CN106225978B

CN106225978B - Railway transverse wheel rail force calibration device, system and calibration method thereof

Info

Publication number: CN106225978B
Application number: CN201610791926.6A
Authority: CN
Inventors: 张骞; 王国宏; 戴志远
Original assignee: Qingdao University
Current assignee: Qingdao University
Priority date: 2016-08-31
Filing date: 2016-08-31
Publication date: 2022-02-08
Anticipated expiration: 2036-08-31
Also published as: CN106225978A

Abstract

The embodiment of the application discloses a device, a system and a method for calibrating railway transverse wheel-rail force, wherein the calibration device comprises a calibration frame main body; a hydraulic pump is arranged in the calibration frame main body, two ends of the hydraulic pump are respectively and fixedly connected with a connecting rod, the other end of the connecting rod is connected with a stop block, and the opening shape of the stop block is matched with the rail head; two sides of the end part of the calibration frame main body are respectively provided with a driving wheel assembly, and each driving wheel assembly comprises a driving motor, a cam gear assembly, a sliding block gear assembly, a return spring, an L-shaped support arm and a driving wheel; the end part of the calibration frame main body is respectively provided with two laser range finders; the calibration frame main body is also provided with a braking device; and a level gauge is further arranged in the center of the upper surface of the calibration frame main body. According to the technical scheme, the calibrating device provided by the embodiment of the application can automatically calibrate the transverse wheel-rail force of the steel rail when the steel rail is driven to the point to be measured independently, and is simple to operate and convenient to use.

Description

Railway transverse wheel rail force calibration device, system and calibration method thereof

Technical Field

The application relates to the technical field of railway engineering testing, in particular to a device and a system for calibrating railway transverse wheel-rail force and a calibration method thereof.

Background

The railway is a major artery for transportation and plays an important role in the development of national economy. The development of high-speed and heavy-load transportation is a basic strategic strategy for improving the railway transportation capacity in China, can effectively relieve the contradiction between the railway transportation capacity and the transportation capacity, and has remarkable social and economic benefits.

However, as the speed of the train increases and the axle weight increases, the interaction between the train and the track is intensified, and the requirement on the operation safety of the train is higher and higher, so that the improvement of the guarantee level of the operation safety of the train is urgently needed. In the running of railway vehicles, the monitoring of wheel-rail force has very important significance for guaranteeing the train running safety. The wheel-rail force comprises a vertical wheel-rail force and a horizontal wheel-rail force, wherein the vertical wheel-rail force is a force which is caused by the self weight of a train, the irregularity of a rail and other factors and acts on the steel rail by a wheel in a direction parallel to the symmetrical axis of the section of the steel rail; the transverse wheel-rail force refers to the force of a wheel on a steel rail at a position perpendicular to the symmetry axis of the section of the steel rail, caused by creep and friction between a wheel tread and the top surface of the steel rail or contact between a wheel flange and the side surface of a rail head. The derailment coefficient can be calculated through the ratio of the transverse wheel rail force and the vertical wheel rail force, so that whether the wheel rail force can be accurately calibrated or not is directly related to the test result of the wheel rail force, the calculation results of safety indexes such as the train derailment coefficient, the wheel load shedding rate and the like are further influenced, and the judgment and evaluation on the train operation safety are finally influenced.

The traditional wheel-rail force calibration usually transports calibration equipment to a point to be tested through vehicles such as automobiles and the like, then workers assemble the calibration equipment on site, and in the repeated pressurization and pressure relief processes, the calibration frame needs to be lifted by the workers to prevent deviation, so that the operation is complex and potential safety hazards exist. In addition, in railway environments such as tunnels, bridges and the like, because automobiles cannot pass through, calibration equipment must be carried manually, and the traditional wheel-rail force calibration device has more parts and large weight, so that the construction difficulty and workload are increased.

Disclosure of Invention

The embodiment of the application provides a device and a system for calibrating the force of a transverse wheel and a rail of a railway and a calibration method thereof, and aims to solve the technical problems that in the prior art, the device for calibrating the force of the transverse wheel and the rail of the railway is complex in operation and large in construction difficulty and workload.

In order to solve the technical problem, the embodiment of the application discloses the following technical scheme:

in a first aspect, an embodiment of the present application provides a railway transverse wheel-rail force calibration device, including a calibration frame main body, where the calibration frame main body has a front-back direction and a left-right direction that are perpendicular to each other, and the calibration frame main body is a housing extending along the left-right direction;

a hydraulic pump is arranged in the calibration frame main body and comprises a pump body and a jacking head, two ends of the hydraulic pump are respectively and fixedly connected with a connecting rod, the other end of the connecting rod extends out of the calibration frame main body and is connected with a stop block, the opening shape of the stop block is matched with the rail head, and the axes of the connecting rod and the hydraulic pump are positioned on the same straight line parallel to the left and right directions;

two sides of the end part of the calibration frame main body are respectively provided with a driving wheel assembly, the driving wheel assemblies comprise driving motors, the output shafts of the driving motors are parallel to the front and back directions, the output shafts of the driving motors are provided with cam gear assemblies, each cam gear assembly comprises a cam and a first gear, the diameter of the base circle of each cam is equal to the diameter of the root circle of each first gear, each cam and each first gear are coaxially arranged, the projections of the outer edge of each cam and the root circle of each first gear in the axial direction form a closed curve, and the outer edge of each cam and the root circle of each first gear are in smooth transition at the joint of the closed curves;

the driving wheel assembly further comprises a sliding block gear assembly matched with the cam gear assembly, the sliding block gear assembly comprises a sliding block and a second gear, a sliding groove extending along the left-right direction is formed in the calibration frame main body, the sliding block is embedded in the sliding groove and is in sliding connection with the sliding groove, the second gear is arranged on the outer side of the sliding block and is in rotating connection with the sliding block, a rotating shaft of the second gear is perpendicular to a plane where the sliding block is located, the sliding block is matched with the cam, the first gear is matched with the second gear, and a return spring is further arranged between one side, facing the end of the calibration frame main body, of the sliding block and the calibration frame main body;

when the driving motor drives the cam gear assembly to rotate, the cam is tangent to the sliding block to drive the sliding block to slide along the sliding groove; or the first gear is meshed with the second gear to drive the second gear to rotate;

the driving wheel assembly further comprises an L-shaped supporting arm, the L-shaped supporting arm comprises a first supporting arm and a second supporting arm which are perpendicular to each other, the first supporting arm is nested in a shaft hole of the second gear and fixedly connected with the second gear, a driving wheel is arranged at the end part of the second supporting arm and rotatably connected with the second supporting arm and used for driving the calibration frame main body to walk on a steel rail, the driving wheel comprises an outer wheel and an inner wheel which are coaxially arranged, the diameter of the outer wheel is smaller than that of the inner wheel, the wheel surface of the outer wheel is used for being erected on the upper surface of a rail head, and the outer side surface of the inner wheel is used for being clamped on the inner side surface of the rail head;

the end part of the calibration frame main body is respectively provided with two laser range finders, the two laser range finders are symmetrically arranged relative to the stop block, and the laser range finders are configured to emit laser beams along the left and right directions;

the calibration frame main body is also provided with a braking device matched with the driving wheel;

and a level gauge is further arranged in the center of the upper surface of the calibration frame main body.

Preferably, the pitch circle of the second gear is tangent to a side of the slider adjacent to the cam.

Preferably, a positioning surface is further arranged on the curved surface of the cam, and the positioning surface is a plane arranged on the curved surface of the cam.

Preferably, the locating surfaces comprise a first locating surface and a second locating surface, the projection of the axis of the cam gear assembly on the first locating surface is a symmetry axis of the first locating surface, the number of the second locating surfaces is two, and the two second locating surfaces are symmetrically arranged relative to the first locating surface.

Preferably, the distance between the central point of the first locating surface and the axis of the cam is S1, and the distance between the central point of the second locating surface and the axis of the cam is S2, wherein 2mm < S1-S2 < 3 mm.

Preferably, the first arm and the second gear are fixedly connected through a hook and wedge key.

Preferably, two ends of the upper surface of the calibration frame main body are respectively provided with a scale, and the central scale of the scale is arranged opposite to the central line of the connecting rod.

In a second aspect, an embodiment of the present application provides a railway transverse wheel-rail force calibration system, including the calibration device and the laser transmitter of the first aspect, where the calibration device further includes a first laser receiver, a second laser receiver, and a third laser receiver that are arranged on the same straight line along the front-back direction;

the number of the first laser receivers is one, the first laser receivers are arranged on a central line of the bottom of the calibration frame main body, the number of the second laser receivers and the number of the third laser receivers are two respectively, and the two second laser receivers and the two third laser receivers are arranged on the first support arm on two sides of the calibration frame main body respectively, wherein the two second laser receivers and the two third laser receivers are symmetrically arranged relative to the first laser receivers respectively, and the second laser receivers are positioned on the inner side of the third laser receivers;

the laser transmitter is arranged at the position where the rail bottom is matched with the point to be measured, and the laser transmitter is configured to transmit laser beams towards a running line perpendicular to the laser receiver.

In a third aspect, an embodiment of the present application provides a method for calibrating a rail force of a railway transverse wheel, where the calibration device according to the first aspect is adopted, and the method includes:

step S110: placing the calibration device on a steel rail, sending a pre-walking instruction to a driving motor, wherein the driving motor drives the cam gear assembly to rotate, so that the cam pushes the sliding block to slide towards the outer side of the sliding groove, and further drives the driving wheels to move towards the direction of the steel rail, so that the driving wheels at two ends of the calibration frame main body are respectively clamped on the steel rails at two sides of the calibration frame main body, a gap of 2mm-3mm is kept between the outer side surface of the inner wheel and the inner side surface of the rail head, and the outer side of the sliding groove refers to one side of the sliding groove far away from the cam;

step S120: sending a driving instruction to the driving wheel to enable the driving wheel to drive the calibration device to run along the extending direction of the steel rail until the driving wheel reaches a point to be measured;

step S130: sending a fixing instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, so that the cam pushes the sliding block to slide towards the outer side of the sliding groove, and further drives the driving wheel to move towards the direction of the steel rail, and the outer side face of the inner wheel is tightly attached to the inner side face of the rail head;

step S140: sending a pre-pressurizing instruction to the hydraulic pump to enable the hydraulic pump to drive the stop blocks on the two sides of the calibration frame main body to pre-prop against the steel rails on the two sides of the calibration frame main body;

step S150: sending a driving wheel recovery instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, the sliding block slides towards the inner side of the sliding groove under the action of a return spring until the cam is separated from the sliding block, and the first gear is meshed with the second gear to drive the second gear to rotate so as to drive the driving wheel to swing above the steel rail;

step S160: sending a test pressurization command to the hydraulic pump to apply a certain test pressure f between the stop block and the steel rail_iWhen the fluctuation value of the pressure between the stop block and the steel rail is less than 5 percent and the duration time exceeds t, collecting the pressure p between the stop block and the steel rail_iAnd the distance h detected by the laser range finder_iWherein i is 1;

step S170: sending a fixing instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, so that the first gear drives the second gear to rotate, the driving wheel is driven to swing to be located on the same horizontal plane with a steel rail, the first gear is separated from the second gear, the cam is abutted against the sliding block, the sliding block is pushed by the cam to slide towards the outer side of the sliding groove, the driving wheel is driven to move towards the direction of the steel rail, and the outer side face of the inner wheel is tightly attached to the inner side face of the rail head;

step S180: sending a pressure relief instruction to the hydraulic pump, and recovering a jacking head and a pump body of the hydraulic pump to enable the stop block to be separated from the steel rails on two sides of the calibration frame main body;

step S190: sending a pre-pressurizing instruction to the hydraulic pump to enable the hydraulic pump to drive the stop blocks on the two sides of the calibration frame main body to pre-prop against the steel rails on the two sides of the calibration frame main body;

step S200: sending a driving wheel recovery instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, the sliding block slides towards the inner side of the sliding groove under the action of a return spring until the cam is separated from the sliding block, and the second gear is meshed with the first gear to drive the first gear to rotate so as to drive the driving wheel to swing above the steel rail;

step S210: sending a test pressurization command to the hydraulic pump to apply a certain test pressure F between the stop block and the steel rail_iWhen the fluctuation value of the pressure between the stop block and the steel rail is less than 5 percent and the duration time exceeds t, collecting the pressure p between the stop block and the steel rail_iAnd the distance h detected by the laser range finder_iWherein i is the number of times the test pressurization command is sent, wherein F_i＞F_i-1；

Step S220: judging whether i is smaller than n, wherein n is the preset number of times of the test pressurization command, and if so, returning to the step S170; otherwise, go to step S230;

step S230: according to the formula f_i＝p_iS, calculating the transverse force f after each application of the test pressure_iAnd then obtaining an array (f) after applying the test pressure n times_i，h_i) According to said array after applying test pressure n times (f)_i，h_i) And fitting a relation curve of f and h to realize the calibration of the transverse wheel-rail force, wherein s is the contact area of the stop block and the steel rail.

In a fourth aspect, an embodiment of the present application provides a method for calibrating a rail force of a railway transverse wheel, where the system according to the second aspect is adopted, the method includes:

step S310: placing the calibration device on a steel rail, sending a pre-walking instruction to a driving motor, wherein the driving motor drives the cam gear assembly to rotate, so that the cam pushes the sliding block to slide towards the outer side of the sliding groove, and further drives the driving wheels to move towards the direction of the steel rail, so that the driving wheels at two ends of the calibration frame main body are respectively clamped on the steel rails at two sides of the calibration frame main body, a gap of 2mm-3mm is kept between the outer side surface of the inner wheel and the inner side surface of the rail head, and the outer side of the sliding groove refers to one side of the sliding groove far away from the cam;

step S320: sending a driving instruction to the driving wheel to enable the driving wheel to drive the calibration device to run along the extending direction of the steel rail;

step S330: when the third laser receiver receives laserWhen the laser signal is emitted by the light emitter, the current time t is collected₁And the current speed v of the calibration frame main body₁And sending a first braking instruction to the braking device to enable the braking device to provide a first positive pressure G for the driving wheel₁；

Step S340: when the second laser receiver receives the laser signal emitted by the laser emitter, the current time t is acquired₂And the current speed v of the calibration frame main body₂According to the formula: v. of₁-v₂＝a₁(t₁-t₂) Calculating the acceleration a between the third laser receiver and the second laser receiver of the calibration device₁(ii) a According to the formula ma₁＝μG₁Calculating a friction coefficient mu between the braking device and the driving wheel, wherein m is the mass of the calibration device; according to equation 2a₂s＝v₃ ²-v₂ ²Calculating the acceleration a between the second laser receiver and the first laser receiver₂Wherein v is₃0, s is the distance between the second laser receiver and the first laser receiver; according to the formula ma₂＝μG₂Calculating a second positive pressure G₂And sending a second braking command to the braking device to enable the braking device to provide a second positive pressure G for the driving wheel₂；

Step S350: when the first laser receiver receives a laser signal transmitted by a laser transmitter, a third brake instruction is sent to the braking device, so that the braking device locks the driving wheel;

step S360: sending a fixing instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, so that the cam pushes the sliding block to slide towards the outer side of the sliding groove, and further drives the driving wheel to move towards the direction of the steel rail, and the outer side face of the inner wheel is tightly attached to the inner side face of the rail head;

step S370: sending a pre-pressurizing instruction to the hydraulic pump to enable the hydraulic pump to drive the stop blocks on the two sides of the calibration frame main body to pre-prop against the steel rails on the two sides of the calibration frame main body;

step S380: sending a driving wheel recovery instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, the sliding block slides towards the inner side of the sliding groove under the action of a return spring until the cam is separated from the sliding block, and the first gear is meshed with the second gear to drive the second gear to rotate so as to drive the driving wheel to swing above the steel rail;

step S390: sending a test pressurization command to the hydraulic pump to apply a certain test pressure f between the stop block and the steel rail_iWhen the fluctuation value of the pressure between the stop block and the steel rail is less than 5 percent and the duration time exceeds t, collecting the pressure p between the stop block and the steel rail_iAnd the distance h detected by the laser range finder_iWherein i is 1;

step S400: sending a fixing instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, so that the first gear drives the second gear to rotate, the driving wheel is driven to swing to be located on the same horizontal plane with a steel rail, the first gear is separated from the second gear, the cam is abutted against the sliding block, the sliding block is pushed by the cam to slide towards the outer side of the sliding groove, the driving wheel is driven to move towards the direction of the steel rail, and the outer side face of the inner wheel is tightly attached to the inner side face of the rail head;

step S410: sending a pressure relief instruction to the hydraulic pump, and recovering a jacking head and a pump body of the hydraulic pump to enable the stop block to be separated from the steel rails on two sides of the calibration frame main body;

step S420: sending a pre-pressurizing instruction to the hydraulic pump to enable the hydraulic pump to drive the stop blocks on the two sides of the calibration frame main body to pre-prop against the steel rails on the two sides of the calibration frame main body;

step S430: sending a driving wheel recovery instruction to the driving motor, wherein the driving motor drives the cam gear assembly to rotate, the sliding block slides towards the inner side of the sliding groove under the action of a return spring until the cam is separated from the sliding block, and the first gear is meshed with the second gear to drive the second gear to rotate so as to drive the driving wheel to swing above the steel rail;

step S440: sending a test pressurization command to the hydraulic pump to apply a certain test pressure F between the stop block and the steel rail_iWhen the fluctuation value of the pressure between the stop block and the steel rail is less than 5 percent and the duration time exceeds t, collecting the pressure p between the stop block and the steel rail_iAnd the distance h detected by the laser range finder_iWherein i is the number of times the test pressurization command is sent, wherein F_i＞F_i-1；

Step S450: judging whether i is smaller than n, wherein n is the preset number of times of testing the pressurization command, and if so, returning to the step S400; otherwise, go to step S460;

step S460: according to the formula f_i＝p_iS, calculating the transverse force f after each application of the test pressure_iAnd then obtaining an array (f) after applying the test pressure n times_i，h_i) According to said array after applying test pressure n times (f)_i，h_i) And fitting a relation curve of f and h to realize the calibration of the transverse wheel-rail force, wherein s is the contact area of the stop block and the steel rail.

According to the technical scheme, the transverse wheel-rail force calibration device for the railway can automatically calibrate the transverse wheel-rail force of the steel rail when the device autonomously travels to the point to be measured, and is simple to operate and convenient to use.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a schematic perspective view of a railway transverse wheel-rail force calibration device provided in an embodiment of the present application;

FIG. 2 is a schematic bottom structure diagram of a railway transverse wheel-rail force calibration device provided in an embodiment of the present application;

FIG. 3 is an enlarged view of a portion of FIG. 1 in phantom provided by an embodiment of the present application;

FIG. 4 is a partial schematic structural view of a driving wheel assembly according to an embodiment of the present disclosure;

FIG. 5 is a partial schematic structural view of another drive wheel assembly provided in accordance with embodiments of the present application;

FIG. 6 is an axial projection schematic view of a cam gear assembly provided in accordance with an embodiment of the present application;

FIG. 7 is a schematic perspective view of a cam gear assembly provided in accordance with an embodiment of the present application, taken along the direction of arrow A in FIG. 6;

FIG. 8 is a schematic axial projection view of a slider gear assembly according to an embodiment of the present disclosure;

FIG. 9 is a partial schematic structural view of another drive wheel assembly provided in accordance with embodiments of the present application;

fig. 10A is a partial schematic view of a walking state of a railway transverse wheel-rail force calibration apparatus provided in the embodiment of the present application;

fig. 10B is a partial schematic view of a railway transverse wheel-rail force calibration apparatus according to an embodiment of the present disclosure in a tightening state;

fig. 10C is a partial schematic view of a calibration state of the railway transverse wheel-rail force calibration apparatus provided in the embodiment of the present application;

FIG. 11 is a schematic axial projection view of another slider gear assembly provided in accordance with an embodiment of the present application;

FIG. 12 is a partial schematic structural view of another railway transverse wheel-rail force calibration device provided in the embodiment of the present application;

13A-13D are schematic diagrams of a staged braking of a railway transverse wheel rail force calibration device provided by an embodiment of the application;

the symbols in the figures are represented as: 1-calibration frame body, 2-hydraulic pump, 201-pump body, 202-jacking head, 3-connecting rod, 4-stop, 5-driving wheel component, 501-driving motor, 502-cam gear component, 5021-cam, 5022-first gear, 5023-base circle of cam, 5024-first locating surface, 5025-second locating surface, 503-slider gear component, 5031-slider, 5032-second gear, 5033-reference circle of second gear, 504-sliding chute, 505-return spring, 506-L-shaped support arm, 5061-first, 5062-second support arm, 507-driving wheel, 5071-inner wheel, 5072-outer wheel, 508-hook wedge key, 6-laser range finder, 7-staff gauge, 8-level, 9-power supply, 10-steel rail, 1001-rail head, 1002-rail waist, 1003-rail bottom, 11-laser transmitter, 1201-first laser receiver, 1202-second laser receiver, 1203-third laser receiver, X-left-right direction and Y-front-back direction.

Detailed Description

In order to make those skilled in the art better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The steel rail 10 according to the embodiment of the present application is an "i" shaped steel rail 10 composed of a rail head 1001, a rail web 1002, and a rail foot 1003, and for brevity of description, the steel rail 10 is simply referred to herein.

The railway transverse wheel-rail force calibration device (hereinafter referred to as calibration device) according to the embodiment of the present application is applied to a track composed of two parallel steel rails 10, and the steel rails 10 on both sides of the calibration frame body 1 referred to herein should be understood as the two parallel steel rails 10 constituting the track.

For the sake of brevity, the same functional units are labeled with the same reference numerals.

Fig. 1 is a schematic perspective structure view of a railway transverse wheel-rail force calibration device provided in an embodiment of the present application, and fig. 2 is a schematic bottom structure view of the railway transverse wheel-rail force calibration device provided in the embodiment of the present application. As shown in fig. 1 and fig. 2, the calibration device provided in the embodiment of the present application includes a calibration frame main body 1, for convenience of description, a front-back direction Y and a left-right direction X that are perpendicular to each other are marked on the calibration frame main body 1, the calibration frame main body 1 is a housing extending along the left-right direction X, and other functional components of the calibration device are all disposed on the calibration frame main body 1, so that the calibration device realizes corresponding functions, where the front-back direction Y is a traveling direction of the calibration device.

The inside of calibration frame main part 1 is equipped with a hydraulic pump 2 along left right direction X, hydraulic pump 2 includes pump body 201 and top 202, a connecting rod 3 of fixed connection is distinguished at the both ends of hydraulic pump 2, the other end of connecting rod 3 stretches out calibration frame main part 1 connects a dog 4, connecting rod 3 with calibration frame main part 1 sliding connection. The connection mode of the stopper 4 and the connecting rod 3 is not specifically limited in this application, for example, a threaded connection, a welding connection, etc. may be adopted, and those skilled in the art may select the connection mode according to actual needs, which all fall within the protection scope of this application. The opening shape of the stopper 4 is matched with that of the railhead 1001, and the axes of the connecting rod 3 and the hydraulic pump 2 are positioned on the same straight line parallel to the left-right direction X. In addition, when the stop block 4 abuts against the rail head 1001, a gap of 2-3mm exists between a boss at the lower part of the stop block 4 and the rail web 1002, so that the inner side surface of the opening of the stop block 4 is ensured to be attached to the inner side surface of the rail head 1001.

In the actual use process, the calibration device is arranged between two steel rails 10 of the track, and the left-right direction X of the calibration device is perpendicular to the extending direction of the steel rails 10. When the hydraulic pump 2 pressurizes, the hydraulic pump 2 extends to drive the connecting rods 3 at the two ends of the hydraulic pump 2 to push the stoppers 4 to move in the direction away from the calibration frame main body 1, so that the stoppers 4 at the two sides of the calibration frame main body 1 respectively abut against the rail heads 1001 at the two sides; when the hydraulic pump 2 releases pressure, the hydraulic pump 2 contracts, and then the connecting rods 3 at the two ends of the hydraulic pump 2 are driven to pull the stop blocks 4 to separate from the railheads 1001 at the two sides.

When the stoppers 4 on both sides of the calibration frame body 1 respectively abut against the rail heads 1001 on both sides, a laser distance measuring instrument 6 is further disposed on the calibration frame body 1 in order to detect the deformation state of the steel rail 10. Fig. 3 is a partially enlarged view of a broken line in fig. 1 provided in an embodiment of the present application, and as shown in fig. 3, a laser distance meter 6 is provided at an end portion of the calibration frame body 1, and the laser distance meter 6 is configured to emit a laser beam in the left-right direction X, that is, when the calibration device is operated, the laser distance meter 6 emits a laser beam in a direction extending perpendicular to the steel rail 10. Because the contact position of the stop block 4 and the steel rail 10 is the force application point when the transverse wheel-rail force calibration is performed, that is, the central point of deformation of the steel rail 10 occurs, in a preferred embodiment of the present application, two laser distance measuring devices 6 are arranged at each end of the calibration frame body 1, and the two laser distance measuring devices 6 at each end are symmetrically arranged relative to the stop block 4. Wherein, the range finding mean value of all laser range finder 6 of each end is got to the range finding result of each end laser range finder 6, marks each end of frame main part 1 in this application embodiment and sets up two laser range finder 6, gets the range finding mean value of two laser range finder 6 promptly as the range finding result of this end. Of course, those skilled in the art may also arrange other numbers of laser distance measuring devices 6, such as 4, 6, or 8, etc., at each end of the calibration frame main body 1 according to actual requirements, which are all within the protection scope of the present application without departing from the inventive concept of the present application.

In order to achieve a better test effect, the central line of the connecting rod 3 should be over against the point to be tested, but in the actual working process, the central line of the connecting rod 3 is not easy to observe, so that the central line of the connecting rod 3 and the point to be tested are not easy to align. In the embodiment of the present application, two ends of the upper surface of the calibration frame main body 1 are respectively provided with a scale 7, and the central scale of the scale 7 is arranged opposite to the central line of the connecting rod 3. Because the position relation between the scale 7 and the central line of the connecting rod 3 is determined, the central line position of the connecting rod 3 can be determined through the scale 7, and the accurate positioning of a point to be measured is realized.

The calibration device provided by the embodiment of the application needs to realize two main functions, one of which is to apply transverse force to the steel rails 10 at two sides of the calibration frame main body 1 so as to realize transverse wheel-rail force calibration; and the second is that the driving calibration device automatically walks on the steel rail 10. The transverse force applied to the steel rails 10 on both sides of the calibration frame main body 1 can be realized by the hydraulic pump 2, but in order to ensure the accuracy of transverse wheel-rail force calibration, when the hydraulic pump 2 applies the transverse force, the calibration frame main body 1 and the steel rails 10 cannot be interfered by other components, that is, when the hydraulic pump 2 applies the transverse force, the components for driving the calibration device to run must be separated from the steel rails 10. In order to achieve the purpose, the calibration device provided in the embodiment of the present application is provided with a driving wheel assembly 5 on each of two sides of the end portion of the calibration frame body 1, that is, one driving wheel assembly 5 is provided at each of four corners of the calibration frame body 1, and the driving wheel assembly 5 includes a cam gear assembly 502, a slider gear assembly 503, an L-shaped support arm 506 and a driving wheel 507, which are mutually matched.

Fig. 4 is a schematic structural diagram of a driving wheel assembly provided in an embodiment of the present application, and fig. 5 is a schematic structural diagram of another driving wheel assembly provided in an embodiment of the present application, as shown in fig. 4 in combination with fig. 5, the driving wheel assembly 5 provided in an embodiment of the present application includes a driving motor 501, the driving motor 501 is fixedly disposed on the calibration frame main body 1, and an output shaft of the driving motor 501 is parallel to the front-back direction Y. A cam gear assembly 502 is arranged on an output shaft of the driving motor 501, the cam gear assembly 502 comprises a cam 5021 and a first gear 5022, and the cam 5021 and the first gear 5022 are coaxially arranged.

Fig. 6 is an axial projection schematic view of a cam gear assembly provided in an embodiment of the present application, as shown in fig. 6, a diameter of a base circle 5023 of the cam 5021 is equal to a diameter of a root circle of the first gear 5022, a projection of an outer edge of the cam 5021 and the root circle of the first gear 5022 in an axis direction of the cam 5021 form a closed curve, and a junction of the outer edge of the cam 5021 and the root circle of the first gear 5022 in the closed curve is in smooth transition. That is, in the cam gear assembly 502 provided in the embodiment of the present application, when viewed in a projection perpendicular to the axial direction thereof (as shown in fig. 6), the cam 5021 and the first gear 5022 constitute a rotator of 360 °, wherein the cam 5021 and the first gear 5022 each occupy 180 °; as viewed in a projection in the direction of arrow a in fig. 6 (as shown in fig. 7), the cam 5021 and the first gear 5022 are staggered in the axial direction thereof, i.e., the projection of the cam 5021 and the first gear 5022 in the axial direction thereof do not completely overlap, which may include three conditions of partial overlap, close contact and separation.

Among them, if the projected portions of the cams 5021 and the first gear 5022 in the direction perpendicular to the axis thereof overlap, it is necessary to stagger the overlapped portions of the cams 5021 with the sliders 5031 in the direction of the axis thereof (the overlapped portions of the cams 5021 do not interact with the sliders 5031) and the overlapped portions of the first gear 5022 with the second gear 5032 in the direction of the axis thereof (the overlapped portions of the first gear 5022 do not interact with the second gear 5032) when assembling the cam gear assembly 502 and the slider gear assembly 503, otherwise the interaction of the cams 5021 and the sliders 5031 may collide with the engagement of the first gear 5022 and the second gear 5032. However, the arrangement inevitably wastes part of the structure and materials of the cam 5021 and the first gear 5022, and in addition, the cam 5021 and the first gear 5022 are stressed only in part, so that the stress on the cam 5021 and the first gear 5022 is not uniform, and the service lives of the cam 5021 and the first gear 5022 are further influenced.

If the projections of the cam 5021 and the first gear 5022 in the direction perpendicular to the axis of the cam 5021 and the first gear 5022 are separated from each other, that is, the projections in the direction perpendicular to the axis of the cam 502are staggered by a certain distance, the structure of the cam gear assembly 502 is not compact enough, and the internal space of the calibration frame body 1 is wasted.

In a preferred embodiment of the present application, a setting manner that the projections of the cam 5021 and the first gear 5022 in the direction perpendicular to the axis are tightly attached to each other is adopted, so that the uniform stress of the cam 5021 and the first gear 5022 can be ensured, the volume of the cam gear assembly 502 can be reduced, and the internal space of the calibration frame main body 1 is saved.

The driving wheel assembly 5 further includes a slider gear assembly 503 which is matched with the cam gear assembly 502, the slider gear assembly 503 includes a slider 5031 and a second gear 5032, a sliding slot 504 which extends along the left-right direction X is arranged in the calibration frame main body 1, the slider 5031 is embedded in the sliding slot 504 and is connected with the sliding slot 504 in a sliding manner, the second gear 5032 is arranged at the outer side of the slider 5031 and is connected with the slider 5031 in a rotating manner, a rotating shaft of the second gear 5032 is perpendicular to a plane where the slider 5031 is located, the slider 5031 is matched with the cam 5021, the first gear 5022 is matched with the second gear 5032, and a return spring 505 is further arranged between one side of the slider 5031 facing the end of the calibration frame main body 1 and the calibration frame main body 1.

If the cam gear assembly 502 and the slider gear assembly 503 are in their current positions as shown in fig. 4, the driving motor 501 drives the cam gear assembly 502 to rotate clockwise, the radius of the cam 5021 (the distance between the contact point of the cam 5021 and the slider 5031 and the axis of the cam 5021) is gradually reduced along with the rotation of the cam gear assembly 502, and the slider gear assembly 503 is gradually moved towards the cam gear assembly 502 under the action of the return spring 505, so that the cam 5021 and the slider 5031 are kept in tight fit; when the cam 5021 rotates to a joint with the first gear 5022, the cam 5021 is separated from the slider 5031, the first gear 5022 is engaged with the second gear 5032, and the first gear 5022 drives the second gear 5032 to rotate; when the first gear 5022 drives the second gear 5032 to rotate to a certain angle, the driving motor 501 drives the cam gear assembly 502 to rotate counterclockwise, the first gear 5022 drives the second gear 5032 to rotate reversely, when the first gear 5022 rotates to a joint with the cam 5021, the first gear 5022 is separated from the second gear 5032, the cam 5021 and the slider 5031 are in contact again, the radius of the cam 5021 is gradually increased along with the rotation of the cam 5021, the cam 5021 pushes the slider gear assembly 503 to compress the return spring 505 to move in a direction away from the cam gear assembly 502, and the rotation and the sliding of the second gear 5032 are alternately realized by controlling the forward and reverse rotation of the driving motor 501.

Fig. 8 is a schematic axial projection view of a slider gear assembly provided in the embodiment of the present application, and from the perspective shown in fig. 8, if the edge of the second gear 5032 extends beyond the edge of the slider 5031 by too large a distance, the structure of the slider gear assembly 503 may not be compact enough, and the internal space of the calibration frame main body 1 may be wasted; if the edge of the second gear 5032 extends too far beyond the edge of the slider 5031 or is located inside the edge of the slider 5031, the first gear 5022 and the second gear 5032 may not be engaged easily. In a preferred embodiment of the present application, the reference circle 5033 of the second gear 5032 is tangent to the side of the slider 5031 adjacent to the cam 5021. By adopting the structural design, the slider gear assembly 503 can be more compact and the internal space of the calibration stand body 1 can be saved while ensuring that the first gear 5022 and the second gear 5032 are easy to engage.

Fig. 9 is a partial schematic structural view of another driving wheel assembly provided in the embodiment of the present invention, and as shown in fig. 9, the driving wheel assembly 5 provided in the embodiment of the present invention further includes an L-shaped support arm 506, where the L-shaped support arm 506 includes a first support arm 5061 and a second support arm 5062 perpendicular to each other, and the first support arm 5061 is nested in an axial hole of the second gear 5032 and fixedly connected to the second gear 5032. To limit axial displacement of the second gear 5032, the first arm 5061 and the second gear 5032 may be secured by a hook and wedge key 508.

The end of the second support arm 5062 is provided with a driving wheel 507, the driving wheel 507 is rotationally connected with the second support arm 5062 and used for driving the calibration frame main body 1 to walk on the steel rail 10, the driving wheel 507 comprises an outer wheel 5072 and an inner wheel 5071 which are coaxially arranged, the diameter of the outer wheel 5072 is smaller than that of the inner wheel 5071, the wheel surface of the outer wheel 5072 is used for erecting the upper surface of a rail head 1001, and the outer side surface of the inner wheel 5071 is used for being clamped on the inner side surface of the rail head 1001.

In order to facilitate those skilled in the art to better understand the working principle of the calibration device provided in the embodiments of the present application, the following describes different working states of the calibration device with reference to fig. 10A to 10C, respectively. For ease of identifying the details therein, only the left side of the calibration device is cut away in fig. 10A-10C for illustration, but it will be understood that the right side of the calibration device is symmetrical to the left side.

Fig. 10A is a partial schematic view of a walking state of the railway transverse wheel-track force calibration device according to the embodiment of the present application, as shown in fig. 10A, when the calibration device walks, the cam 5021 abuts against the slider 5031, and pushes the second gear 5032 to drive the driving wheel 507 to be clamped on the rail head 1001, so that the wheel surface of the outer wheel 5072 is mounted on the upper surface of the rail head 1001. In addition, in order to avoid the seizing of the drive wheel 507 and the rail head 1001, keeping the drive wheel 507 rotatable, there is a gap L between the outer side of the inner wheel 5071 and the inner side of the rail head 1001, wherein the size of the gap L can be adjusted by rotating the cam 5021, in a preferred embodiment of the present application, the size of the gap L is configured to be 2-3 mm.

Fig. 10B is a partial schematic view of a tightening state of the railway transverse wheel rail force calibration apparatus provided in the embodiment of the present application. When the calibration device travels to the position of the point to be measured, the calibration device needs to be kept in a stable state, otherwise, when the transverse wheel-rail force calibration is performed subsequently, the calibration frame main body 1 is prone to tilting, and the calibration accuracy is further affected. In this embodiment, after the calibration device travels to the location to be measured, the cam 5021 is controlled to rotate, so that the driving wheel 507 moves towards the direction close to the steel rail 10 until the outer side surface of the inner wheel 5071 and the inner side surface of the rail head 1001 are tightly attached, that is, the gap L is 0, so that the calibration frame body 1 is in a stable state.

Fig. 10C is a partial schematic view of a calibration state of the railway transverse wheel-rail force calibration apparatus provided in the embodiment of the present application. When the calibration device starts calibration, in order to avoid the influence on the accuracy of the calibration result due to the interaction relationship between the driving wheel 507 and the steel rail 10, the first gear 5022 can drive the second gear 5032 to rotate, so as to drive the driving wheel 507 to swing above the steel rail 10. In this state, only the stoppers 4 on both sides of the calibration frame body 1 are in contact with the steel rail 10, and the calibration result is more accurate without interference of other parts. The control process of the cam gear assembly 502 will be described in detail in the following method embodiment.

As can be seen from the above analysis of fig. 10A and 10B, when the calibration device is in the walking state and the tightening state, the cam 5021 and the slider 5031 should be in a stable state, but the contact between the cam 5021 and the slider 5031 is a line contact, and it is not easy to maintain the stable state by adopting such a contact manner, and the positional relationship between the driving wheel 507 and the rail 10 may be unstable.

Figure 11 is a schematic axial projection view of another slider gear assembly provided in accordance with an embodiment of the present application, as shown in fig. 11, the cam 5021 provided by the embodiment of the present application is further provided with a positioning surface on the curved surface, the positioning surface is a plane, and the stability between the driving wheel 507 and the steel rail 10 in the walking state or the jacking state of the calibration device can be improved by the surface contact between the positioning surface and the sliding block 5031, wherein the positioning surfaces comprise a first positioning surface 5024 and a second positioning surface 5025, the position of the first positioning surface 5024 on the cam 5021 is configured to enable the driving wheel 507 and the steel rail 10 to be in a tightly-pressed state when the first positioning surface 5024 is in contact with the slider 5031, preferably, the projection of the axis of the cam gear assembly 5 on the first positioning surface 5024 is a symmetrical axis of the first positioning surface 5024, and the first positioning surface 5024 is a plane on the cam 5021 farthest from the axis of the cam gear assembly 5; the positions of the second positioning surfaces 5025 on the cam 5021 are configured such that when the second positioning surfaces 5025 are in contact with the sliders 5031, a gap L exists between the driving wheel 507 and the steel rail 10, preferably, the number of the second positioning surfaces 5025 is two, and the two second positioning surfaces 5025 are symmetrically arranged relative to the first positioning surface 5024.

Since in a preferred embodiment the clearance L between the drive wheel 507 and the rail 10 is 2-3mm when the calibration device is in a walking state, the distance between the center point of the first positioning surface 5024 and the axis of the cam 5021 is S1, and the distance between the center point of the second positioning surface 5025 and the axis of the cam 5021 is S2, respectively, wherein 2mm < S1-S2 < 3 mm.

In a preferred embodiment of the present application, a leveling instrument 8 is further disposed on the calibration frame body 1, and the leveling instrument 8 can check the levelness of the calibration frame body 1, so that when the calibration frame body 1 is in an inclined state, the pose of the calibration frame body 1 can be adjusted in time, and the calibration accuracy is ensured.

In a preferred embodiment of the application, the calibration frame main body 1 is made of aviation aluminum alloy, and has the advantages of light weight, high rigidity and high strength.

In order to realize the control of the calibration device, in an optional embodiment of the present application, the device further includes a controller, which is electrically connected to the driving wheel 507, the driving motor 501, the hydraulic pump 2, and the laser distance meter 6, and is configured to send a control command to the above components and receive distance data collected by the laser distance meter 6, and to calibrate the operation speed and the operation time of the calibration frame body 1, and pressure data between the stopper 4 and the steel rail 10. It should be noted that the controller in the embodiment of the present application may be integrally disposed with the calibration frame body 1, or may be disposed separately from the calibration frame body 1, and when the controller is disposed separately from the calibration frame body 1, the controller is wirelessly connected to the calibration frame body 1.

In addition, when the calibration device provided by the embodiment of the application travels to the position of the point to be measured, in order to stop the calibration device in time, a braking device matched with the driving wheel 507 is further arranged on the calibration frame main body 1, the braking device can provide a certain positive pressure for the driving wheel 507, sliding friction force is generated between the braking device and the driving wheel 507, and then the railway transverse wheel-rail force calibration device is decelerated until the railway transverse wheel-rail force calibration device stops. And a power supply 9 is also arranged on the calibration frame main body 1 to supply power to the calibration device.

In order to facilitate the technical solution better understood by those skilled in the art, the following description is provided in conjunction with a specific process of using the railway transverse wheel rail force calibration device. The method mainly comprises the following steps:

step S110: the calibration device is placed on a steel rail 10, a pre-walking command is sent to the driving motor 501, the driving motor 501 drives the cam gear assembly 502 to rotate, so that the cam 5021 pushes the slider 5031 to slide towards the outer side of the sliding groove 504, and further drives the driving wheel 507 to move towards the direction of the steel rail 10, so that the driving wheels 507 at two ends of the calibration frame body 1 are respectively clamped on the steel rails 10 at two sides of the calibration frame body 1, a gap of 2mm-3mm is kept between the outer side surface of the inner wheel 5071 and the inner side surface of the rail head, and the outer side of the sliding groove 504 refers to the side of the sliding groove 504 away from the cam 5021.

In the initial stage, the hydraulic pump 2 is not pressurized, and the hydraulic pump 2 is in a contracted state, in which only 4 driving wheels 507 on both sides of the calibration frame body 1 are caught on the rails 10 on both sides, as shown in fig. 10A.

Step S120: and sending a driving command to the driving wheel 507, so that the driving wheel 507 drives the calibration device to run along the extending direction of the steel rail 10 until the point to be measured is reached.

For areas which are not easy to reach by highway vehicles (such as automobiles and the like) such as railway tunnels, bridges and the like, the device can be arranged on the steel rail 10 outside the tunnels or bridges, and a driving command is sent to the driving wheels 507 through the controller, so that the driving wheels 507 drive the railway transverse wheel-rail force calibration device to run along the extending direction of the steel rail 10 until a point to be tested. When the railway transverse wheel-rail force calibration device reaches the position near the point to be measured, the calibration frame can be accurately positioned through the scale 7 on the calibration frame body 1, or the levelness of the railway transverse wheel-rail force calibration device can be checked through the level gauge, so that the leveling can be timely adjusted when the railway transverse wheel-rail force calibration device is inclined.

Step S130: a fixing command is sent to the driving motor 501, and the driving motor 501 drives the cam gear assembly 502 to rotate, so that the cam 5021 pushes the slider 5031 to slide towards the outer side of the sliding slot 504, and further drives the driving wheel 507 to move towards the direction of the steel rail 10, so that the outer side surface of the inner wheel 5071 is tightly attached to the inner side surface of the rail head 1001.

In step S120, when the calibration device travels, a certain gap exists between the outer side of the inner wheel 5071 and the inner side of the rail head 1001, and after the calibration device travels to the position to be measured, in order to fix the calibration device and facilitate calibration in the subsequent steps, a fixing command is sent to the driving motor 501, the driving motor 501 drives the cam 5021 to rotate, so that the driving wheel 507 moves toward the steel rail 10 until the outer side of the inner wheel 5071 and the inner side of the rail head 1001 are tightly attached, so that the calibration frame body 1 is in a stable state, as shown in fig. 10B.

In step S130, the rotation direction of the driving motor 501 is determined by the current position of the cam 5021, and the purpose of the rotation direction is to push the slider 5031 to slide toward the outside of the sliding groove 504. For example, when the contact portion of the cam 5021 with the slider 5031 is the second positioning surface 5025 on the left side of fig. 11, in order for the cam 5021 to push the slider 5031 to slide towards the outside of the sliding slot 504, the driving motor 501 should drive the cam 5021 to rotate clockwise; when the contact portion between the cam 5021 and the slider 5031 is the second positioning surface 5025 on the right side of fig. 11, the driving motor 501 should drive the cam 5021 to rotate counterclockwise in order to make the cam 5021 push the slider 5031 to slide towards the outside of the sliding slot 504. For convenience of explanation, in step S130 of the embodiment of the present application, the driving motor 501 is explained as an example of counterclockwise rotation.

Step S140: and sending a pre-pressurizing command to the hydraulic pump 2, so that the hydraulic pump 2 drives the stop blocks 4 at the two sides of the calibration frame main body 1 to pre-push the steel rails 10 at the two sides of the calibration frame main body 1.

Step S150: a driving wheel 507 recovery command is sent to the driving motor 501, the driving motor 501 rotates clockwise, and then drives the cam gear assembly 502 to rotate clockwise, the slider 5031 slides towards the inner side of the sliding groove 504 under the action of the return spring 505 until the cam 5021 is disengaged from the slider 5031, the first gear 5022 is engaged with the second gear 5032, and the second gear 5032 is driven to rotate, so that the driving wheel 507 is driven to swing above the steel rail 10.

Since the dog 4 has been pre-tightened against the rail 10 in step S140, the drive wheel 507 can be retracted at this time, as in the state shown in fig. 10C.

Step S160: sending a test pressurizing command to the hydraulic pump 2 to apply a certain test pressure f between the stopper 4 and the steel rail 10_iWhen the fluctuation value of the pressure between the block 4 and the steel rail 10 is less than 5% and the duration time exceeds t, acquiring the pressure p between the block 4 and the steel rail 10_iAnd the distance h detected by the laser range finder 6_iWherein i is 1.

In the process of calibrating the transverse wheel-rail force, the test may be carried out for multiple times, multiple test data are collected, and for convenience of description, the test pressure is recorded as f_iLet the pressure between the stop 4 and the rail 10 be p_iThe distance detected by the laser range finder 6 is denoted as h_iWhere i is the number of tests. It represents the first test data when i is 1.

Step S170: a fixing command is sent to the driving motor 501, the driving motor 501 rotates counterclockwise, and then drives the cam gear assembly 502 to rotate counterclockwise, so that the first gear 5022 drives the second gear 5032 to rotate, and drives the driving wheel 507 to swing to be on the same horizontal plane with the steel rail 10, the first gear 5022 is disengaged from the second gear 5032, the cam 5021 abuts against the slider 5031, so that the cam 5021 pushes the slider 5031 to slide towards the outer side of the sliding groove 504, and then drives the driving wheel 507 to move towards the direction of the steel rail 10, so that the outer side surface of the inner wheel 5071 is tightly attached to the inner side surface of the railhead 1001.

Since the hydraulic pump 2 is relieved after each test is completed, a second test can only be performed. In order to ensure that the calibration device is still in a stable state after the pressure of the hydraulic pump 2 is relieved, auxiliary fixing by means of the driving wheels 507 is required.

Step S180: and sending a pressure relief command to the hydraulic pump 2, and recovering the jacking head 202 and the pump body 201 of the hydraulic pump 2 so that the stop block 4 is separated from the steel rails 10 on two sides of the calibration frame main body 1.

Step S190: and sending a pre-pressurizing command to the hydraulic pump 2, so that the hydraulic pump 2 drives the stop blocks 4 at the two sides of the calibration frame main body 1 to pre-push the steel rails 10 at the two sides of the calibration frame main body 1.

Step S200: a driving wheel 507 recovery command is sent to the driving motor 501, the driving motor 501 rotates clockwise, so that the cam gear assembly 502 is driven to rotate clockwise, the slider 5031 slides towards the inner side of the sliding groove 504 under the action of the return spring 505 until the cam 5021 is disengaged from the slider 5031, the second gear 5032 is meshed with the first gear 5022, the first gear 5022 is driven to rotate, and the driving wheel 507 is driven to swing above the steel rail 10.

Step S210: sending a test pressurizing command to the hydraulic pump 2 to apply a certain test pressure F between the stopper 4 and the steel rail 10_iWhen the pressure fluctuation value between the block 4 and the steel rail 10 is less than 5% and the duration time exceeds t, the block is collectedPressure p between block 4 and rail 10_iAnd the distance h detected by the laser range finder 6_iWherein i is the number of times the test pressurization command is sent, wherein F_i＞F_i-1。

Step S220: judging whether i is smaller than n, wherein n is the preset number of times of the test pressurization command, and if so, returning to the step S170; otherwise, the process proceeds to step S230.

Step S230: according to the formula f_i＝p_iS, calculating the transverse force f after each application of the test pressure_iAnd then obtaining an array (f) after applying the test pressure n times_i，h_i) According to said array after applying test pressure n times (f)_i，h_i) And fitting a relation curve of f and h to realize the calibration of the transverse wheel-rail force, wherein s is the contact area of the stop 4 and the steel rail 10.

By adopting the technical scheme, the calibrating device can automatically calibrate the transverse wheel-rail force of the steel rail 10 to the point to be measured by autonomous driving, and is simple to operate and convenient to use.

In the related art, the brake device is usually controlled to brake by depending on the experience of the operator, so that the calibration device stops at the point to be measured, however, the method has high requirements on the experience of the operator, and usually cannot accurately stop at the point to be measured, and after the calibration device stops, multiple times of adjustment are usually required, which results in complicated operation.

In order to solve the problem, the embodiment of the present application further provides a railway transverse wheel rail force calibration system, which includes the calibration device and the laser emitter 11 provided in the above embodiment. As shown in fig. 12, the calibration device provided in the embodiment of the present application is substantially similar to the previous embodiment, except that the calibration device further includes a first laser receiver 1201, a second laser receiver 1202 and a third laser receiver 1203, which are arranged on the same straight line along the front-back direction Y; the number of the first laser receivers 1201 is one, and the first laser receivers are disposed on a central line of the bottom of the calibration frame body 1, the number of the second laser receivers 1202 and the number of the third laser receivers 1203 are two, and the two laser receivers are disposed on the first support 5061 at two sides of the calibration frame body 1, wherein the two second laser receivers 1202 and the two third laser receivers 1203 are symmetrically disposed with respect to the first laser receivers 1201, and the second laser receivers 1202 are located at the inner side of the third laser receivers 1203.

The laser transmitter 11 is arranged at a position where the rail base 1003 matches with a point to be measured, and the laser transmitter 11 is configured to transmit a laser beam towards a running line perpendicular to the laser receiver. When the calibration device passes through the emitting area of the laser emitter 11, the laser receiver can receive the laser beam, and then perform corresponding actions, and the following describes in detail the deceleration process of the calibration device with reference to fig. 13A to 13D, and the calibration method specifically includes the following steps.

Step S310: the calibration device is placed on a steel rail 10, a pre-walking command is sent to the driving motor 501, the driving motor 501 drives the cam gear assembly 502 to rotate, so that the cam 5021 pushes the slider 5031 to slide towards the outer side of the sliding groove 504, and further drives the driving wheel 507 to move towards the direction of the steel rail 10, so that the driving wheels 507 at two ends of the calibration frame body 1 are respectively clamped on the steel rails 10 at two sides of the calibration frame body 1, a gap of 2mm-3mm is kept between the outer side surface of the inner wheel 5071 and the inner side surface of the rail head, and the outer side of the sliding groove 504 refers to the side of the sliding groove 504 away from the cam 5021.

Step S320: a driving command is sent to the driving wheel 507, so that the driving wheel 507 drives the calibration device to run along the extending direction of the steel rail 10, as shown in fig. 13A.

Step S330: when the third laser receiver 1203 receives the laser signal emitted from the laser emitter 11, as shown in fig. 13B, the current time t is collected₁And the current speed v of the calibration stand body 1₁And sends a first braking command to the braking device to make the braking device provide a first positive pressure G to the driving wheel 507₁。

In the present embodiment, a first positive pressure G is applied₁For the purpose of subsequently calculating the second positivePressure G₂Providing reference data, the first positive pressure G₁May be an estimate obtained empirically.

When the third laser receiver 1203 receives the laser signal, it indicates that the calibration device is approaching the point to be measured, and at this time, the first positive pressure G is provided to the driving wheel 507 through the braking device₁Causing the drive wheel 507 to begin to decelerate.

Step S340: when the second laser receiver 1202 receives the laser signal emitted from the laser emitter 11, as shown in fig. 13C, the current time t is acquired₂And the current speed v of the calibration stand body 1₂According to the formula: v. of₁-v₂＝a₁(t₁-t₂) Calculating the acceleration a of the calibration device from the third laser receiver 1203 to the second laser receiver 1202₁(ii) a According to the formula ma₁＝μG₁Calculating a friction coefficient mu between the braking device and the driving wheel 507, wherein m is the mass of the calibration device; according to equation 2a₂s＝v₃ ²-v₂ ²The acceleration a between the second laser receiver 1202 and the first laser receiver 1201 is calculated₂Wherein v is₃0, s is the distance between the second laser receiver 1202 and the first laser receiver 1201; according to the formula ma₂＝μG₂Calculating a second positive pressure G₂And sends a second braking command to the braking device to make the braking device provide a second positive pressure G to the driving wheel 507₂。

According to a second positive pressure G₂The provided friction force enables the speed of the calibration device to be just reduced to 0 when the calibration device reaches the position of the point to be measured, and the calibration device is accurately stopped at the position of the point to be measured.

Step S350: when the first laser receiver 1201 receives the laser signal emitted by the laser emitter 11, as shown in fig. 13D, a third brake instruction is sent to the braking device, so that the braking device locks the driving wheel 507.

When the first laser receiver 1201 receives the laser signal emitted by the laser emitter 11, it indicates that the calibration device has reached the position of the point to be measured, and at this time, the driving wheel 507 is locked by the braking device, so that the railway transverse wheel-rail force calibration device is stopped.

Step S360: a fixing command is sent to the driving motor 501, and the driving motor 501 drives the cam gear assembly 502 to rotate, so that the cam 5021 pushes the slider 5031 to slide towards the outer side of the sliding slot 504, and further drives the driving wheel 507 to move towards the direction of the steel rail 10, so that the outer side surface of the inner wheel 5071 is tightly attached to the inner side surface of the rail head 1001.

Step S370: and sending a pre-pressurizing command to the hydraulic pump 2, so that the hydraulic pump 2 drives the stop blocks 4 at the two sides of the calibration frame main body 1 to pre-push the steel rails 10 at the two sides of the calibration frame main body 1.

Step S380: a driving wheel 507 recovery command is sent to the driving motor 501, the driving motor 501 drives the cam gear assembly 502 to rotate, the slider 5031 slides towards the inner side of the sliding groove 504 under the action of the return spring 505 until the cam 5021 is disengaged from the slider 5031, the first gear 5022 is engaged with the second gear 5032, the second gear 5032 is driven to rotate, and the driving wheel 507 is driven to swing above the steel rail 10.

Step S390: sending a test pressurizing command to the hydraulic pump 2 to apply a certain test pressure f between the stopper 4 and the steel rail 10_iWhen the fluctuation value of the pressure between the block 4 and the steel rail 10 is less than 5% and the duration time exceeds t, acquiring the pressure p between the block 4 and the steel rail 10_iAnd the distance h detected by the laser range finder 6_iWherein i is 1.

Step S400: a fixing command is sent to the driving motor 501, the driving motor 501 drives the cam gear assembly 502 to rotate, so that the first gear 5022 drives the second gear 5032 to rotate, the driving wheel 507 is driven to swing to be on the same horizontal plane with the steel rail 10, the first gear 5022 is separated from the second gear 5032, the cam 5021 abuts against the slider 5031, the cam 5021 pushes the slider 5031 to slide towards the outer side of the sliding groove 504, and then the driving wheel 507 is driven to move towards the direction of the steel rail 10, so that the outer side surface of the inner wheel 5071 is tightly attached to the inner side surface of the railhead 1001.

Step S410: and sending a pressure relief command to the hydraulic pump 2, and recovering the jacking head 202 and the pump body 201 of the hydraulic pump 2 so that the stop block 4 is separated from the steel rails 10 on two sides of the calibration frame main body 1.

Step S420: and sending a pre-pressurizing command to the hydraulic pump 2, so that the hydraulic pump 2 drives the stop blocks 4 at the two sides of the calibration frame main body 1 to pre-push the steel rails 10 at the two sides of the calibration frame main body 1.

Step S430: a driving wheel 507 recovery command is sent to the driving motor 501, the driving motor 501 drives the cam gear assembly 502 to rotate, the slider 5031 slides towards the inner side of the sliding groove 504 under the action of the return spring 505 until the cam 5021 is disengaged from the slider 5031, the first gear 5022 is engaged with the second gear 5032, the second gear 5032 is driven to rotate, and the driving wheel 507 is driven to swing above the steel rail 10.

Step S440: sending a test pressurizing command to the hydraulic pump 2 to apply a certain test pressure F between the stopper 4 and the steel rail 10_iWhen the fluctuation value of the pressure between the block 4 and the steel rail 10 is less than 5% and the duration time exceeds t, acquiring the pressure p between the block 4 and the steel rail 10_iAnd the distance h detected by the laser range finder 6_iWherein i is the number of times the test pressurization command is sent, wherein F_i＞F_i-1。

Step S450: judging whether i is smaller than n, wherein n is the preset number of times of testing the pressurization command, and if so, returning to the step S400; otherwise, the process proceeds to step S460.

Step S460: according to the formula f_i＝p_iS, calculating the transverse force f after each application of the test pressure_iAnd then obtaining an array (f) after applying the test pressure n times_i，h_i) According to said array after applying test pressure n times (f)_i，h_i) Fit out f_iAnd h_iThe relationship curve of (a) to (b),and the calibration of transverse wheel-rail force is realized, wherein s is the contact area of the stop block 4 and the steel rail 10.

By adopting the method provided by the embodiment of the application, the calibration device is accurately stopped at the position to be measured by adopting a graded braking mode. The method specifically comprises the following steps: the friction coefficient during braking is calculated through the related parameters between the third laser receiver 1203 and the second laser receiver 1202, the friction coefficient is influenced by various factors (such as the surface roughness of the steel rail 10, the lubrication state and the like), and the friction coefficient is calculated more accurately according to the related data on site in the embodiment of the application. After the friction coefficient is calculated, how much friction force needs to be applied by the braking device is calculated according to relevant parameters (such as speed, distance between the laser receivers and the like) between the second laser receiver 1202 and the first laser receiver 1201, so that the required positive pressure is obtained, and the speed of the railway transverse wheel-rail force calibration device when reaching the position to be measured is just reduced to 0.

If the braking force is too small, the calibration device can have higher running speed when reaching the position of the point to be measured, and even if a locking measure is taken at the moment, the calibration device can still slide forwards for a certain distance by means of the inertia of the calibration device; if the braking force is too great, the calibration device may be stopped before the point to be measured is reached. Therefore, the braking mode provided by the embodiment of the application can ensure the accuracy of the calibration device stopping at the position of the point to be measured.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A railway transverse wheel rail force calibration device is characterized by comprising: the calibration frame comprises a calibration frame main body (1), wherein the calibration frame main body (1) is provided with a front-back direction (Y) and a left-right direction (X) which are perpendicular to each other, and the calibration frame main body (1) is a shell extending along the left-right direction (X);

a hydraulic pump (2) is arranged inside the calibration frame main body (1), the hydraulic pump (2) comprises a pump body (201) and a jacking head (202), two ends of the hydraulic pump (2) are respectively and fixedly connected with a connecting rod (3), the other end of the connecting rod (3) extends out of the calibration frame main body (1) and is connected with a stop block (4), the opening shape of the stop block (4) is matched with the rail head (1001), and the axes of the connecting rod (3) and the hydraulic pump (2) are positioned on the same straight line parallel to the left-right direction (X);

two sides of the end part of the calibration frame main body (1) are respectively provided with a driving wheel component (5), the driving wheel assembly (5) comprises a driving motor (501), an output shaft of the driving motor (501) is parallel to the front-back direction (Y), a cam gear assembly (502) is arranged on an output shaft of the driving motor (501), the cam gear assembly (502) comprises a cam (5021) and a first gear (5022), the diameter of a base circle (5023) of the cam (5021) is equal to the diameter of a tooth root circle of the first gear (5022), the cam (5021) and the first gear (5022) are coaxially arranged, the projection of the outer edge of the cam (5021) and the tooth root circle of the first gear (5022) in the axis direction forms a closed curve, and the outer edge of the cam (5021) and the root circle of the first gear (5022) are in smooth transition at the connection part of the closed curve;

the driving wheel assembly (5) further comprises a slider gear assembly (503) which is mutually matched with the cam gear assembly (502), the slider gear assembly (503) comprises a slider (5031) and a second gear (5032), a sliding groove (504) extending along the left-right direction (X) is arranged in the calibration frame main body (1), the sliding block (5031) is embedded in the sliding groove (504) and is connected with the sliding groove (504) in a sliding way, the second gear (5032) is arranged on the outer side of the sliding block (5031) and is rotatably connected with the sliding block (5031), the rotating shaft of the second gear (5032) is vertical to the plane of the sliding block (5031), the slider (5031) is matched with the cam (5021), the first gear (5022) is matched with the second gear (5032), a return spring (505) is further arranged between one side of the sliding block (5031) facing the end part of the calibration frame main body (1) and the calibration frame main body (1);

when the driving motor (501) drives the cam gear assembly (502) to rotate, the cam (5021) is tangent to the slider (5031) to drive the slider (5031) to slide along the sliding groove (504); or the first gear (5022) is meshed with the second gear (5032) to drive the second gear (5032) to rotate;

the driving wheel assembly (5) further comprises an L-shaped support arm (506), the L-shaped support arm (506) comprises a first support arm (5061) and a second support arm (5062) which are perpendicular to each other, the first support arm (5061) is nested in the shaft hole of the second gear (5032) and is fixedly connected with the second gear (5032), the end part of the second support arm (5062) is provided with a driving wheel (507), the driving wheel (507) is rotationally connected with the second support arm (5062), used for driving the calibration frame main body (1) to walk on a steel rail (10), the driving wheel (507) comprises an outer wheel (5072) and an inner wheel (5071) which are coaxially arranged, the diameter of the outer wheel (5072) is smaller than that of the inner wheel (5071), the tread of the outer wheel (5072) is used for being spanned on the upper surface of the rail head (1001), the outer side surface of the inner wheel (5071) is clamped on the inner side surface of the rail head (1001);

the end part of the calibration frame main body (1) is respectively provided with two laser range finders (6), the two laser range finders (6) are symmetrically arranged relative to the stop block (4), and the laser range finders (6) are configured to emit laser beams along the left-right direction (X);

the calibration frame main body (1) is also provided with a braking device matched with the driving wheel (507);

and a level gauge (8) is further arranged at the center of the upper surface of the calibration frame main body (1).

2. The calibration device according to claim 1, wherein the reference circle (5033) of the second gear (5032) is tangent to the side of the slider (5031) close to the cam (5021).

3. The calibration device according to claim 1, wherein a positioning surface is further provided on the curved surface of the cam (5021), and the positioning surface is a flat surface provided on the curved surface of the cam (5021).

4. The calibration device according to claim 3, wherein the positioning surfaces comprise a first positioning surface (5024) and a second positioning surface (5025), a projection of an axis of the cam gear assembly (502) on the first positioning surface (5024) is a symmetry axis of the first positioning surface (5024), the number of the second positioning surfaces (5025) is two, and the two second positioning surfaces (5025) are symmetrically arranged relative to the first positioning surface (5024).

5. The calibration device according to claim 4, wherein the distance between the center point of the first positioning surface (5024) and the axis of the cam (5021) is S1, and the distance between the center point of the second positioning surface (5025) and the axis of the cam (5021) is S2, wherein 2mm < S1-S2 < 3 mm.

6. The calibration device as claimed in claim 1, wherein the first arm (5061) and the second gear (5032) are fixedly connected via a hook and wedge (508).

7. The calibration device according to claim 1, wherein a scale (7) is respectively arranged at two ends of the upper surface of the calibration frame main body (1), and the central scale of the scale (7) is arranged opposite to the central line of the connecting rod (3).

8. A railway transverse wheel-rail force calibration system, characterized by comprising the calibration device and the laser transmitter (11) of any one of claims 1 to 7, the calibration device further comprising a first laser receiver (1201), a second laser receiver (1202) and a third laser receiver (1203) arranged on the same straight line along the fore-and-aft direction (Y);

the number of the first laser receivers (1201) is one, the first laser receivers are arranged on a central line of the bottom of the calibration frame main body (1), the number of the second laser receivers (1202) and the number of the third laser receivers (1203) are two respectively, the first laser receivers are arranged on first support arms (5061) on two sides of the calibration frame main body (1), the two second laser receivers (1202) and the two third laser receivers (1203) are symmetrically arranged relative to the first laser receivers (1201) respectively, and the second laser receivers (1202) are located on the inner sides of the third laser receivers (1203);

the laser transmitter (11) is arranged at the position where the rail bottom (1003) is matched with the point to be measured, and the laser transmitter (11) is configured to transmit laser beams towards a running line perpendicular to the laser receiver.

9. A method for calibrating railway transverse wheel-rail force, which is characterized by using the calibration device of any one of claims 1-7, and comprises the following steps:

step S110: placing the calibration device on a steel rail (10), sending a pre-walking command to a driving motor (501), wherein the driving motor (501) drives a cam gear assembly (502) to rotate, so that a cam (5021) pushes a slider (5031) to slide towards the outer side of a sliding groove (504), and further drives a driving wheel (507) to move towards the direction of the steel rail (10), the driving wheels (507) at two ends of the calibration frame main body (1) are respectively clamped on the steel rail (10) at two sides of the calibration frame main body (1), a gap of 2mm-3mm is kept between the outer side of an inner wheel (5071) and the inner side of a railhead (1001), and the outer side of the sliding groove (504) is the side of the sliding groove (502504) far away from the cam (5021);

step S120: sending a driving instruction to the driving wheel (507), and enabling the driving wheel (507) to drive the calibration device to run along the extension direction of the steel rail (10) until the point to be measured is reached;

step S130: sending a fixing instruction to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, so that the cam (5021) pushes the slider (5031) to slide towards the outer side of the sliding groove (504), and further drives the driving wheel (507) to move towards the direction of the steel rail (10), and the outer side face of the inner wheel (5071) is tightly attached to the inner side face of the rail head (1001);

step S140: sending a pre-pressurizing command to the hydraulic pump (2) to enable the hydraulic pump (2) to drive the stop blocks (4) on the two sides of the calibration frame main body (1) to pre-push the steel rails (10) on the two sides of the calibration frame main body (1);

step S150: sending a driving wheel (507) recovery command to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, the slider (5031) slides towards the inner side of the sliding chute (504) under the action of a return spring (505) until the cam (5021) is separated from the slider (5031), the first gear (5022) is meshed with the second gear (5032) to drive the second gear (5032) to rotate, and further the driving wheel (507) is driven to swing above the steel rail (10);

step S160: sending a test pressurization command to the hydraulic pump (2) to apply a certain test pressure F between the stopper (4) and the steel rail (10)_iWhen the fluctuation value of the pressure between the block (4) and the steel rail (10) is less than 5% and the duration time exceeds t, acquiring the pressure p between the block (4) and the steel rail (10)_iAnd the distance h detected by the laser range finder (6)_iWherein i is 1;

step S170: sending a fixing command to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, so that the first gear (5022) drives the second gear (5032) to rotate, the driving wheel (507) is driven to swing to be on the same horizontal plane with a steel rail (10), the first gear (5022) is separated from the second gear (5032), the cam (5021) abuts against the slider (5031), so that the cam (5021) pushes the slider (5031) to slide towards the outer side of the sliding groove (504), the driving wheel (507) is driven to move towards the direction of the steel rail (10), and the outer side face of the inner wheel (5071) is tightly attached to the inner side face of the rail head (1001);

step S180: sending a pressure relief command to the hydraulic pump (2), and recovering a jacking head (202) and a pump body (201) of the hydraulic pump (2) so that the stop block (4) is separated from the steel rails (10) on two sides of the calibration frame main body (1);

step S190: sending a pre-pressurizing command to the hydraulic pump (2) to enable the hydraulic pump (2) to drive the stop blocks (4) on the two sides of the calibration frame main body (1) to pre-push the steel rails (10) on the two sides of the calibration frame main body (1);

step S200: sending a driving wheel (507) recovery command to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, the slider (5031) slides towards the inner side of the sliding chute (504) under the action of a return spring (505) until the cam (5021) is separated from the slider (5031), the second gear (5032) is meshed with the first gear (5022) to drive the first gear (5022) to rotate, and further the driving wheel (507) is driven to swing above the steel rail (10);

step S210: sending a test pressurization command to the hydraulic pump (2) to apply a certain test pressure F between the stopper (4) and the steel rail (10)_iWhen the fluctuation value of the pressure between the block (4) and the steel rail (10) is less than 5% and the duration time exceeds t, acquiring the pressure p between the block (4) and the steel rail (10)_iAnd the distance h detected by the laser range finder (6)_iWherein i is the number of times the test pressurization command is sent, wherein F_i＞F_i-1；

step S230: according to the formula f_i＝p_iS, calculating the transverse force f after each application of the test pressure_iAnd then obtaining an array (f) after applying the test pressure n times_i，h_i) From the array after n test pressure applications (f)_i，h_i) And fitting a relation curve of f and h to realize the calibration of the transverse wheel-rail force, wherein s is the contact area of the stop block (4) and the steel rail (10).

10. A method for calibrating rail force of a railway transverse wheel, wherein the system of claim 8 is adopted, and the method comprises the following steps:

step S310: placing the calibration device on a steel rail (10), sending a pre-walking command to a driving motor (501), wherein the driving motor (501) drives a cam gear assembly (502) to rotate, so that a cam (5021) pushes a slider (5031) to slide towards the outer side of a sliding groove (504), and further drives a driving wheel (507) to move towards the direction of the steel rail (10), the driving wheels (507) at two ends of the calibration frame main body (1) are respectively clamped on the steel rail (10) at two sides of the calibration frame main body (1), a gap of 2mm-3mm is kept between the outer side of an inner wheel (5071) and the inner side of a railhead (1001), and the outer side of the sliding groove (504) is the side of the sliding groove (502504) far away from the cam (5021);

step S320: sending a driving command to the driving wheel (507) to enable the driving wheel (507) to drive the calibration device to run along the extending direction of the steel rail (10);

step S330: when the third laser receiver (1203) receives the laser signal emitted by the laser emitter (11), the current time t is acquired₁And the current speed v of the calibration frame main body (1)₁And sends a first braking command to the braking device to enable the braking device to provide a first positive pressure G to the driving wheel (507)₁；

Step S340: when the second laser receiver (1202) receives the laser transmitter (11)During the emission of the laser signal, the current time t is acquired₂And the current speed v of the calibration frame main body (1)₂According to the formula: v. of₁-v₂＝a₁(t₁-t₂) Calculating the acceleration a of the calibration device from the third laser receiver (1203) to the second laser receiver (1202)₁(ii) a According to the formula ma₁＝μG₁Calculating a friction coefficient mu between the braking device and the driving wheel (507), wherein m is the mass of the calibration device; according to equation 2a₂s＝v₃ ²-v₂ ²Calculating the acceleration a between the second laser receiver (1202) and the first laser receiver (1201)₂Wherein v is₃-0, s is the distance between the second laser receiver (1202) and the first laser receiver (1201); according to the formula ma₂＝μG₂Calculating a second positive pressure G₂And sending a second braking command to the braking device to enable the braking device to provide a second positive pressure G to the driving wheel (507)₂；

Step S350: when the first laser receiver (1201) receives a laser signal emitted by a laser emitter (11), sending a third brake instruction to the braking device to enable the braking device to lock the driving wheel (507);

step S360: sending a fixing instruction to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, so that the cam (5021) pushes the slider (5031) to slide towards the outer side of the sliding groove (504), and further drives the driving wheel (507) to move towards the direction of the steel rail (10), and the outer side face of the inner wheel (5071) is tightly attached to the inner side face of the rail head (1001);

step S370: sending a pre-pressurizing command to the hydraulic pump (2) to enable the hydraulic pump (2) to drive the stop blocks (4) on the two sides of the calibration frame main body (1) to pre-push the steel rails (10) on the two sides of the calibration frame main body (1);

step S380: sending a driving wheel (507) recovery command to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, the slider (5031) slides towards the inner side of the sliding chute (504) under the action of a return spring (505) until the cam (5021) is separated from the slider (5031), the first gear (5022) is meshed with the second gear (5032) to drive the second gear (5032) to rotate, and further the driving wheel (507) is driven to swing above the steel rail (10);

step S390: sending a test pressurization command to the hydraulic pump (2) to apply a certain test pressure f between the stopper (4) and the steel rail (10)_iWhen the fluctuation value of the pressure between the block (4) and the steel rail (10) is less than 5% and the duration time exceeds t, acquiring the pressure p between the block (4) and the steel rail (10)_iAnd the distance h detected by the laser range finder (6)_iWherein i is 1;

step S400: sending a fixing command to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, so that the first gear (5022) drives the second gear (5032) to rotate, the driving wheel (507) is driven to swing to be on the same horizontal plane with a steel rail (10), the first gear (5022) is separated from the second gear (5032), the cam (5021) abuts against the slider (5031), so that the cam (5021) pushes the slider (5031) to slide towards the outer side of the sliding groove (504), the driving wheel (507) is driven to move towards the direction of the steel rail (10), and the outer side face of the inner wheel (5071) is tightly attached to the inner side face of the rail head (1001);

step S410: sending a pressure relief command to the hydraulic pump (2), and recovering a jacking head (202) and a pump body (201) of the hydraulic pump (2) so that the stop block (4) is separated from the steel rails (10) on two sides of the calibration frame main body (1);

step S420: sending a pre-pressurizing command to the hydraulic pump (2) to enable the hydraulic pump (2) to drive the stop blocks (4) on the two sides of the calibration frame main body (1) to pre-push the steel rails (10) on the two sides of the calibration frame main body (1);

step S430: sending a driving wheel (507) recovery command to the driving motor (501), wherein the driving motor (501) drives the cam gear assembly (502) to rotate, the slider (5031) slides towards the inner side of the sliding chute (504) under the action of a return spring (505) until the cam (5021) is separated from the slider (5031), the first gear (5022) is meshed with the second gear (5032) to drive the second gear (5032) to rotate, and further the driving wheel (507) is driven to swing above the steel rail (10);

step S440: sending a test pressurization command to the hydraulic pump (2) to apply a certain test pressure F between the stopper (4) and the steel rail (10)_iWhen the fluctuation value of the pressure between the block (4) and the steel rail (10) is less than 5% and the duration time exceeds t, acquiring the pressure p between the block (4) and the steel rail (10)_iAnd the distance h detected by the laser range finder (6)_iWherein i is the number of times the test pressurization command is sent, wherein F_i＞F_i-1；

step S460: according to the formula f_i＝p_iS, calculating the transverse force f after each application of the test pressure_iAnd then obtaining an array (f) after applying the test pressure n times_i，h_i) According to said array after applying test pressure n times (f)_i，h_i) And fitting a relation curve of f and h to realize the calibration of the transverse wheel-rail force, wherein s is the contact area of the stop block (4) and the steel rail (10).