testing device according to claim 1 is characterized in that: The support frame also includes a plurality of spaced-apart square frames to form a movement channel for the walking trolley, and a top crossbeam penetrates and is fixed to the lower surface of the upper crossbar of each square frame; There are two guide rails, which are parallel and symmetrical and are fixed on both sides of the lower crossbar of each square frame.

3. The rail transit rigid contact line reinforcement structure testing device according to claim 2 is characterized in that: The support frame also includes supporting feet respectively fixed to both sides of the lower cross bar of each square frame, and the supporting feet are fixed to the ground through expansion bolts.

4. The rail transit rigid contact line reinforcement structure testing device according to claim 2 is characterized in that: Stop blocks are respectively arranged on the outermost square frames at both ends.

5. The rail transit rigid contact line reinforcement structure testing device according to claim 2, characterized in that: Each guide rail includes a travel rack and an L-shaped limit plate arranged on the inner side of the travel rack; The travel wheel is a gear, meshing with the travel rack and rolling along the travel rack; The L-shaped limit plate limits and supports the walking trolley.

6. The rail transit rigid contact line reinforcement structure testing device according to claim 5, characterized in that: A plurality of guide wheels and a guide notch are respectively arranged on both sides of the traveling trolley; The guide wheel is placed horizontally, with its central axis vertical, and is rollingly connected to the vertical plate of the L-shaped limit plate; The guide notch cooperates with the horizontal plate of the L-shaped limiting plate.

7. The rail transit rigid contact line reinforcement structure testing device according to claim 1, characterized in that: It also includes a Hall sensor for generating a deceleration start signal for the walking trolley; The magnet part of the Hall sensor is fixed on the inner side of the support frame and is located behind the reinforcement structure in the direction of travel of the walking trolley; The detection part of the Hall sensor is arranged on the traveling trolley.

8. The rail transit rigid contact line reinforcement structure testing device according to claim 1, characterized in that: The elastic adjustment mechanism includes a first connecting rod fixedly connected to the lower surface of the support platform, a second connecting rod fixed to the vehicle shell, and a spring sleeved between the first connecting rod and the second connecting rod. The central axes of the first connecting rod and the second connecting rod are colinear.

9. The rail transit rigid contact line reinforcement structure testing device according to claim 1, characterized in that: The traveling trolley comprises four traveling wheels and four driving motors, and each driving motor drives one traveling wheel respectively.

10. The rail transit rigid contact line reinforcement structure testing device according to claim 1, characterized in that: The stand is made of 6060 aluminum alloy.

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