CN112229655A - Rail train debugging layout and rail train dynamic debugging process - Google Patents
Rail train debugging layout and rail train dynamic debugging process Download PDFInfo
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- CN112229655A CN112229655A CN202011022017.9A CN202011022017A CN112229655A CN 112229655 A CN112229655 A CN 112229655A CN 202011022017 A CN202011022017 A CN 202011022017A CN 112229655 A CN112229655 A CN 112229655A
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Abstract
The invention relates to a railway train debugging layout and a railway train dynamic debugging process, wherein the railway train debugging layout comprises an urban railway train linear test line and a standard railway train test line which are laid in parallel, a standard/wide gauge coexisting section and a plurality of standard railway turnouts are formed in the middle of the urban railway train linear test line, a hardened level crossing and a railway access test line road in the railway coexisting section are laid at the second end of the urban railway train linear test line and the second end of the standard railway train test line, a railway vehicle rail is respectively arranged at the two ends of the urban railway train linear test line, a non-contact-network section is arranged at one side of the second end, a plant area connecting line is arranged at one side of the first end, and a railway vehicle rail is arranged at the second end of the standard railway vehicle test line. The invention can meet the requirements of safe operation and dynamic test of standard rail vehicles, wide rail vehicles and trains, and can effectively avoid the technical problems of increased production cost and reduced production efficiency of rail vehicles caused by repeatedly reforming rails with high volume and long period.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail train debugging layout and a rail train dynamic debugging process.
Background
Train dynamic line test verification is required after rail transit vehicles such as metro trains, motor train units and the like are manufactured, so that the dynamic running performance of the trains and various systems thereof is good, and the requirements of safe running of lines are met.
The conventional dynamic train debugging process only meets the production requirements of rail vehicles with the running railway line consistent with the track gauge of the test train.
With the increase of orders of foreign wide-gauge (short for wide-gauge) rail vehicles in recent years, domestic standard gauge (short for standard rail) lines such as original test lines, shunting connecting lines and the like can not meet the production requirements of wide-gauge vehicles, if wide-gauge reconstruction is carried out on all supporting facilities such as dynamic test lines, turnouts and the like, high reconstruction cost and longer repeated reconstruction period of standard rail-wide rail-reregister are required, normal production of standard rail vehicles can be seriously influenced, meanwhile, the limitation that the turnouts of the lines can not be compatible with the safe operation of the standard rail and the wide-gauge vehicles at the same time is met, if the wide-gauge reconstruction is carried out on the turnouts, domestic standard rail vehicles can not be transported through the railway lines, dynamic tests of trains can not be completed, the running of large-batch rail vehicles entering and exiting different standard rail test lines and factory areas can be prevented, and the normal production of domestic standard rail vehicle products can be seriously influenced.
Disclosure of Invention
In view of the above, the present invention is directed to a track train debugging layout, so as to provide a track train debugging layout capable of meeting the requirements of normal production, transportation and train dynamic test of standard rail and wide rail vehicles.
In order to achieve the purpose, the invention adopts the following technical scheme:
a railway train debugging layout comprises a second end hardened pavement, a first standard rail switch, a hardened level crossing of a rail coexisting section, a second standard rail switch, a first end line vehicle bumper, a second end line vehicle bumper, an annular test run line connecting line of a standard rail urban railway vehicle, a factory area connecting line, a third standard rail switch, a fourth standard rail switch, an in-out test run line road, an urban railway vehicle straight line test run line, a standard rail railway vehicle test run line and a standard/wide gauge coexisting section;
the urban railway vehicle straight line test line and the marked rail vehicle test line are laid in parallel, a marked/wide gauge coexisting section is formed in the middle of the urban railway vehicle straight line test line, a second marked rail switch is arranged at the first end of the urban railway vehicle straight line test line, a first end railway vehicle gear is arranged at the end of the first end of the urban railway vehicle straight line test line, a plant area connecting line is arranged between the first end railway vehicle gear and the second marked rail switch, the plant area connecting line is connected with the urban railway vehicle straight line test line, a marked rail switch is arranged between the plant area connecting line and the urban railway vehicle straight line test line, a tested wide rail train is parked on the urban railway vehicle straight line test line, a first marked rail switch is arranged at the second end of the urban railway vehicle straight line test line, a second end railway vehicle gear is arranged at the end of the second end of the urban railway vehicle straight line test line, a non-contact-network section is arranged on the inner side of the second end railway vehicle gear, and a marked rail switch line is arranged between the second end railway vehicle linear test rail vehicle gear of the urban railway vehicle straight line and the first marked rail switch, a standard rail urban railway vehicle annular test run line connecting line is connected with an urban railway vehicle linear test run line, and a standard rail turnout is arranged between the standard rail urban railway vehicle annular test run line connecting line and the urban railway vehicle linear test run line;
a first end of the standard rail motor car test line is provided with a fourth standard rail switch, a second end of the standard rail motor car test line is provided with a third standard rail switch, and a second end circuit car gear is arranged at the end part of the second end of the standard rail motor car test line;
the middle parts of the urban railway vehicle straight line test line and the marking rail motor vehicle test line are provided with a rail coexisting section hardening level crossing road port, the outsides of the second ends are respectively paved with an in-out test line road, the in-out test line road is connected with the rail coexisting section hardening level crossing road port, the inner side of the in-out test line road is provided with a second end hardening road surface, and the second end hardening road surface is positioned on one side of the second end of the urban railway vehicle straight line test line.
Compared with the prior art, the rail train debugging layout has the following beneficial effects:
(1) the railway train debugging layout solves the problem that the existing standard railway lines such as a train testing line, a shunting tie line and the like can not meet the requirements of wide-rail vehicle production transportation and dynamic test; meanwhile, the problem that the line turnout limitation cannot simultaneously meet the requirements of safe operation and dynamic test of standard rail vehicles and wide rail vehicles or trains, and the serious influence is brought to different test lines, in-and-out railway connecting lines of factory vehicles and domestic large-batch production and delivery of standard rail vehicles is solved;
(2) the debugging layout of the rail train can effectively avoid the technical problems of increased production cost and reduced production efficiency of the rail train caused by repeatedly reforming the rail with high cost and long period.
Another objective of the present invention is to provide a dynamic debugging process based on a track train debugging layout, so as to provide a track train dynamic debugging process that can simultaneously meet the requirements of normal production, transportation and train dynamic test of standard rail and wide rail vehicles.
In order to achieve the purpose, the invention adopts the following technical scheme:
a rail train dynamic debugging process based on the rail train debugging layout comprises the following steps:
the method comprises the following steps: the method comprises the steps that a tested wide rail train which is statically debugged is respectively transported to a second end hardened pavement of an urban railway vehicle linear train test line according to a train marshalling sequence, four standard rail line running carrying devices are sequentially placed on a non-contact-net section track line at the second end of the urban railway vehicle linear train test line according to the axle distance size of the tested wide rail train, then the tested wide rail train is lifted by a truck crane, and each wheel set of the tested wide rail train is respectively and slowly placed on the fixed rotating wheels of the wide rail wheel sets at two sides of the corresponding standard rail line running carrying device right below the tested wide rail train;
step two: connecting the tested wide-rail vehicle with a standard-rail highway-railway dual-purpose tractor, transporting the tested wide-rail vehicle to a hardened flat crossing of a rail coexistence section along a city railway straight-line test line by the standard-rail highway-railway dual-purpose tractor, stopping the tested wide-rail vehicle by a vehicle stopping device, then releasing the connection between the standard-rail highway-railway dual-purpose tractor and the tested wide-rail vehicle, automatically driving the standard-rail highway-railway dual-purpose tractor out of a city railway straight-line test line rail, and waiting for the next traction operation of the tested wide-rail vehicle at the hardened flat crossing of the rail coexistence section;
step three: erecting the tested wide-rail vehicle by a movable vehicle erecting machine at two sides of a hardened level crossing line of the rail coexistence section, then pushing out the four standard rail line running carrying devices along the rail line, and slowly dropping the tested wide-rail vehicle onto the wide-rail line in the standard/wide gauge coexistence section;
step four: repeating the first step to the third step, sequentially transporting each section of vehicle in the tested wide-rail train to a wide-rail track line in a middle mark/wide-gauge coexistence section of the urban railway vehicle linear train test line, and connecting adjacent tested wide-rail vehicles on the wide-rail track line to form the tested wide-rail train;
step five: according to the dynamic test file requirements of the tested wide-rail train, performing train dynamic test on the wide-rail track line in a standard/wide-gauge coexisting section without turnout connection in the middle of the urban railway vehicle straight line test line;
step six: the dynamic test-finished wide rail train to be tested is disassembled, each section of the disassembled wide rail train to be tested is respectively erected at a hardened flat intersection of a rail coexistence section by a movable vehicle erecting frame through the reverse process sequence from the first step to the third step, then four standard rail line operation carrying devices are respectively pushed to the positions below each wheel alignment of the erected wide rail train to be tested along a rail line, each wheel pair of the wide rail train to be tested is respectively and slowly dropped onto two fixed rotating wheels of each side wide rail wheel pair in the corresponding standard rail line operation carrying device right below the wheel pair to be tested, then the first end of the wide rail train to be tested is connected with a standard rail and highway dual-purpose tractor, the wide rail train to be tested is pushed to the rail line of a contact net-free section at the second end of the urban railway straight line test train line, the wide rail train to be tested is stopped by a vehicle stopping device after being pushed to the proper position, and then the connection with the standard rail and highway dual-railway tractor is released, and finally, hoisting the tested wide-rail vehicle to a transport vehicle through a truck crane and transporting the vehicle away, and sequentially completing the shipment of each section of the tested wide-rail vehicle.
Compared with the prior art, the rail train dynamic debugging process has the following beneficial effects:
(1) the dynamic debugging process of the rail train ensures the production and use requirements of the domestic large-batch standard rail train dynamic test, different test lines, factory area railway connecting line standard rail vehicles, train operation and the like, realizes the dynamic test of the foreign small-batch wide rail train, enriches the functions of the test lines and improves the use efficiency of the test lines by adopting a mode that the line of the coexisting sections of the standard rail track and the wide rail track is arranged in parallel in the middle of the linear test line of the urban railway vehicle without turnout connection sections, and all turnouts in the line and all lines outside the line are arranged according to the domestic standard rail distance;
(2) the process supplements and perfects the manufacturing technology of rail trains with different track gauges, and lays a good foundation for the production of foreign special rail vehicles;
(3) according to the process, the independent construction of wide-rail railway connecting lines, wide-rail turnouts and other related supporting facilities is not needed, the land purchasing cost is saved, a large amount of investment cost is saved compared with the independent construction of wide-rail vehicle testing lines and supporting facilities, and the problem that the service efficiency of the vehicle testing lines is low or idle due to the fact that orders of small-batch wide-rail vehicles are discontinuous is solved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
fig. 1 is a schematic diagram of a railway train debugging layout according to an embodiment of the present invention;
fig. 2 is a top view of a standard line operation piggyback device according to an embodiment of the present invention.
Description of reference numerals:
1-second end hardened pavement; 2-first standard rail turnout; 3-hardening the level crossing port in the rail coexisting section; 4-a second standard rail turnout; 5-a mobile vehicle lifting jack; 6-wide-rail train to be tested; 7-first end line gear; 8-second end line gear; 9-standard rail urban railway vehicle annular test run line connecting line; 10-factory tie lines; 11-third standard rail turnout; 12-fourth standard rail turnout; 13-entering and exiting the test lane road; 14-urban railway vehicle straight line test line; 15-standard rail motor train test line; 16-standard/wide gauge coexistence section; 17-wide track wheel set fixed wheel; 18-a fastening nut; 19-device end beam; 20-standard rail running wheels; 21-body.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The technical solution of the present invention will be described in detail with reference to the accompanying drawings in conjunction with embodiments.
The noun explains:
a standard rail switch: standard gauge switches.
Marking a rail: and (5) short for the standard gauge.
Wide rail: the gauge larger than the standard gauge size is collectively called wide gauge, which is simply called wide rail.
In one embodiment, as shown in fig. 1, the present invention provides a railway train commissioning layout, which includes a second end hardened pavement 1, a first standard rail switch 2, a rail coexisting section hardened level crossing 3, a second standard rail switch 4, a first end track rail 7, a second end track rail 8, a standard rail urban railway train annular test line connecting line 9, a plant area connecting line 10, a third standard rail switch 11, a fourth standard rail switch 12, an in-out test line road 13, an urban railway train straight test line 14, a standard rail train test line 15, and a standard/wide gauge coexisting section 16.
Specifically, an urban railway vehicle linear test line 14 and a standard rail railway vehicle test line 15 are laid in parallel, a standard/wide gauge coexistence section 16 is formed in the middle of the urban railway vehicle linear test line 14, a second standard rail switch 4 is arranged at the first end of the urban railway vehicle linear test line 14, a first end line rail 7 is mounted at the end of the first end of the urban railway vehicle linear test line 14, a plant area connecting line 10 is arranged between the first end line rail 7 and the second standard rail switch 4, the plant area connecting line 10 is connected with the urban railway vehicle linear test line 14, a rail switch is arranged between the plant area connecting line 10 and the urban railway vehicle linear test line 14, and a tested wide rail train 6 is parked on the urban railway vehicle linear test line 14; the second end of urban railway vehicle straight line test line 14 is equipped with first mark track switch 2, a second end circuit car gear 8 of the tip installation of urban railway vehicle straight line test line 14 second end, 8 inboard sides of second end circuit car gear are equipped with no contact net district section to be equipped with mark rail urban railway vehicle annular test line tie line 9 between second end circuit car gear 8 and first mark switch track 2 of urban railway vehicle straight line test line 14, mark rail urban railway vehicle annular test line tie line 9 links to each other with urban railway vehicle straight line test line 14, and be equipped with the mark switch between mark rail urban railway vehicle annular test line tie line 9 and urban railway vehicle straight line test line 14.
The first end of the standard rail motor car test line 15 is provided with a fourth standard rail switch 12, the second end of the standard rail motor car test line 15 is provided with a third standard rail switch 11, and the end part of the second end of the standard rail motor car test line 15 is provided with a second end rail switch 8.
The middle parts of the urban railway vehicle linear test line 14 and the standard rail motor vehicle test line 15 are provided with a rail coexistence section hardening level crossing port 3, the second end outsides of the urban railway vehicle linear test line 14 and the standard rail motor vehicle test line 15 are respectively paved with an in-out test line road 13, the in-out test line road 13 is connected with the rail coexistence section hardening level crossing port 3, the inner side of the in-out test line road 13 is provided with a second end hardening road surface 1, and the second end hardening road surface 1 is positioned on one side of the second end of the urban railway vehicle linear test line 14.
Further, the railway train commissioning layout further comprises a movable vehicle lifting jack 5 for lifting each section of the wide rail train 6 to be tested, and the movable vehicle lifting jack 5 is placed on two sides of the hardened flat crossing 3 line in the rail coexistence section.
Further, the standard/wide gauge coexisting region 16 is a region where a standard gauge and a wide gauge coexist.
Further, the rail coexisting region hardened level crossing 3 is a coexisting region hardened level crossing in which a standard gauge rail and a wide gauge rail are arranged in parallel.
The rail train debugging layout of the embodiment has the following beneficial effects:
(1) the rail train debugging layout solves the problem that the existing standard rail roads such as a train testing line, a shunting tie line and the like can not meet the requirements of wide rail vehicle production transportation and dynamic tests; meanwhile, the problem that the line turnout limitation cannot simultaneously meet the requirements of safe operation and dynamic test of standard rail vehicles and wide rail vehicles or trains, and the serious influence is brought to different test lines, in-and-out railway connecting lines of factory vehicles and domestic large-batch production and delivery of standard rail vehicles is solved;
(2) the technical problems of increased production cost and reduced production efficiency of the rail vehicle caused by high-volume, long-period and repeated modification of the rail can be effectively solved by the rail train debugging layout of the embodiment.
In another embodiment, the invention provides a rail train dynamic debugging process based on the rail train debugging layout described in the previous embodiment, which includes the following steps:
the method comprises the following steps: the method comprises the steps that a tested wide rail train 6 which is statically debugged is used for respectively transporting each section of tested wide rail vehicle to a second end hardened pavement 1 of an urban railway vehicle linear train testing line 14 according to a train marshalling sequence, four standard rail road operation carrying devices are sequentially placed on a non-contact-net section rail line at the second end of the urban railway vehicle linear train testing line 14 according to the axle distance size of the tested wide rail vehicle, then the tested wide rail vehicle is lifted by a truck crane, and each wheel set of the tested wide rail vehicle is respectively and slowly placed on a wide rail wheel set fixed rotating wheel 17 at two sides of the corresponding standard rail road operation carrying device right below the tested wide rail vehicle;
step two: connecting the wide-rail vehicle to be tested with a standard-rail road-railway dual-purpose tractor, transporting the wide-rail vehicle to be tested to a hardened level crossing 3 of a rail coexistence section along an urban railway vehicle linear test line 14 by the standard-rail road-railway dual-purpose tractor, stopping the wide-rail vehicle to be tested by a vehicle stopping device, then releasing the connection between the standard-rail road-railway dual-purpose tractor and the wide-rail vehicle to be tested, driving the standard-rail road-railway dual-purpose tractor out of the urban railway vehicle linear test line 14 rail by itself, and waiting for the next wide-rail vehicle to be tested at the hardened level crossing 3 of the rail coexistence section;
step three: the method comprises the following steps that a tested wide-rail vehicle is erected by a movable vehicle lifting machine 5 on two sides of a hardened level crossing 3 line of a rail coexistence section, then four standard rail line running carrying devices are pushed out along a rail line, and the tested wide-rail vehicle slowly falls onto a wide-rail line in a standard/wide gauge coexistence section 16;
step four: repeating the first step to the third step, sequentially transporting each section of vehicle in the tested wide-rail train 6 to a wide-rail track circuit in a middle mark/wide gauge coexistence section 16 of an urban railway vehicle straight line train testing line 14, and connecting adjacent each section of tested wide-rail vehicle on the wide-rail track circuit to form the tested wide-rail train 6;
step five: according to the dynamic test file requirement of the tested wide-rail train 6, performing train dynamic test on a wide-rail track in a standard/wide-gauge coexisting section 16 without turnout connection in the middle of a straight-line train test line 14 of the urban railway vehicle;
step six: the dynamic test-finished wide rail train 6 to be tested is disassembled, each disassembled wide rail train to be tested is respectively erected at a hardened flat intersection of a rail coexistence section by a movable vehicle erecting vehicle through the reverse process sequence from the first step to the third step, then four standard rail line operation carrying devices are respectively pushed to the positions below each wheel alignment of the erected wide rail train to be tested along a rail line, each wheel pair of the wide rail train to be tested is respectively and slowly dropped onto two fixed rotating wheels of each side wide rail wheel pair in the corresponding standard rail line operation carrying device below the wheel pair to be tested, then the first end of the wide rail train to be tested is connected with a standard rail road and railway dual-purpose tractor, the wide rail train to be tested is pushed to a rail line without a contact net section at the second end of the urban railway straight line test train line 14, the wide rail train to be tested is stopped by a stopping device after being pushed to the position, and then the connection with the standard rail road and railway dual-purpose tractor is released, and finally, the tested wide-rail vehicle is lifted to a transport vehicle and transported away by a truck crane, and each section of the tested wide-rail vehicle is dispatched in sequence, so that the whole technological process of the wide-rail train dynamic test is realized.
Further, as shown in fig. 2, the standard rail road operation carrying device includes a body 21, a wide rail wheel pair fixed rotating wheel 17, a fastening nut 18, a device end beam 19 and a standard rail operating wheel 20, wherein the body 21 is of a symmetrical structure, two ends of the body 21 are respectively provided with the device end beam 19, two sides of the body 21 parallel to the rail road are respectively and symmetrically provided with the two wide rail wheel pair fixed rotating wheels 17 and the two standard rail operating wheels 20, the standard rail operating wheel 20 is located inside the wide rail wheel pair fixed rotating wheel 17, the wide rail wheel pair fixed rotating wheel 17 is fixedly installed on the body 21 through the fastening nut 18, and the wide rail wheel pair fixed rotating wheel 17 and the standard rail operating wheel 20 can freely rotate. After the wheel pair of the tested wide-rail vehicle falls between the two wide-rail wheel-rail fixed rotating wheels 17 on the same side of the standard rail road operation carrying device, the distance between the shafts of the two wide-rail wheel-pair fixed rotating wheels 17 on the same side is smaller than the diameter of the wheels of the tested wide-rail vehicle, so that the two wide-rail wheel-pair fixed rotating wheels 17 can clamp the wheel pair of the tested wide-rail vehicle, the tested wide-rail vehicle is stably supported, the standard rail operating wheels 20 on two sides of the standard rail road operation carrying device can operate along the standard rail track line, and the tested wide-rail vehicle can move on the standard rail track line.
The rail train dynamic debugging process of the embodiment has the following beneficial effects:
(1) in the dynamic debugging process of the rail train in the embodiment, the line of the coexisting section of the standard rail track and the wide rail track is arranged in parallel in the middle of the linear train test line of the urban railway vehicle without turnout connection sections, and all turnouts in the line and all lines outside the turnouts in the line are arranged according to the domestic standard track distance, so that the dynamic test of domestic large-batch standard rail trains, the production and use requirements of different train test lines, factory railway connecting line standard rail vehicles, train operation and the like are met, the dynamic test of foreign small-batch wide rail trains is realized, the functions of the train test lines are enriched, and the use efficiency of the train test lines is improved;
(2) the process supplements and perfects the manufacturing technology of rail trains with different track gauges, and lays a good foundation for the production of foreign special rail vehicles;
(3) according to the process, the independent construction of wide-rail railway connecting lines, wide-rail turnouts and other related supporting facilities is not needed, the land purchasing cost is saved, a large amount of investment cost is saved compared with the independent construction of wide-rail vehicle testing lines and supporting facilities, and the problem that the service efficiency of the vehicle testing lines is low or idle due to the fact that orders of small-batch wide-rail vehicles are discontinuous is solved.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (6)
1. The utility model provides a rail train debugging overall arrangement which characterized in that: the system comprises a second end hardened pavement (1), a first standard rail switch (2), a rail coexisting section hardened level crossing (3), a second standard rail switch (4), a first end line vehicle gear (7), a second end line vehicle gear (8), a standard rail urban railway vehicle annular test vehicle line connecting line (9), a plant area connecting line (10), a third standard rail switch (11), a fourth standard rail switch (12), an in-and-out test vehicle line road (13), an urban railway vehicle linear test vehicle line (14), a standard rail vehicle test vehicle line (15) and a standard/wide rail distance coexisting section (16);
the urban railway vehicle linear test line (14) and the standard railway vehicle test line (15) are laid in parallel, a standard/wide gauge coexisting section (16) is formed in the middle of the urban railway vehicle linear test line (14), a second standard rail switch (4) is arranged at the first end of the urban railway vehicle linear test line (14), a first end railway vehicle gear (7) is installed at the end of the first end of the urban railway vehicle linear test line (14), a plant area connecting line (10) is arranged between the first end railway vehicle gear (7) and the second standard rail switch (4), the plant area connecting line (10) is connected with the urban railway vehicle linear test line (14), a standard rail switch is arranged between the plant area connecting line (10) and the urban railway vehicle linear test line (14), a tested wide rail train (6) is parked on the urban railway vehicle linear test line (14), a first standard rail vehicle (2) is arranged at the second end of the urban railway vehicle linear test line (14), and a second end railway vehicle linear test line (8) is installed at the second end of the urban railway vehicle linear test line (14), a section without a contact net is arranged on the inner side of the second end line railway car bumper (8), a mark rail urban railway car annular test run line connecting line (9) is arranged between the second end line railway car bumper (8) of the urban railway car linear test run line (14) and the first mark rail turnout (2), the mark rail urban railway car annular test run line connecting line (9) is connected with the urban railway car linear test run line (14), and a mark rail turnout is arranged between the mark rail urban railway car annular test run line connecting line (9) and the urban railway car linear test run line (14);
a fourth standard rail switch (12) is arranged at the first end of the standard rail motor car test line (15), a third standard rail switch (11) is arranged at the second end of the standard rail motor car test line (15), and a second end circuit gear (8) is arranged at the end part of the second end of the standard rail motor car test line (15);
the middle part of urban railway car straight line of trying the car (14) and mark rail motor car line of trying the car (15) is equipped with the coexistent district section hardening level crossing mouth of track (3), business turn over line of trying the car road (13) is all laid to second end outside, business turn over line of trying the car road (13) link to each other with the coexistent district section hardening level crossing mouth of track (3), the inboard of business turn over line of trying the car road (13) is equipped with second end hardening road surface (1), and second end hardening road surface (1) are located one side of urban railway car straight line of trying the car (14) second end.
2. The rail train commissioning layout of claim 1, wherein: the track parallel-connection type train lifting device is characterized by further comprising a movable type vehicle lifting machine (5), wherein the movable type vehicle lifting machine (5) is placed on two sides of a line of the hardened flat crossing (3) of the track coexisting section.
3. A rail train commissioning layout according to claim 1 or 2, wherein: the standard/wide gauge coexisting section (16) is a section where a standard gauge and a wide gauge coexist.
4. A rail train commissioning layout according to claim 1 or 2, wherein: the hardened level crossing port (3) of the rail coexistence section is a hardened level crossing port in which a standard gauge rail and a wide gauge rail are arranged in parallel.
5. A rail train dynamic commissioning process based on the rail train commissioning layout of any one of claims 1 to 4, characterized by: the method comprises the following steps:
the method comprises the following steps: the method comprises the steps that a tested wide-rail train (6) which is statically debugged is transported to a second end hardened pavement (1) of an urban railway vehicle linear train testing line (14) according to a train marshalling sequence, four standard rail road operation carrying devices are sequentially placed on a non-contact-net section track line at the second end of the urban railway vehicle linear train testing line (14) according to the axle distance size of the tested wide-rail train, then the tested wide-rail train is hoisted by a truck crane, and each wheel set of the tested wide-rail train is respectively and slowly placed on corresponding wide-rail wheel set fixed rotating wheels (17) at two sides of the corresponding standard rail road operation carrying device right below the tested wide-rail train;
step two: connecting the tested wide-rail vehicle with a standard-rail highway-railway dual-purpose tractor, transporting the tested wide-rail vehicle to a hardened flat-crossing gate (3) of a rail coexistence section along an urban rail vehicle linear test line (14) by the standard-rail highway-railway dual-purpose tractor, stopping the tested wide-rail vehicle by a vehicle stopping device, then releasing the connection between the standard-rail highway-railway dual-purpose tractor and the tested wide-rail vehicle, automatically driving the standard-rail highway-railway dual-purpose tractor out of the urban rail vehicle linear test line (14) and waiting for the next traction operation of the tested wide-rail vehicle at the hardened flat-crossing gate (3) of the rail coexistence section;
step three: the wide-rail vehicle to be tested is erected by a movable vehicle lifting machine (5) on two sides of a hardened level crossing line (3) line of a rail coexistence section, then four standard rail line running carrying devices are pushed out along the rail line, and the wide-rail vehicle to be tested is slowly dropped onto the wide-rail line in a standard/wide-gauge coexistence section (16);
step four: repeating the first step to the third step, sequentially conveying each section of vehicle in the tested wide-rail train (6) to a wide-rail track circuit in a middle mark/wide-gauge coexistence section (16) of an urban railway vehicle linear train testing line (14), and connecting adjacent sections of tested wide-rail vehicles on the wide-rail track circuit to form the tested wide-rail train (6);
step five: according to the dynamic test file requirement of the tested wide-rail train (6), performing train dynamic test on a wide-rail track in a standard/wide-gauge coexisting section (16) without turnout connection in the middle of a straight-line train testing line (14) of the urban railway vehicle;
step six: the dynamic test-finished wide rail train (6) to be tested is disassembled, each disassembled wide rail train to be tested is erected at a hardened level crossing (3) of a rail coexistence section by a movable vehicle erecting machine (5) through the reverse process sequence of the first step to the third step, then four standard rail road operation carrying devices are respectively pushed to the position below each wheel alignment of the erected wide rail train to be tested along a rail line, each wheel pair of the wide rail train to be tested is respectively and slowly dropped onto two fixed rotating wheels (17) of each wide rail wheel pair in the corresponding standard rail road operation carrying device below the wheel pair to be tested, then the first end of the wide rail train to be tested is connected with a standard rail road-railway dual-purpose tractor, the wide rail train to be tested is pushed to a non-section rail line at the second end of a city railway straight line (14), and the wide rail train to be tested is stopped by a train stopping device after being pushed to the position, and then the connection between the standard rail road and railway dual-purpose tractor is released, and finally the tested wide rail vehicle is lifted to a transport vehicle and transported away through a truck crane, so that the dispatching of each section of the tested wide rail vehicle is completed in sequence.
6. The rail train dynamic debugging process of claim 5, wherein: the standard rail road operation carrying device comprises a body (21), wide rail wheel set fixing rotating wheels (17), fastening nuts (18), device end beams (19) and standard rail operation wheels (20), wherein the body (21) is of a symmetrical structure, one device end beam (19) is respectively installed at two ends of the body (21), the two sides of the body (21) parallel to a rail line are respectively and symmetrically provided with the two wide rail wheel set fixing rotating wheels (17) and the two standard rail operation wheels (20), the standard rail operation wheels (20) are located on the inner sides of the wide rail wheel set fixing rotating wheels (17), and the wide rail wheel set fixing rotating wheels (17) are fixedly installed on two sides of the body (21) through the fastening nuts (18).
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