Dynamic indirect force measuring device

Abstract

The utility model relates to a dynamic indirect force measuring device, belongs to the field of track detection, and aims to overcome the defects of direct measurement of wheel-rail acting force through embedded installation of a force sensor. Comprising a vertical displacement sensor, an acceleration sensor, a transverse displacement sensor, a speed sensor and a one-position bogie of a vehicle. A detection seat is installed on the outer end face of the axle box, and a vertical displacement sensor is installed on the outer edge of the bottom end of the framework and is aligned to the detection seat. The acceleration sensor is mounted on the top surface of the framework; the transverse displacement sensor is installed on the top face of the framework, and light emitted by the transverse displacement sensor perpendicularly irradiates the outer side face of a rim of the wheel. A detection point is arranged on the outer side face of a rim of a wheel, and a speed sensor is installed on the top face of a framework of a bogie and scans the detection point. Compared with direct measurement of the wheel-rail acting force, each sensor is installed on a framework or an axle box outside a wheel set or a track, and the wheel set or the track does not need to be transformed, so that the structure is simplified, and the installation and maintenance cost is saved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of track detection, specifically is dynamics indirect force measuring device. BACKGROUND

[0002] Metro vehicle dynamics performance evaluation is the core link of guaranteeing train safe operation, and the accurate measurement of wheel-rail force is directly related to the determination of key safety indexes such as derailment coefficient and wheel load reduction rate. On the basis of existing dynamics experiment, the direct force measurement method (wheel-rail force sensor implantation type measurement) is generally used in the industry to measure wheel-rail force, and the specific operation is to install high-precision force sensors on the wheelset or track. It has the following disadvantages:

[0003] Firstly, due to the implantation type installation of force sensors, structural modification needs to be made to the vehicle or track, which easily introduces additional mass to affect the authenticity of dynamic response, and there are problems such as complex structure, strong installation invasiveness and high maintenance cost.

[0004] Secondly, the sensors are exposed to high load, dusty and humid environment for a long time, and there is a risk of signal drift and service life attenuation. INVENTION CONTENT

[0005] The utility model aims at providing a dynamics indirect force measuring device to solve the disadvantages of implantation type installation of force sensors for directly measuring wheel-rail force.

[0006] The utility model adopts the technical scheme of: a dynamics indirect force measuring device, comprising a vertical displacement sensor, an acceleration sensor, a lateral displacement sensor, a speed sensor and a one-position bogie of a vehicle; the one-position bogie comprises a wheel, an axle box on a wheel axle and a framework installed on the axle box; a detection seat is installed on the outer end face of the axle box, the vertical displacement sensor is installed on the outer edge of the bottom end of the framework, and the vertical displacement sensor is centered on the detection seat; the acceleration sensor is installed on the top surface of the framework; the lateral displacement sensor is installed on the top surface of the framework, and the emitted light rays of the lateral displacement sensor vertically irradiate the outer side surface of the wheel rim of the wheel; a detection point is arranged on the outer side surface of the wheel rim of the wheel, and the speed sensor is installed on the top surface of the framework of the one-position bogie and scans the detection point.

[0007] Further, one detection seat is arranged on the outer end face of each axle box, one vertical displacement sensor is arranged on each detection seat, and one vertical displacement sensor is centered on one detection seat; all the vertical displacement sensors are arranged symmetrically along the longitudinal direction;

[0008] One lateral displacement sensor is arranged on one wheel, and the emitted light rays of each lateral displacement sensor vertically irradiate the outer side surface of the corresponding wheel rim; all the lateral displacement sensors are arranged symmetrically along the longitudinal direction;

[0009] One wheel is provided with one speed sensor, and detection points are arranged on the outer side of the wheel rim of each wheel respectively, and the speed sensor scans the corresponding detection point; the speed sensor is arranged symmetrically along the longitudinal direction.

[0010] Further, the detection seat comprises a vertical plate and a horizontal plate, the vertical plate is installed on the outer end surface of the axle box, and the horizontal plate is perpendicular to the emitted light of the vertical displacement sensor.

[0011] Further, the vertical plate is pasted on the outer end surface of the axle box.

[0012] Further, the detection point is a reflective sticker pasted on the outer side of the wheel rim.

[0013] Further, the vertical displacement sensor is pasted on the frame; the acceleration sensor is pasted on the frame; the lateral displacement sensor is pasted on the frame; and the speed sensor is pasted on the frame.

[0014] Further, the vertical displacement sensor, the acceleration sensor, the lateral displacement sensor and the speed sensor are connected to the controller in the vehicle through a data transmission cable.

[0015] The beneficial effects of the utility model are: the vertical displacement between the frame and the axle box, the acceleration of the frame, the lateral displacement between the frame and the axle box and the vehicle driving speed are obtained, and the wheel-rail action force can be reversed in combination with the vehicle body structure parameters. Compared with directly measuring the wheel-rail action force, each sensor is installed to the frame or the axle box outside the wheel set or the track, without the need of modifying the wheel set or the track, so that the structure is simplified, and the installation and maintenance cost is saved. Each sensor is symmetrically distributed on a bogie, the global force field reconstruction is realized, and the interference to the original structure of the vehicle is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is a top view of the utility model;

[0017] Figure 2 It is an A view of Figure 1 ; It is a B view of

[0018] Figure 3 ; It is a B view of Figure 1 ; It is a B view of

[0019] Figure 4 It is a vertical displacement measurement principle diagram;

[0020] Figure 5 It is a dynamic indirect force measuring device system structure diagram.

[0021] In the figure, the vertical displacement sensor 1, the acceleration sensor 2, the lateral displacement sensor 3, the speed sensor 4, the detection seat 5, the vertical plate 501, the horizontal plate 502, the detection point 6, the data transmission cable 7, the controller 8, the bogie 9, the wheel 901, the axle box 902, and the frame 903. DETAILED DESCRIPTION

[0022] The utility model is further described below in combination with the drawings and examples as follows:

[0023] In the utility model, the terms "longitudinal", "lateral", "vertical", "horizontal", "top", "bottom" and the like indicate the orientation or positional relationship based on the attached drawings. Figure 1 Or Figure 2 The orientation or positional relationship shown is merely for the convenience of describing the utility model and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model.

[0024] The bogie is a structure for supporting the vehicle to run on the running rail and is part of the vehicle. The bogie 9 is the foremost pair of bogies of the vehicle and comprises the wheel 901, the axle box 902 on the axle of the wheel 901, and the frame 903 mounted on the axle box 902. The wheel 901 is usually four in number, two of which are arranged side by side to form a wheel pair through a wheel axle. The outer side of each wheel 901 is provided with a said axle box 902, and the two ends of the wheel axle are supported on the corresponding axle boxes 902. The frame 903 is in the shape of an I-beam and is located on the top of the four axle boxes 902 to connect the four axle boxes 902 into a whole.

[0025] The utility model discloses a dynamics indirect force measuring device, as shown in Figure 1 and Figure 2 It comprises a vertical displacement sensor 1, an acceleration sensor 2, a lateral displacement sensor 3, a speed sensor 4, and a bogie 9 of a vehicle. The detection seat 5 is installed on the outer end face of the axle box 902. The outer end face is relative to the inner end face, and the side farther away from the wheel 901 in the lateral direction is the outer end face. The vertical displacement sensor 1 is installed on the outer edge of the bottom end of the frame 903, and the vertical displacement sensor 1 is centered on the detection seat 5. As shown in Figure 4 The detection seat 5 is fixed to the outer end face of the axle box 902, and the vertical displacement sensor 1 is fixed to the frame 903. The vertical distance H between the vertical displacement sensor 1 and the detection seat 5 is fixed. The vertical distance H is controlled within the range of the vertical displacement sensor 1, the vertical displacement sensor 1 can detect the detection seat 5, and the vertical distance change value measured by the vertical displacement sensor 1 is the vertical displacement value between the frame 903 and the axle box 902.

[0026] The accelerometer 2 is mounted on the top surface of the frame 903. The accelerometer 2 is a three-dimensional accelerometer (X, Y, Z axes) used to measure the vibration of the frame in the X (lateral), Y (longitudinal), and Z (vertical) directions. The Y-axis in the experimentally determined reference three-dimensional coordinate system is the positive direction of train movement (e.g., ...). Figure 1 As shown in the figure, the accelerometer 2 is installed with reference to this coordinate system, that is, the Y value is the longitudinal vibration acceleration of the frame, the X value is the lateral vibration acceleration, and the Z value is the vertical vibration acceleration.

[0027] like Figure 3 As shown, the lateral displacement sensor 3 is installed on the top surface of the frame 903, and the emitted light of the lateral displacement sensor 3 is perpendicular to the outer side of the rim of the wheel 901; the lateral displacement sensor 3 collects the horizontal distance S between itself and the outer side of the rim of the wheel 901, and the measured change value of the horizontal distance S is the lateral displacement between the frame 903 and the axle box 902.

[0028] A detection point 6 is provided on the outer side of the wheel rim. The speed sensor 4 is mounted on the top surface of the frame 903 and scans the detection point 6. The speed sensor 4 scans the detection point 6 to calculate the speed pulse signal, thereby determining the vehicle's speed.

[0029] By obtaining the vertical displacement between frame 903 and axle box 902, the acceleration of frame 903, the lateral displacement between frame 903 and axle box 902, and the vehicle speed, and combining this with the vehicle body structural parameters, the wheel-rail interaction force can be calculated. The formula for calculating the wheel-rail interaction force is:

[0030]

[0031] F y =m car a y +F resistance (v);

[0032] Among them, F x For the lateral force between the wheel and rail; F y For the longitudinal force between the wheel and rail; F z For the vertical force between the wheel and rail; K z K represents the vertical stiffness of the suspension system. x C is the lateral stiffness of the primary suspension. z For primary suspension vertical damping; C x For primary suspension lateral damping; m wheel For wheelset mass; m car Δz represents the vehicle body mass; Δz represents the vertical displacement, measured by vertical displacement sensor 1; Δx represents the lateral displacement, measured by lateral displacement sensor 3. The vertical displacement velocity is obtained by differentiating the vertical displacement. is the lateral displacement velocity, obtained by differentiating the lateral displacement; a x is the lateral acceleration of the bogie, measured by the acceleration sensor 2; a y is the longitudinal acceleration of the bogie, measured by the acceleration sensor 2; a z is the vertical acceleration of the bogie, measured by the acceleration sensor 2; L is the distance between the two wheels of the wheelset; r0 is the rolling radius of the wheel; f 22 is the lateral creep coefficient; F resistance (v) is the running resistance.

[0033] The running resistance is directly related to the vehicle speed, and the running resistance calculation formula is:

[0034] wherein p is the air density; C d is the air resistance coefficient; A is the windward area of the vehicle body; μ is the rolling friction coefficient; v is the vehicle speed, measured by the speed sensor 4. As can be seen from the running resistance calculation formula, the higher the vehicle speed, the running resistance increases in square, which is the main component of the longitudinal force.

[0035] and is obtained by differentiating the relative displacement value, mainly using the central difference method, by setting a specific frequency f s , the displacement data Δz and Δx are discretely processed to obtain Δz[n] and Δx[n], and the displacement velocity is calculated by the central difference method:

[0036]

[0037] wherein the sampling interval Δt = 1 / f s .

[0038] Compared with directly measuring the wheel-rail interaction force, each sensor is installed to the bogie 903 or the axle box 902 outside the wheelset or the track, without the need to modify the wheelset or the track, thereby simplifying the structure and saving the installation and maintenance costs. These detection components are installed to a bogie 9, and the bogie 9 is used as the front of the vehicle and first contacts the track irregularities (such as welds, switches, curve sections), and the dynamic response (vibration, displacement) thereof can directly reflect the original excitation characteristics of the track, avoiding the attenuation or interference of the vehicle body vibration on the signal. Generally, the dynamic data of a bogie is more globally representative, and is the preferred choice for test optimization.

[0039] To further reduce interference with the vehicle's original structure, in this embodiment, a detection seat 5 is installed on the outer end face of each axle box 902. Each detection seat 5 is equipped with a vertical displacement sensor 1, and each vertical displacement sensor 1 is aligned with one detection seat 5. All vertical displacement sensors 1 are arranged symmetrically along the longitudinal direction. All detection seats 5 are arranged symmetrically along the longitudinal direction. Each wheel 901 is equipped with a lateral displacement sensor 3, and the emitted light from each lateral displacement sensor 3 perpendicularly illuminates the outer surface of the rim of the corresponding wheel 901. All lateral displacement sensors 3 are arranged symmetrically along the longitudinal direction. Each wheel 901 is equipped with a speed sensor 4, and detection points 6 are respectively set on the outer surface of the rim of each wheel 901. The speed sensor 4 scans the corresponding detection points 6. The speed sensor 4 is arranged symmetrically along the longitudinal direction. With this configuration, these sensors and other components added to one bogie 9 are symmetrically distributed in one bogie 9, realizing full-domain force field reconstruction and reducing interference with the vehicle's original structure.

[0040] The detection seat 5 can be a flat plate or the like. In this embodiment, preferably, the detection seat 5 includes a vertical plate 501 and a horizontal plate 502. The vertical plate 501 is installed on the outer end face of the axle box 902, and the horizontal plate 502 is perpendicular to the emitted light of the vertical displacement sensor 1.

[0041] Furthermore, the upright plate 501 is attached to the outer end face of the axle box 902.

[0042] The detection point 6 is a reflective sticker affixed to the outer side of the wheel rim.

[0043] The vertical displacement sensor 1 is attached to the frame 903; the acceleration sensor 2 is attached to the frame 903; the lateral displacement sensor 3 is attached to the frame 903; and the velocity sensor 4 is attached to the frame 903.

[0044] Sensors and other components are installed by adhesive bonding, avoiding the need to modify the original structure.

[0045] like Figure 5 As shown, vertical displacement sensor 1, acceleration sensor 2, lateral displacement sensor 3, and velocity sensor 4 are connected to the controller 8 inside the vehicle via data transmission cable 7. The data detected by each sensor is transmitted to the controller 8 inside the vehicle via the data transmission cable 7, where it is automatically analyzed, processed, stored, and displayed.

Claims

1. A dynamic indirect force measuring device, characterized by: The vertical displacement sensor (1), the acceleration sensor (2), the lateral displacement sensor (3), the speed sensor (4) and a bogie (9) of the vehicle are included. The bogie (9) includes a wheel (901), an axle box (902) on the wheel shaft of the wheel (901) and a frame (903) mounted on the axle box (902); the outer end surface of the axle box (902) is provided with a detection seat (5), the vertical displacement sensor (1) is mounted on the outer edge of the bottom end of the frame (903) and centers the detection seat (5); the acceleration sensor (2) is mounted on the top surface of the frame (903); the lateral displacement sensor (3) is mounted on the top surface of the frame (903) and the emitted light of the lateral displacement sensor (3) vertically irradiates the outer side surface of the rim of the wheel (901); the detection point (6) is arranged on the outer side surface of the rim of the wheel (901) and the speed sensor (4) is mounted on the top surface of the frame (903) of the bogie (9) and scans the detection point (6).

2. The dynamic indirect force measurement device of claim 1, wherein: The outer end surface of each axle box (902) is respectively provided with a detection seat (5), one detection seat (5) is configured with one vertical displacement sensor (1) and one vertical displacement sensor (1) centers one detection seat (5); all the vertical displacement sensors (1) are arranged symmetrically along the longitudinal direction. One wheel (901) is configured with one lateral displacement sensor (3), the emitted light of each lateral displacement sensor (3) vertically irradiates the outer side surface of the rim of the corresponding wheel (901); all the lateral displacement sensors (3) are arranged symmetrically along the longitudinal direction. One wheel (901) is configured with one speed sensor (4), the detection point (6) is arranged on the outer side surface of the rim of each wheel (901) and the speed sensor (4) scans the corresponding detection point (6); the speed sensors (4) are arranged symmetrically along the longitudinal direction.

3. The dynamic indirect force measurement device of claim 1, wherein: The detection seat (5) includes a vertical plate (501) and a horizontal plate (502), the vertical plate (501) is mounted on the outer end surface of the axle box (902) and the horizontal plate (502) is perpendicular to the emitted light of the vertical displacement sensor (1).

4. The kinetics indirect force measuring device of claim 3, wherein: The vertical plate (501) is pasted on the outer end surface of the axle box (902).

5. A kinetic indirect force measuring device according to any one of claims 1-4, characterized in that: The detection point (6) is a reflective sticker pasted on the outer side surface of the rim.

6. A kinetic indirect force measuring device according to any one of claims 1-4, characterized in that: The vertical displacement sensor (1) is pasted on the frame (903), the acceleration sensor (2) is pasted on the frame (903), the lateral displacement sensor (3) is pasted on the frame (903) and the speed sensor (4) is pasted on the frame (903).

7. A kinetic indirect force measuring device according to any one of claims 1-4, characterized in that: The vertical displacement sensor (1), the acceleration sensor (2), the lateral displacement sensor (3) and the speed sensor (4) are connected to the controller (8) in the vehicle through the data transmission cable (7).

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