A subway seat impact durability testing device

Abstract

This utility model discloses a subway seat impact durability testing device, including a test frame 1 for fixing the subway seat under test. The test frame 1 is equipped with a drive module and a rigid guide rod that can slide within it. The output end of the drive module is connected to the upper end of the rigid guide rod via an electromagnet, and the lower end of the rigid guide rod is connected to an impact hammer. During testing, the drive module drives the rigid guide rod to pull the impact hammer away from the surface of the subway seat under test. After the electromagnet is de-energized, the impact hammer strikes the subway seat under test, thus achieving the impact test. This utility model can more realistically reflect the durability and safety of the seat, improving the accuracy of the test. At the same time, the device has a relatively simple structure, is easy to operate, and can effectively reduce testing costs.

Description

Technical Field

[0001] This utility model belongs to the field of seat testing technology, and more specifically, relates to a subway seat impact durability testing device. Background Technology

[0002] To ensure the safety, durability, and compliance with industry standards and regulations of the subway seats produced, it is necessary to conduct seat surface drop impact strength and backrest swing impact strength tests on the finished seats. This allows for the timely identification and resolution of problems in the design and manufacturing process, thereby improving the overall quality and reliability of the seats.

[0003] Traditional methods for testing the strength of subway seat surfaces typically involve applying a static load to the seat surface and maintaining that load for a period of time to observe deformation or damage. However, this method has significant limitations; it cannot accurately reproduce the instantaneous high-intensity impacts that seats experience under extreme usage conditions. Therefore, it is necessary to design a subway seat impact durability testing device to effectively address the aforementioned technical problems. Utility Model Content

[0004] In order to solve the problems existing in the prior art, this utility model aims to provide a subway seat impact durability testing device, which can effectively simulate extreme impact environment, improve the accuracy of testing, and reduce costs.

[0005] To achieve the above-mentioned technical objectives and effects, this utility model is implemented through the following technical solution:

[0006] A subway seat impact durability testing device includes a test frame 1 for fixing the subway seat under test. The test frame 1 is equipped with a drive module and a rigid guide rod that can slide within it. The output end of the drive module is connected to the upper end of the rigid guide rod via an electromagnet, and the lower end of the rigid guide rod is connected to an impact hammer. During the test, the drive module drives the rigid guide rod to pull the impact hammer away from the surface of the subway seat under test. After the electromagnet is de-energized, the impact hammer strikes the subway seat under test, thereby realizing the impact test of the subway seat.

[0007] Furthermore, the drive module and the rigid guide rod are vertically arranged on the crossbeam of the test frame 1.

[0008] Furthermore, the drive module and the rigid guide rod are inclinedly arranged on the crossbeam of the test frame 1.

[0009] Furthermore, the angle of the crossbeam of the test frame 1 used to set the drive module and the rigid guide bar is adjustable.

[0010] Furthermore, the drive module includes a fixed base 1, on which a cylinder is mounted. The cylinder is connected to a solenoid valve via a corresponding air pipe, and a connecting plate is provided at the front end of the cylinder piston rod.

[0011] Furthermore, the connecting plate is provided with at least two sets of guide shafts, which slide through the fixed base 1.

[0012] Furthermore, five lifting rings A are provided on one end face of the impact hammer, and the lifting rings A are connected to the lower end of the rigid guide rod by flexible ropes A.

[0013] Furthermore, a lifting ring B is provided on the outer surface of the impact hammer, and the lifting ring B is connected to the crossbeam of the test frame 1 by a flexible rope B.

[0014] Furthermore, the impact hammer is made of wood.

[0015] Furthermore, it also includes a control system for controlling the device.

[0016] The beneficial effects of this invention are as follows: This invention can simulate the extreme impact environment that subway seats may suffer in actual use. Compared with traditional static load testing methods, it can more realistically reflect the durability and safety of the seats, improving the accuracy of the test. At the same time, the device has a relatively simple structure and is easy to operate. Parameters such as the weight of the impact hammer, the drop height or impact distance, and the number of impacts can be adjusted according to different testing needs, providing a certain degree of flexibility and effectively reducing testing costs.

[0017] The above description is merely an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it according to the contents of the specification, the preferred embodiments of this utility model are described in detail below with reference to the accompanying drawings. The specific implementation methods of this utility model are given in detail in the following embodiments and their accompanying drawings. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0019] Figure 1 This is a schematic diagram of the overall structure of the first embodiment of the device of this utility model;

[0020] Figure 2 This is a schematic diagram of the overall structure of the second embodiment of the present utility model;

[0021] Figure 3This is a schematic diagram of the second embodiment of the present invention after the control system has been removed;

[0022] Figure 4 This is a schematic diagram of the drive module of this utility model.

[0023] The following are the labels in the diagram: 1. Test frame; 2. Drive module; 3. Rigid guide rod; 4. Electromagnet; 5. Impact hammer; 6. Lifting ring A; 7. Flexible rope A; 8. Lifting ring B; 9. Flexible rope B; 10. Control system; 11. Shock absorber; 21. Fixing base; 22. Cylinder; 23. Solenoid valve; 24. Connecting plate; 25. Guide shaft; 101. Fixing plate. Detailed Implementation

[0024] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] It should be noted that all directional indicators (such as up, down, left, right, front, back, upper end, lower end, top, bottom, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0026] Example 1

[0027] See Figure 1 As shown, a subway seat impact durability testing device includes a test frame 1 for fixing the subway seat under test. A drive module 2 and a rigid guide rod 3 that can slide within the crossbeam of the test frame 1 are arranged. Both the drive module 2 and the rigid guide rod 3 are arranged vertically downwards. The output end of the drive module 2 is connected to the upper end of the rigid guide rod 3 through an electromagnet 4. The lower end of the rigid guide rod 3 is connected to an impact hammer 5. The impact hammer 5 is made of wood and weighs 20 kg, but is not limited to 20 kg; other weights can be used, depending on the testing requirements. During the test, the drive module 2 drives the rigid guide rod 3 to pull the impact hammer 5 away from the seat surface of the subway seat under test. After the electromagnet 4 is de-energized and demagnetized, the impact hammer 5 falls freely downwards and impacts the seat surface of the subway seat under test, thus realizing the impact test on the subway seat. During the testing, the impact hammer 5 was subjected to 10,000 drop impact tests at heights of 150mm, 200mm, 250mm, and 300mm from the subway seat surface.

[0028] Further, see Figure 4As shown, the drive module 2 includes a fixed base 21 fixedly connected to the crossbeam of the test frame 1. A vertically downward cylinder 22 is provided on the fixed base 21. The cylinder 22 is connected to a solenoid valve 23 through a corresponding air pipe. A connecting plate 24 is provided at the front end of the piston rod of the cylinder 22. Two sets of guide shafts 25 are provided on the connecting plate 24. The guide shafts 25 can slide through the fixed base 21. The number of sets of guide shafts 25 is not limited to two, and more can be provided, depending on the actual situation. During the test, the solenoid valve 23 is connected to an external air supply device through a corresponding air pipe, and the electromagnet 4 is fixed on the connecting plate 24.

[0029] For further details, please refer to [link / reference]. Figure 1 As shown, five lifting rings A6 are provided on one end face of the impact hammer 5. During installation, one lifting ring A6 is located in the center of the end face of the impact hammer 5, and the other four lifting rings A6 are evenly distributed around the center lifting ring A6. During testing, when the impact hammer 5 falls from a low impact height, the lifting ring A6 in the center is connected to the lower end of the rigid guide rod 3 via a flexible rope A7. When the impact hammer 5 falls from a high impact height, the lifting rings A6 distributed around the center are connected to the lower end of the rigid guide rod 3 via flexible ropes A7. The flexible ropes A7 are connected to the lifting rings A6 and the rigid guide rod 3 via carabiners, or... The flexible rope A7 is directly connected to the lifting ring A6 and the rigid guide rod 3 by knotting. In this embodiment, to facilitate the connection between the flexible rope A7 and the lower end of the rigid guide rod 3, a detachable connecting ring is provided at the lower end of the rigid guide rod 3. In addition, to prevent the rigid guide rod 3 from sliding out of the crossbeam of the test frame 1 when the impact hammer 5 impacts the subway seat, a countersunk head is formed at the upper end of the rigid guide rod 3. A shock-absorbing pad 11 is sleeved on the rigid guide rod 3 between the countersunk head and the crossbeam of the test frame 1. The shock-absorbing pad 11 reduces the impact of the countersunk head on the crossbeam of the test frame 1 when the impact hammer 5 impacts the subway seat, thereby reducing noise and increasing service life.

[0030] For further details, please refer to [link / reference]. Figure 1 As shown, the device also includes a control system 10 for controlling the device, and the control system 10 is disposed on one side of the test frame 1; when connected, the solenoid valve 23 and the electromagnet 4 are respectively electrically connected to the control system 10.

[0031] Example 2

[0032] See Figure 2-3As shown, a subway seat impact durability testing device includes a test frame 1 for fixing the subway seat under test. A drive module 2 and a rigid guide rod 3 that can slide within the crossbeam of the test frame 1 are arranged. Both the drive module 2 and the rigid guide rod 3 are inclined. The output end of the drive module 2 is connected to the upper end of the rigid guide rod 3 through an electromagnet 4. The lower end of the rigid guide rod 3 is connected to an impact hammer 5. The impact hammer 5 is made of wood and weighs 20 kg, but is not limited to 20 kg; other weights can be used, depending on the testing requirements. During the test, the drive module 2 drives the rigid guide rod 3 to pull the impact hammer 5 away from the back of the subway seat under test. After the electromagnet 4 is de-energized and demagnetized, the impact hammer 5 strikes the back of the subway seat under test, thus realizing the impact test on the subway seat. During the testing, the impact hammer 5 was subjected to 10,000 impact tests at distances of 150mm, 200mm, 250mm, and 300mm from the back of the subway seat.

[0033] Further, see Figure 2-3 As shown, both ends of the crossbeam of the test frame 1 used to set the drive module 2 and the rigid guide rod 3 are provided with fixing plates 101. The fixing plates 101 are locked onto the test frame 1 by corresponding locking bolts. The locking holes of the fixing plates 101 are arc-shaped holes, thereby realizing the adjustable angle of the crossbeam of the test frame 1 used to set the drive module 2 and the rigid guide rod 3. In this way, the angle of the drive module 2 and the rigid guide rod 3 can be adjusted according to the test angle of the subway seat back.

[0034] Further, see Figure 4 As shown, the drive module 2 includes a fixed base 21 fixedly connected to the crossbeam of the test frame 1. An inclined cylinder 22 is provided on the fixed base 21. The cylinder 22 is connected to a solenoid valve 23 through a corresponding air pipe. A connecting plate 24 is provided at the front end of the piston rod of the cylinder 22. Two sets of guide shafts 25 are provided on the connecting plate 24. The guide shafts 25 can slide through the fixed base 21. The number of sets of guide shafts 25 is not limited to two, and more can be provided, depending on the actual situation. During the test, the solenoid valve 23 is connected to an external air supply device through a corresponding air pipe, and the electromagnet 4 is fixed on the connecting plate 24.

[0035] Further, see Figure 2-3As shown, five lifting rings A6 are provided on one end face of the impact hammer 5. During installation, one lifting ring A6 is located in the middle of the end face of the impact hammer 5, and the other four lifting rings A6 are evenly distributed around the middle lifting ring A6. A lifting ring B8 is also provided on the outer surface of the impact hammer 5. During connection, the lifting ring B8 is connected to the crossbeam of the test frame 1 by a flexible rope B9, while the lifting ring A6 is connected to the lower end of the rigid guide rod 3 by a flexible rope A7. During testing, the cylinder 22 drives the rigid guide rod 3 to pull the flexible rope A7, thereby lifting the impact hammer 5. The impact hammer 5 swings around the connection point between the lifting ring B8 and the crossbeam of the test frame 1. After the electromagnet 4 is de-energized, the impact hammer 5 automatically swings to impact the back of the subway seat under test, thus achieving an impact test on the subway seat. When the swing angle of the impact hammer 5 is small, the lifting ring A6 installed in the middle is connected to the lower end of the rigid guide rod 3 via a flexible rope A7. When the swing angle of the impact hammer 5 is large, the lifting rings A6 distributed around the perimeter are connected to the lower end of the rigid guide rod 3 via flexible ropes A7. It should be noted that the flexible ropes A7... When the flexible rope A7 and the flexible rope B9 are connected, the flexible rope A7 is connected to the hanging ring A6 and the rigid guide rod 3 via a carabiner, or the flexible rope A7 is directly connected to the hanging ring A6 and the rigid guide rod 3 by knotting. Similarly, the flexible rope B9 is connected to the hanging ring B8 and the crossbeam of the test frame 1 via a carabiner, or the flexible rope B9 is connected to the hanging ring B8 and the crossbeam of the test frame 1 by knotting. This connection is made to facilitate the connection of the flexible rope A7 to the lower end of the rigid guide rod 3, and the connection of the flexible rope B9 to the... The crossbeam of the test frame 1 is connected by a detachable connecting ring, which is provided at the lower end of the rigid guide rod 3 and on the crossbeam of the test frame 1. In addition, in order to prevent the rigid guide rod 3 from sliding out of the crossbeam of the test frame 1 when the impact hammer 5 swings against the subway seat, a countersunk head is formed at the upper end of the rigid guide rod 3. A shock-absorbing pad 11 is sleeved on the rigid guide rod 3 between the countersunk head and the crossbeam of the test frame 1. The shock-absorbing pad 11 reduces the impact of the countersunk head on the crossbeam of the test frame 1 when the impact hammer 5 swings against the subway seat, thereby reducing noise and increasing service life.

[0036] Further, see Figure 2-3 As shown, the device also includes a control system 10 for controlling the device, and the control system 10 is disposed on one side of the test frame 1; when connected, the solenoid valve 23 and the electromagnet 4 are respectively electrically connected to the control system 10.

[0037] The working principle of this utility model is as follows:

[0038] Before testing, connect the solenoid valve 23 in this device to the external air supply device through the corresponding air pipe, and fix the seat under test on the test frame 1.

[0039] During testing, after setting the number of impacts and the interval time through the control system 10, the device is activated. The piston rod of cylinder 22 extends, driving electromagnet 4 to approach rigid guide rod 3, achieving adsorption on the upper end of rigid guide rod 3. Then, the piston rod of cylinder 22 retracts, thereby driving rigid guide rod 3 to pull flexible rope A7, which in turn pulls impact hammer 5 to a set height or swings impact hammer 5 to a set distance. After that, the piston rod of cylinder 22 remains in its original position, electromagnet 4 is de-energized and demagnetized, disconnecting from rigid guide rod 3. At this time, impact hammer 5 falls onto the subway seat surface or swings towards the subway seat back, achieving an impact test on the subway seat. After completing one test, electromagnet 4 is re-energized, and the above test steps are repeated until the set number of tests is completed.

[0040] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A subway seat impact endurance test device, comprising a test frame (1) capable of fixing a subway seat to be tested, characterized in that: The test frame (1) is equipped with a drive module (2) and a rigid guide rod (3) that can slide inside it. The output end of the drive module (2) is connected to the upper end of the rigid guide rod (3) through an electromagnet (4). The lower end of the rigid guide rod (3) is connected to an impact hammer (5). During the test, the drive module (2) can pull the impact hammer (5) away from the surface of the subway seat being tested by driving the rigid guide rod (3). After the electromagnet (4) is de-energized and demagnetized, the impact hammer (5) strikes the subway seat being tested, thereby realizing the impact test on the subway seat.

2. The subway seat impact durability test device according to claim 1, characterized by: The drive module (2) and the rigid guide rod (3) are vertically arranged on the crossbeam of the test frame (1).

3. The subway seat impact durability test device according to claim 1, characterized by: The drive module (2) and the rigid guide rod (3) are inclinedly arranged on the crossbeam of the test frame (1).

4. The subway seat impact durability test device according to claim 3, characterized by: The angle of the crossbeam of the test frame (1) used to set the drive module (2) and the rigid guide rod (3) is adjustable.

5. The subway seat impact durability test device according to any one of claims 1 to 3, characterized by: The drive module (2) includes a fixed base (21), on which a cylinder (22) is provided. The cylinder (22) is connected to a solenoid valve (23) through a corresponding air pipe, and a connecting plate (24) is provided at the front end of the piston rod of the cylinder (22).

6. The subway seat impact durability test device according to claim 5, characterized by: The connecting plate (24) is provided with at least two sets of guide shafts (25), which slide through the fixed seat (21).

7. The subway seat impact durability testing device according to claim 1, characterized in that: Five lifting rings A (6) are provided on one side end face of the impact hammer (5), and the lifting rings A (6) are connected to the lower end of the rigid guide rod (3) by a flexible rope A (7).

8. The subway seat impact durability test device according to claim 7, characterized by: A lifting ring B (8) is provided on the outer surface of the impact hammer (5), and the lifting ring B (8) is connected to the crossbeam of the test frame (1) by a flexible rope B (9).

9. The subway seat impact durability test device according to claim 7 or 8, characterized by: The impact hammer (5) is made of wood.

10. The subway seat impact durability test device according to claim 1, characterized by: It also includes a control system (10) for controlling the device.

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