Train collision simulation platform

Abstract

The application relates to a train collision simulation platform, which comprises a collision track, a collision wall arranged at one end of the collision track, a driving assembly connected with a train model and used for driving the train model to move along the collision track so that the train model can collide with the collision wall, a sensing assembly arranged at the collision track and the collision wall and used for detecting the running speed of the train model and the collision force, and an anti-falling-off assembly arranged at a bogie of the train model and used for rollingly abutting against the collision track and preventing the train model from falling off the collision track. Thus, the train model can accurately move along the collision track, the problem that the train model cannot collide due to falling off the collision track can be avoided, the problem that the train model speed cannot meet the collision simulation requirement due to the friction type anti-falling-off can also be avoided, the accuracy of the train model collision simulation result is ensured, the abrasion of the collision track is reduced, and the use cost is lowered.

Description

Technical Field

[0001] This application relates to the field of train collision testing technology, and in particular to a train collision simulation platform. Background Technology

[0002] Locomotive and rolling stock collisions are among the most serious accidents in locomotive and rolling stock operation. In order to study and explore the collision characteristics of locomotives and rolling stock at a certain speed, especially the damage forms and degrees of damage to key parts such as locomotive and rolling stock energy absorption devices, locomotive driver's cab structure, and passenger car ends during a collision, most scientific and technological workers use large-scale software to calculate and simulate the collision of vehicle structural components and the whole vehicle. They want to study some characteristic parameters of the collision in this way as a basis for design. However, since the collision problem formed by the combination of elastic and rigid bodies is a completely new discipline, there will inevitably be a large difference between the characteristics of simple calculation simulation and actual collision. Therefore, it is necessary to conduct vehicle collision experiments to collect and study the data after the vehicle collision.

[0003] Because full-scale train crash tests are prohibitively expensive, scaled-down model crash test systems and simulation methods have become a new and effective means of studying train crashworthiness. Subsequently, several crash test devices emerged. One type lacks derailment prevention structures, potentially leading to train derailment before the actual collision, thus failing to effectively simulate train model crashes. Another type, while possessing derailment prevention structures, uses friction to clamp the track, which reduces train speed and causes wear on the track and anti-derailment structures, increasing operating costs and failing to accurately simulate train model collisions. Utility Model Content

[0004] Therefore, it is necessary to provide a train collision simulation platform to address the problem that the lack of anti-detachment components or the poor effectiveness of anti-detachment components in current collision test devices affects the accuracy of train model collision simulation results. This platform can avoid the problem of being unable to perform collision simulation due to the train model leaving the collision track, and it can also avoid the problem that the speed of the train model cannot meet the collision simulation requirements due to friction-based anti-detachment, thus ensuring the accuracy of train model collision simulation results.

[0005] A train collision simulation platform is used to perform collision simulations on train models. The train collision simulation platform includes:

[0006] The collision track on which the wheels of the train model are movably mounted;

[0007] A collision wall is provided at one end of the collision track;

[0008] A drive component is connected to the train model and drives the train model to move along the collision track so that the train model can collide with the collision wall;

[0009] Sensing components, respectively located on the collision track and the collision wall, are used to detect the train model's speed and collision force; and

[0010] An anti-detachment component is provided on the bogie of the train model and can roll against the collision track to prevent the train model from detaching from the collision track.

[0011] In one embodiment of this application, the collision track is a straight track, and there are two collision tracks laid in parallel, with the two collision tracks engaging with the wheels of the train model;

[0012] And / or, the cross-sectional shape of the collision track is I-shaped;

[0013] And / or, the collision track and the collision wall are disposed on a test plane, which is the surface of a test platform or a flat ground;

[0014] And / or, the train model is a heavy-haul train model.

[0015] In one embodiment of this application, the collision wall includes a wall and a support member, the wall being located at one end of the collision track for colliding with the train model;

[0016] The support member abuts against the wall on the side of the wall opposite to the collision track.

[0017] In one embodiment of this application, the wall is arranged in a vertical direction;

[0018] And / or, the support member is arranged at an angle;

[0019] And / or, the support member is a support beam or a support plate.

[0020] In one embodiment of this application, the sensing component includes a controller and a speed detection element and a pressure detection element electrically connected to the controller. The speed detection element is disposed on the collision track and is used to detect the travel speed of the train model and feed it back to the controller. The pressure detection element is disposed on the collision wall and is disposed opposite to the train model. The pressure detection element is used to detect the collision force when the train model collides with the collision wall and feed it back to the controller.

[0021] In one embodiment of this application, the pressure detection element is positioned directly opposite the front of the train model at the location output by the collision wall;

[0022] And / or, the speed detection device is a radar sensor;

[0023] And / or, the pressure detection element is a quartz dynamic force sensor.

[0024] In one embodiment of this application, the driving assembly includes a driving member and a transmission member. The driving member is disposed at the end of the collision track away from the collision wall, and the transmission member drives the driving member and the train model to drive the train model to move along the collision track.

[0025] In one embodiment of this application, the transmission component includes a take-up roller, a traction rope, and a reversing wheel. The take-up roller is disposed at the output end of the drive component, the reversing wheel is rotatably mounted on the collision wall, one end of the traction rope is releasable or wound around the take-up roller, and the other end of the traction rope passes around the reversing wheel and is connected to the train model.

[0026] Wherein, the reversing wheel is positioned below the front of the train model and / or the driving component is a servo motor with integrated motor control.

[0027] In one embodiment of this application, the anti-detachment component includes a clamping arm and a rolling wheel. One end of the clamping arm is disposed on the bogie, and the other end extends toward the collision track. The rolling wheel is rotatably disposed on the clamping arm and rotatably abuts against the collision track.

[0028] In one embodiment of this application, the number of anti-derailment components is two, and they are symmetrically arranged on the bogie of the train model;

[0029] And / or, the anti-detachment component is located outside the collision track so that the rolling wheel can roll against the outer or inner wall of the collision track;

[0030] And / or, the anti-detachment assembly further includes a rotating seat, the rotating seat being fixed to the other end of the clamping arm, and the rolling wheel being rotatably mounted on the rotating seat.

[0031] By adopting the above technical solution, this application has at least the following technical effects:

[0032] The train collision simulation platform of this application includes a collision wall at one end of the collision track. A drive component is connected to a train model and can drive the train model to move along the collision track so that the train model can collide with the collision wall. Sensing components are located on both the collision track and the collision wall, and can detect the collision force at the train model's travel speed. An anti-detachment component is installed on the bogie of the train model and can roll against the collision track to prevent the train model from detaching from the collision track.

[0033] Thus, when the drive assembly propels the train model along the collision track, the anti-detachment component limits the train model to prevent it from leaving the collision track. During this process, the sensing component detects the collision force of the train model at its current speed, enabling collision simulation. This ensures the train model moves accurately along the collision track, avoiding the inability to perform collision simulations due to the train model detaching from the track. It also effectively simulates collisions and avoids the problem of friction-based anti-detachment mechanisms causing the train model's speed to fail to meet the collision simulation requirements, guaranteeing the accuracy of the collision simulation results and realistically reflecting the collision situation. Furthermore, it reduces wear on the collision track and lowers operating costs. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a train collision simulation platform according to an embodiment of this application.

[0035] Figure 2 for Figure 1 The diagram shows the train collision simulation platform working in conjunction with the train model.

[0036] Figure 3 for Figure 2 The image shows a partial side view of the train collision simulation platform in conjunction with the train model.

[0037] Figure 4 for Figure 1 The diagram shows the module diagram of the sensing components in the train simulation platform.

[0038] The components are as follows: 100, Train Collision Simulation Platform; 110, Collision Track; 120, Collision Wall; 121, Wall Body; 122, Support Component; 130, Drive Component; 131, Drive Component; 132, Transmission Component; 1321, Take-up Roller; 1322, Traction Rope; 1323, Reversing Wheel; 140, Sensing Component; 141, Controller; 142, Speed ​​Detector; 143, Pressure Detector; 150, Anti-detachment Component; 151, Clamping Arm; 152, Rolling Wheel; 153, Rotating Seat; 160, Test Surface; 200, Train Model; 210, Car Body; 220, Wheel; 230, Axle; 240, Bogie. Detailed Implementation

[0039] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0040] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0041] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0042] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0043] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact, or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0044] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0045] Understandably, locomotive and rolling stock collisions are among the most serious accidents in locomotive and rolling stock operation. Since full-scale train collision tests are prohibitively expensive, scaled-down model collision test systems and simulation methods have become a new and effective means of studying train crashworthiness. Subsequently, several collision test devices emerged. One type lacks derailment prevention structures, potentially leading to train derailment before the actual collision, thus failing to effectively simulate collisions with the train model. Another type, while possessing derailment prevention structures, uses friction to clamp the track, which reduces train speed and causes wear on the track and anti-derailment structures, increasing operating costs and failing to accurately simulate collision scenarios with the train model.

[0046] For this purpose, please refer to Figures 1 to 3 This application provides a train collision simulation platform 100. The train collision simulation platform 100 is used to perform collision simulations on a train model 200. Figure 1 This is a schematic diagram of a train collision simulation platform 100 according to an embodiment of this application. Figure 2 for Figure 1 The diagram shows the interaction between the train collision simulation platform 100 and the train model 200. Figure 3 for Figure 2 A partial side view of the train collision simulation platform 100 and the train model 200 shown.

[0047] It is understandable that the train model 200 is a scaled-down model of the actual locomotive and rolling stock. After the train collision simulation platform 100 performs collision simulation on the train model 200, it can calculate the damage patterns and degrees of damage to key parts of the actual locomotive and rolling stock based on the damage patterns and degrees of damage occurring in key parts of the train model 200. This allows for the study of the train's collision resistance characteristics, thus providing a collision research basis for the practical application of locomotives and rolling stock. It is worth noting that the focus of this application is on the collision simulation of the train model 200 by the train collision simulation platform 100. The calculation of the actual locomotive and rolling stock based on the collision of the train model 200 is not the focus of this application and can be achieved using existing technologies. This point will not be elaborated upon in this application.

[0048] To better illustrate the specific structure of the train collision simulation platform 100, the structure of the train model 200 will be briefly introduced here. For example... Figure 2 and Figure 3 As shown, the train model 200 includes a car body 210, wheels 220, axles 230, and bogies 240. The top of the bogies 240 is mounted on the bottom of the car body 210. The two ends of the axles 230 are rotatably connected to the bogies 240 on both sides, and the wheels 220 are fixedly mounted on the two ends of the axles 230. When the train model 200 moves, the wheels 220 can drive the axles 230 to rotate relative to the bogies 240 and the wheels 220, thereby enabling the train model 200 to move.

[0049] The train collision simulation platform 100 of this application enables the train model 200 to move accurately along the collision track 110, avoiding the problem of being unable to perform collision simulation due to the train model 200 detaching from the collision track 110. This effectively simulates the collision of the train model 200. Simultaneously, it avoids the problem of the train model 200's speed failing to meet the collision simulation requirements due to friction-based anti-detachment mechanisms, ensuring the accuracy of the collision simulation results and realistically reflecting the collision situation of the train model 200. It also reduces wear on the collision track 110 and lowers usage costs. The specific structure of the train collision simulation platform 100 in some embodiments is described below.

[0050] See Figures 1 to 3 In one embodiment, the train collision simulation platform 100 includes a collision track 110, a collision wall 120, a drive assembly 130, a sensing assembly 140, and an anti-detachment assembly 150. The wheels 220 of the train model 200 are movably mounted on the collision track 110. The collision wall 120 is located at one end of the collision track 110. The drive assembly 130 is connected to the train model 200 and drives the train model 200 to move along the collision track 110, enabling the train model 200 to collide with the collision wall 120. The sensing assembly 140 is located on both the collision track 110 and the collision wall 120, and is used to detect the travel speed and collision force of the train model 200. The anti-detachment assembly 150 is located on the bogie 240 of the train model 200 and rolls against the collision track 110 to prevent the train model 200 from detaching from the collision track 110.

[0051] The collision track 110 is the track on which the train model 200 travels, and the wheels 220 of the train model 200 are rotatably mounted on the collision track 110. The drive assembly 130 is the power source for the movement of the train model 200, and the drive assembly 130 can be connected to the train model 200 to drive the train model 200 to move along the collision track 110. The collision wall 120 is the collision component for the collision simulation of the train model 200, and the collision wall 120 is set at one end of the collision track 110. When the drive assembly 130 drives the train model 200 to move along the collision track 110, the front of the train model 200 can collide with the collision wall 120, thereby realizing the collision simulation of the train model 200.

[0052] The sensing component 140 is used to detect the speed and collision force of the train model 200. The sensing component 140 is located on both the collision track 110 and the collision wall 120 to detect the speed of the train model 200 and the collision force at that speed. When the train model 200 moves along the collision track 110, the sensing component 140 can detect its speed. When the train model 200 collides with the collision wall 120, the sensing component 140 can detect the collision force.

[0053] Thus, collision simulation of the train model 200 can be achieved based on its travel speed and the collision force at that speed. In this way, collision tests can be conducted on the train model 200, replicated to scale with the actual vehicle, via the collision track 110, collision wall 120, drive assembly 130, and sensor assembly 140, eliminating the need for a real vehicle for collision simulation and reducing testing costs.

[0054] Understandably, when the wheels 220 of the train model 200 move along the collision track 110, they may detach from the collision track 110, making it impossible to perform collision simulation. Alternatively, if the collision track 110 is held in place by friction, the train model 200's speed will decrease, affecting the accuracy of the collision simulation results. Therefore, the train collision simulation platform 100 of this application also includes an anti-detachment component 150. The anti-detachment component 150 is disposed on the bogie 240 of the train model 200 and can roll against the collision track 110 to prevent the train model 200 from detaching from the collision track 110.

[0055] The anti-derailment component 150 can roll against the collision track 110, preventing the train model 200 from derailing and thus preventing it from leaving the collision track 110. In this way, the train model 200 can move accurately along the collision track 110 and collide with the collision wall 120, avoiding derailment of the train model 200 before the collision, thereby effectively simulating the collision of the train model 200.

[0056] Meanwhile, since the anti-detachment component 150 can rotate and abut against the collision track 110, there is no need to use friction to clamp the collision track 110, which can ensure the travel speed of the train model 200 so that the train model 200 can perform collision simulation at the required speed, thereby ensuring the accuracy of the collision simulation results of the train model 200. In addition, it can also reduce the wear on the collision track 110, thereby extending its service life and reducing the cost of use.

[0057] See Figures 1 to 3 In one embodiment, the train model 200 is a heavy-haul train model. That is, the train collision simulation platform 100 of this application primarily performs collision simulations on heavy-haul train models. Here, heavy-haul trains mainly refer to freight trains. Of course, heavy-haul trains can also be other types of locomotives and rolling stock.

[0058] See Figures 1 to 3 In one embodiment, the collision track 110 is a straight track, and there are two collision tracks 110 laid in parallel. The two collision tracks 110 cooperate with the wheels 220 of the train model 200. The straight collision track 110 can better improve the travel speed of the train model 200, thereby improving the accuracy of the collision simulation results of the train model 200. Furthermore, the number of collision tracks 110 is two, and they are arranged in parallel to realistically simulate the tracks of actual locomotives and rolling stock. At the same time, the distance between the two collision tracks 110 is equal to the distance between the wheels 220 at both ends of the same axle 230 on the train model 200. In this way, the two wheels 220 of the same axle 230 can cooperate with the two collision tracks 110 and move along the collision track 110.

[0059] See Figure 3 In one embodiment, the collision track 110 has an I-shaped cross-section. The I-shaped structure can improve the strength and rigidity of the collision track 110, thereby ensuring the performance of the collision track 110.

[0060] See Figure 3 In one embodiment, the collision track 110 and the collision wall 120 are disposed on a test plane 160, which is the surface of a test platform or a flat ground. The test plane 160 serves as the reference plane for the collision track 110 and the collision wall 120. The test plane 160 supports the collision track 110 and the collision wall 120, ensuring that the reference planes of the collision track 110 and the collision wall 120 are consistent, facilitating collision simulation of the train model 200. Furthermore, the type of the test plane 160 is not limited in principle; it can be the surface of a test platform, a flat ground, or other surfaces.

[0061] See Figure 1 and Figure 2In one embodiment, the collision wall 120 includes a wall 121 and a support member 122. The wall 121 is located at one end of the collision track 110 and is used to collide with the train model 200. The support member 122 abuts against the wall 121 on the side of the wall 121 facing away from the collision track 110. The wall 121 is the main component that collides with the train model 200, and the wall 121 has a test plane 160 and is located at one end of the collision track 110.

[0062] When the train model 200 moves along the collision track 110, it can collide with the wall 121 to simulate the collision. Furthermore, a support member 122 is positioned on the back of the wall 121 (i.e., the surface of the wall 121 facing away from the collision track 110). One end of the support member 122 is fixed to the test plane 160, and the other end abuts against the back of the wall 121. The support member 122 enhances the stability of the wall 121, preventing it from collapsing during a collision and ensuring the reliability of the collision simulation.

[0063] See Figure 1 and Figure 2 In one embodiment, the wall 121 is arranged vertically. This ensures the structural strength and stability of the wall 121, prevents it from tilting and collapsing, and guarantees the reliability of the collision simulation.

[0064] See Figure 1 and Figure 2 In one embodiment, the support member 122 is arranged at an angle. After the support member 122 is arranged at an angle, one end of the support member 122 is fixed to the test plane 160, and the other end abuts against the back of the wall 121. The support member 122 enhances the stability of the wall 121, prevents the wall 121 from collapsing during a collision, and ensures the reliability of the collision simulation.

[0065] See Figure 1 and Figure 2 In this embodiment, the support member 122 is a support beam, with its bottom end fixed to the test plane 160 and its other end abutting against the wall 121. Of course, in other embodiments, the support member 122 can also be a support plate. Optionally, the number of support members 122 is one or at least two. When there are at least two support members 122, at least two support members 122 are spaced apart and abut against the wall 121.

[0066] See Figure 1 , Figure 2 and Figure 4In one embodiment, the sensing component 140 includes a controller 141 and a speed detection element 142 and a pressure detection element 143 electrically connected to the controller 141. The speed detection element 142 is disposed on the collision track 110 and is used to detect the travel speed of the train model 200 and feed it back to the controller 141. The pressure detection element 143 is disposed on the collision wall 120 and is disposed opposite to the train model 200. The pressure detection element 143 is used to detect the collision force when the train model 200 collides with the collision wall 120 and feed it back to the controller 141. Figure 4 for Figure 1 The diagram shows a module diagram of the sensing component 140 in the train simulation platform.

[0067] Speed ​​detection component 142 is a component for detecting the travel speed of train model 200, and speed detection component 142 is disposed on collision track 110. When train model 200 moves along collision track 110, speed detection component 142 can detect the travel speed of train model 200. Pressure detection component 143 is a component for detecting the collision force of train model 200, pressure detection component 143 is disposed on the wall and facing train model 200.

[0068] When the train model 200 collides with the collision wall 120, the train model 200 hits the pressure detection element 143, which detects the impact force. The controller 141 is a component in the sensing assembly 140 that performs control and storage functions. The controller 141 is electrically connected to the speed detection element 142 and the pressure detection element 143; the travel speed detected by the speed detection element 142 and the impact force detected by the pressure detection element 143 are transmitted to the controller 141.

[0069] Thus, the speed detector 142 and pressure detector 143 can collect data on the force and speed of the train model 200 during the collision. The speed detector 142 is positioned on the track and can calculate the speed of the train model 200 based on the time it takes for the train model 200 to travel from the front to the rear. This speed data is then transmitted to the controller 141. The pressure detector 143 is located on the front of the wall 121. When the train model 200 impacts the pressure detector 143, it transmits the impact force to the controller 141, allowing personnel to view and process the data.

[0070] See Figure 1 and Figure 2In one embodiment, the pressure detection element 143 is positioned directly opposite the front of the train model 200 at the location output by the collision wall 120. That is, the height dimension of the pressure detection element 143 relative to the test plane 160 is equal to the height dimension of the front of the train model 200 relative to the test plane 160. This allows the pressure detection element 143 to be directly opposite the front of the train model 200, ensuring direct contact between the train model 200 and the pressure detection element 143 when the train model 200 collides with the collision wall 120, thus improving the accuracy of the pressure detection element 143 in detecting the collision force.

[0071] Optionally, the speed detection element 142 is a radar sensor. Of course, in other embodiments, the speed detection element 142 may also be other types of speed sensors. Optionally, the pressure detection element 143 is a quartz dynamic force sensor. Of course, in other embodiments, the pressure detection element 143 may also be other types of force sensors. Optionally, the controller 141 may include, but is not limited to, other control structures.

[0072] See Figure 1 and Figure 2 In one embodiment, the drive assembly 130 includes a drive member 131 and a transmission member 132. The drive member 131 is disposed at the end of the collision track 110 away from the collision wall 120. The transmission member 132 drives the drive member 131 and the train model 200 to drive the train model 200 to move along the collision track 110. The drive member 131 is the power source of the drive assembly 130, and the transmission member 132 is the component that realizes motion transmission.

[0073] One end of the transmission component 132 is connected to the drive component 131, and the other end of the transmission component 132 is connected to the train model 200. When the train model 200 moves, the drive component 131 can drive the transmission component 132 to move, and the transmission component 132 can drive the train model 200 to move along the collision track 110, so that the train model 200 can move toward the collision wall 120, so that the train model 200 can collide with the collision wall 120.

[0074] Optionally, the drive unit 131 is a servo motor with integrated motor control, enabling the servo motor to control the movement of the train model 200. Of course, in other embodiments, the drive unit 131 can also be other types of motors, etc. It is worth noting that the type of transmission component 132 is not limited in principle, as long as it can output linear motion to drive the train model 200 to move along the collision track 110.

[0075] See Figure 1 and Figure 2In one embodiment, the transmission component 132 includes a take-up roller 1321, a traction rope 1322, and a reversing wheel 1323. The take-up roller 1321 is disposed at the output end of the drive component 131, the reversing wheel 1323 is rotatably mounted on the collision wall 120, one end of the traction rope 1322 is releasable or wound around the take-up roller 1321, and the other end of the traction rope 1322 passes around the reversing wheel 1323 and is connected to the train model 200.

[0076] When the drive unit 131 drives the take-up roller 1321 to rotate, the take-up roller 1321 can wind or release the traction rope 1322. When the drive unit 131 drives the take-up roller 1321 to rotate to wind the traction rope 1322, the take-up roller 1321 can pull the traction rope 1322, and then the traction rope 1322 can move along the reversing wheel 1323 to pull the train model 200 toward the collision wall 120.

[0077] The reversing pulley 1323 is a reversing component for the traction rope 1322. The other end of the traction rope 1322 can be connected to the train model 200 through the reversing pulley 1323. In this way, the take-up roller 1321 can control the train model 200 to move forward by winding the traction rope 1322. Thus, the drive assembly 130 has a simple structure, is easy to use, and facilitates the forward control of the train model 200.

[0078] It is worth noting that the above describes one structure of the transmission component 132, but the structure of the transmission component 132 is limited to the above and can also be other. For example, the transmission component 132 can be a belt drive structure, or the transmission component 132 can be a moving trolley that directly drives the train model 200 to move.

[0079] See Figure 1 and Figure 2 In one embodiment, the reversing wheel 1323 is positioned below the front of the train model 200. That is, the reversing wheel 1323 is located below the front of the train model 200. This prevents the train model 200 from hitting the reversing wheel 1323 when it collides with the collision wall 120, thus avoiding any impact on the collision simulation of the train model 200.

[0080] See Figure 3 In one embodiment, the anti-detachment component 150 includes a clamping arm 151 and a rolling wheel 152. One end of the clamping arm 151 is disposed on the bogie 240, and the other end extends toward the collision track 110. The rolling wheel 152 is rotatably disposed on the clamping arm 151 and rotatably abuts against the collision track 110.

[0081] The clamping arm 151 extends along the height direction, with its top end connected to the bogie 240 and its bottom end extending to the collision track 110. A rolling wheel 152 is rotatably disposed on the surface of the clamping arm 151 and faces the collision track 110. Thus, the rolling wheel 152 can rotatably abut against the collision track 110. When the train model 200 moves along the collision track 110, the train model 200, through the bogie 240 and the clamping arm 151, can drive the rolling wheel 152 to roll along the collision track 110.

[0082] In this way, after the rolling wheel 152 makes rolling contact with the collision track 110, it can limit the offset of the collision track 110, thereby preventing the train model 200 from leaving the collision track 110. Furthermore, the rolling wheel 152 makes rolling contact with the upper inner wall of the I-shaped collision track 110 to limit the offset of the collision track 110, thereby preventing the train model 200 from leaving the collision track 110.

[0083] Meanwhile, the rolling wheel 152 can roll in contact with the collision track 110, which can reduce the friction between the rolling wheel 152 and the collision track 110. There is no need to use friction to clamp the collision track 110, which reduces the wear of the collision track 110, extends the service life of the collision track 110, reduces the cost of use, and ensures the accuracy of the collision simulation results.

[0084] See Figure 3 In one embodiment, the anti-detachment component 150 further includes a rotating seat 153, which is fixed to the other end of the clamping arm 151. A rolling wheel 152 is rotatably mounted on the rotating seat 153. The rotating seat 153 serves as a mounting base for the rolling wheel 152, and is disposed on one surface of the clamping arm 151. The rolling wheel 152 is rotatably mounted on the rotating seat 153. The rotating seat 153 facilitates the mounting of the rolling wheel 152 onto the clamping arm 151.

[0085] See Figure 3 In one embodiment, the anti-detachment component 150 is located outside the collision track 110, so that the roller 152 can roll against the outer or inner wall of the collision track 110. In this embodiment, the anti-detachment component 150 is located outside the collision track 110, and the roller 152 can roll against the outer side of the collision track 110.

[0086] Specifically, the surface of the wheel 220 of the train model 200 is inclined, and a retaining ring is provided on the inner side to prevent the wheel 220 from derailing from the collision track 110. The anti-derailment component 150 is provided to prevent derailment by contacting the outer side of the collision track 110 through the rolling wheel 152. Of course, in other embodiments, the anti-derailment component 150 may also be located on the inner side of the collision track 110.

[0087] See Figure 3 In one embodiment, there are two anti-detachment components 150, which are symmetrically arranged on the bogies 240 of the train model 200. That is, there are two anti-detachment components 150, and the two anti-detachment components 150 are symmetrically arranged on the outer side of the collision track 110.

[0088] In this way, the two anti-derailment components 150 respectively contact the outer side of the corresponding collision track 110 through the rolling wheel 152. The two anti-derailment components 150 and the two collision tracks 110 can form a clamping structure, which restricts the train model 200 from tilting to both sides and further improves the anti-derailment effect.

[0089] The train collision simulation platform 100 of this application, when the drive component 130 drives the train model 200 to move along the collision track 110, the anti-derailment component 150 limits the train model 200 to prevent it from leaving the collision track 110. At this time, the anti-derailment component 150 can clamp the collision track 110 to effectively improve the anti-derailment effect. During this process, the sensing component 140 can detect the collision force of the train model 200 at the current speed, realizing the collision simulation of the train model 200.

[0090] In this way, the train model 200 can move accurately along the collision track 110, avoiding the problem of being unable to perform collision simulation due to the train model 200 detaching from the collision track 110. This allows for effective collision simulation of the train model 200. At the same time, it also avoids the problem of the train model 200's speed not meeting the collision simulation requirements due to friction-based anti-detachment, ensuring the accuracy of the collision simulation results of the train model 200, so as to truly reflect the collision situation of the train model 200, reduce wear on the collision track 110, and reduce the cost of use.

[0091] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0092] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A train collision simulation platform, characterized in that, The train collision simulation platform is used for performing collision simulations on train models and includes: The collision track on which the wheels of the train model are movably mounted; A collision wall is provided at one end of the collision track; A drive component is connected to the train model and drives the train model to move along the collision track so that the train model can collide with the collision wall; Sensing components, respectively located on the collision track and the collision wall, are used to detect the train model's speed and collision force; and An anti-detachment component is provided on the bogie of the train model and can roll against the collision track to prevent the train model from detaching from the collision track.

2. The train collision simulation platform according to claim 1, characterized in that, The collision track is a straight track, and there are two collision tracks laid in parallel. The two collision tracks cooperate with the wheels of the train model. And / or, the cross-sectional shape of the collision track is I-shaped; And / or, the collision track and the collision wall are disposed on a test plane, which is the surface of a test platform or a flat ground; And / or, the train model is a heavy-haul train model.

3. The train collision simulation platform according to claim 1, characterized in that, The collision wall includes a wall and supporting components. The wall is located at one end of the collision track and is used to collide with the train model. The support member abuts against the wall on the side of the wall opposite to the collision track.

4. The train collision simulation platform according to claim 3, characterized in that, The wall is set vertically; And / or, the support member is arranged at an angle; And / or, the support member is a support beam or a support plate.

5. The train collision simulation platform according to claim 1, characterized in that, The sensing component includes a controller and a speed detection element and a pressure detection element electrically connected to the controller. The speed detection element is disposed on the collision track and is used to detect the travel speed of the train model and feed it back to the controller. The pressure detection element is disposed on the collision wall and is disposed opposite to the train model. The pressure detection element is used to detect the collision force when the train model collides with the collision wall and feed it back to the controller.

6. The train collision simulation platform according to claim 5, characterized in that, The pressure detection device is positioned directly opposite the front of the train model at the location output by the collision wall; And / or, the speed detection device is a radar sensor; And / or, the pressure detection element is a quartz dynamic force sensor.

7. The train collision simulation platform according to any one of claims 1 to 6, characterized in that, The driving assembly includes a driving component and a transmission component. The driving component is located at the end of the collision track away from the collision wall, and the transmission component drives the driving component and the train model to drive the train model to move along the collision track.

8. The train collision simulation platform according to claim 7, characterized in that, The transmission component includes a take-up roller, a traction rope, and a reversing wheel. The take-up roller is located at the output end of the drive component. The reversing wheel is rotatably mounted on the collision wall. One end of the traction rope is releasable or wound around the take-up roller, and the other end of the traction rope passes around the reversing wheel and is connected to the train model. Wherein, the reversing wheel is positioned below the front of the train model and / or the driving component is a servo motor with integrated motor control.

9. The train collision simulation platform according to any one of claims 1 to 6, characterized in that, The anti-detachment component includes a clamping arm and a rolling wheel. One end of the clamping arm is disposed on the bogie, and the other end extends toward the collision track. The rolling wheel is rotatably disposed on the clamping arm and rotatably abuts against the collision track.

10. The train collision simulation platform according to claim 9, characterized in that, The number of anti-derailment components is two, and they are symmetrically arranged on the bogies of the train model; And / or, the anti-detachment component is located outside the collision track so that the rolling wheel can roll against the outer or inner wall of the collision track; And / or, the anti-detachment assembly further includes a rotating seat, the rotating seat being fixed to the other end of the clamping arm, and the rolling wheel being rotatably mounted on the rotating seat.

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