CN113804395B - Testing device for simulating loading conditions of rail train and bridge - Google Patents
Testing device for simulating loading conditions of rail train and bridge Download PDFInfo
- Publication number
- CN113804395B CN113804395B CN202110969729.XA CN202110969729A CN113804395B CN 113804395 B CN113804395 B CN 113804395B CN 202110969729 A CN202110969729 A CN 202110969729A CN 113804395 B CN113804395 B CN 113804395B
- Authority
- CN
- China
- Prior art keywords
- model
- bridge
- rail train
- rail
- tunnel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000012360 testing method Methods 0.000 title claims abstract description 54
- 230000001133 acceleration Effects 0.000 claims abstract description 14
- 239000003638 chemical reducing agent Substances 0.000 claims description 5
- 230000007704 transition Effects 0.000 abstract description 3
- 230000009471 action Effects 0.000 description 7
- 238000005259 measurement Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000004364 calculation method Methods 0.000 description 4
- 238000000926 separation method Methods 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012805 post-processing Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000003786 synthesis reaction Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/08—Aerodynamic models
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
The invention discloses a testing device for simulating loading conditions of a rail train and a bridge, which comprises a bridge model, a plurality of supports connected to the bottom of the bridge model, two tunnel models respectively arranged at two ends of the top of the bridge model, and a rail train model capable of moving along the rail at the top of the bridge model; the two ends of the bridge model are respectively connected with three force sensors which are used for being connected into the wind tunnel; two ends of the rail train model are respectively connected with a six-component balance, and a sliding block capable of freely sliding on the rail is connected between the six-component balance and the rail; the device also comprises an accelerating device arranged on one side of the tunnel model and a decelerating device arranged on the other side of the tunnel model; the acceleration device and the deceleration device are respectively used for realizing acceleration and deceleration of the rail train model. The invention is used for testing the specific conditions of the rail train and the bridge affected by the crosswind in the transition stage of the tunnel and the bridge, can synchronously test the rail train and the bridge at one time no matter how many attack angle conditions are to be tested, and saves the test time.
Description
Technical Field
The invention relates to a measuring device for performing aerodynamic tests in a wind tunnel, in particular to a testing device for simulating loading conditions of a rail train and a bridge.
Background
In a subway axle system, wind loads of a bridge and a subway vehicle are influenced by various factors such as the appearance of the subway vehicle, the appearance of the bridge, the relative positions of the subway vehicle and the bridge, and the like. In axle coupling vibration analysis, a metro vehicle and a bridge are usually solved as two power subsystems, so that respective three component force coefficients of the metro vehicle and the bridge are required to be obtained when transverse wind action is considered and mutual aerodynamic action between axles is considered in order to correctly reflect respective vibration characteristics of the two subsystems. For linear bridges, the flow of wind along the span direction of the structure can be ignored, and a segment model is used for determining the wind load born by the bridge in unit length. A train of subways is usually composed of a plurality of carriages and can be regarded as a linear structure, so that the wind load of the metro vehicle can be tested through a segment model wind tunnel test. In the bridge segment model wind tunnel test, the influence of Reynolds numbers can be ignored in the test because the bridge section is passivated and the bypass separation point is fixed. The cross section of the subway vehicle is approximately rectangular, but the periphery of the subway vehicle is smoothly transited, and the flow-around separation point is related to the Reynolds number. Under the action of crosswind, the metro vehicle on the bridge is positioned in the upper part of the flow of the bridge, and the pulsating component in the separated flow weakens the viscosity action of the arc surface boundary layer, so that the influence of the Reynolds number on the steady aerodynamic force of the vehicle is reduced. In addition, the axle system under the action of crosswind is essentially a flow-around problem of a multi-body system, and the flow-around form of the multi-body system is sensitive to Reynolds numbers. Unlike conventional multi-body system detours, the metro vehicle is closely spaced from the bridge (wheel rail contacts), the structural dimensions of the metro vehicle are smaller than the bridge, and the metro vehicle is located within the detours of the bridge. The subway vehicle and the bridge can be regarded as one system. The section of the system becomes more passivated due to the existence of the subway vehicle, and the Reynolds number has smaller response to the integral steady aerodynamic influence of the section. In a word, the influence of the Reynolds number on the axle system is smaller, and the influence of the Reynolds number can be ignored in the pneumatic parameter test of the subway axle system, so that the pneumatic characteristic of the axle system can be tested by adopting a method similar to the bridge segment model wind tunnel test.
In order to obtain aerodynamic forces of a metro vehicle and a bridge in a vehicle-bridge combined state, the main methods adopted at present are as follows: CFD numerical simulation, field actual measurement and wind tunnel test. The CFD numerical simulation calculation amount is large, the calculation accuracy is influenced by the grid division quality, and particularly for a bridge structure with more detail members such as trusses, the calculation accuracy and the calculation efficiency are difficult to meet at the same time. The field actual measurement is limited by a plurality of factors such as weather conditions, subway train running conditions, test cost and the like, and the aerodynamic force of the train-bridge system is difficult to obtain. The wind tunnel test can conveniently control and change test conditions, and is convenient for repeated tests, so that the study on the aerodynamic characteristics of the vehicle-bridge combined system is mainly completed through the wind tunnel test.
The aerodynamic forces of the wind tunnel test vehicle-bridge combination are usually tested by a vehicle-bridge separation device (such as a crossed chute system, reference [1] Li Yongle, liao Haili, section model wind tunnel test study of the aerodynamic characteristics of the axle system [ J ]. Railway school journal, 2004 (03): 71-75.) respectively. However, this method has certain disadvantages: the aerodynamic forces of the metro vehicle and the bridge cannot be synchronously tested, so that the test working conditions are obviously increased, particularly for the bridge running in multiple lines, the test working conditions are multiplied after the influence of the attack angle of wind is examined, and the test efficiency is low due to frequent replacement of the relative positions of the metro vehicle and the bridge; when the test model and the instrument are installed and the working condition is changed, the relative positions of the subway train and the bridge are changed when the subway train and the bridge are tested respectively due to some human factors, so that the aerodynamic force of the test has a certain deviation.
Along with the rapid development of urban rail transit, more and more subways need to be erected as tunnels are difficult to excavate or in order to meet the ornamental demands of citizens, when subway vehicles enter an overhead bridge from tunnels, the subway vehicles are greatly influenced by the impact of crosswind, the subway vehicles frequently vibrate to a certain extent, riding safety and experience are influenced, the pneumatic characteristics of the conventional train-bridge combined system testing device cannot be effectively and accurately obtained, and diversified tests are difficult to be carried out aiming at the transition stages of the tunnels and the bridges, so that the aerodynamic synchronous testing device for researching two structures of a train and the bridges under the train-bridge combination is very necessary.
Disclosure of Invention
The invention aims to solve the technical problem of providing a testing device for simulating the loading condition of a rail train and a bridge, which is used for testing the specific condition of the rail train and the bridge under the influence of cross wind in the transition stage of a tunnel and the bridge.
In order to solve the technical problems, the invention adopts the following technical scheme: the testing device for simulating the loading conditions of the rail train and the bridge comprises a bridge model, a plurality of supports connected to the bottom of the bridge model, two tunnel models respectively arranged at the two ends of the top of the bridge model, and a rail train model capable of moving along the rail at the top of the bridge model; the two ends of the bridge model are respectively connected with three force sensors used for being connected into the wind tunnel; two ends of the rail train model are respectively connected with a six-component balance, and a sliding block capable of freely sliding on the rail is connected between the six-component balance and the rail; the device also comprises an accelerating device arranged on one side of the tunnel model and a decelerating device arranged on the other side of the tunnel model; the acceleration device and the deceleration device are respectively used for realizing acceleration and deceleration of the rail train model.
As a further technical scheme of the scheme, the accelerating device comprises a push plate, a spring and a fixed plate; the push plate can freely slide along the track, and one side, far away from the track train model, of the push plate is connected with a fixed plate fixed on the bridge model through a spring.
As a further technical scheme of the scheme, the end of the pushing plate close to the rail train model is similar to the outline of the end of the rail train model.
As a further technical scheme of the scheme, the speed reducing device comprises a baffle plate fixed on the bridge model and an elastic anti-collision plate arranged on one side of the baffle plate, close to the rail train model.
As a further technical scheme of the scheme, the speed reducing device further comprises a friction plate fixed on the top surface of the bridge model.
As a further technical scheme of the scheme, the end, close to the rail train model, of the elastic anti-collision plate is similar to the outline of the end of the rail train model.
As a further technical scheme of the scheme, a first motor is arranged in a tunnel model at one side of the bridge model, a first stay rope is wound on a rotating shaft of the first motor, and the tail end of the first stay rope is connected to a sliding block at the adjacent and near end of the rail train model; and a second motor is arranged in the tunnel model at one side of the bridge model, a second pull rope is wound on a rotating shaft of the second motor, and the tail end of the second pull rope is connected to a sliding block at the adjacent close end of the rail train model.
As a further technical scheme of the scheme, the support is of a telescopic structure, the bottom of the support is fixedly connected, and the top of the support is hinged to the bottom of the bridge model.
As a further technical scheme of the scheme, the end part of the rail train model is fixedly connected with the top connecting end of the six-component balance through a connecting piece, and the bottom of the six-component balance is fixedly connected with the top of a sliding block capable of freely sliding on a rail; the connecting piece comprises a long side fixedly connected with the top connecting end of the six-component balance and a short side connected with the end of the rail train model.
As a further technical scheme of the scheme, the end part of the rail train model is fixedly connected with the top connecting end of the six-component balance through a connecting piece, and the bottom of the six-component balance is fixedly connected with the top of a sliding block capable of freely sliding on a rail; the connecting piece comprises a horizontal edge fixedly connected with the top connecting end of the six-component balance and a vertical edge connected with the end part of the rail train model.
Compared with the prior art, the invention has the following advantages and beneficial effects: according to the synchronous test device, the actual rail train and the bridge are simulated through the reduced scale model, and the segment model test of real restoration is carried out, so that the pneumatic characteristics of the rail train-bridge combined system are effectively and accurately tested; the invention can synchronously test aerodynamic force of the rail train and the bridge under the axle combination by the three-component force sensor and the six-component balance, can synchronously test the rail train and the bridge at one time no matter how many attack angles are to be tested, does not need to change a model in the middle, greatly shortens the test time, avoids complex installation procedures and the influence of human factors on test results when changing working conditions, and further avoids the influence of an external structure on a test structure when being used for supporting the rail train or the bridge structure.
Drawings
Fig. 1 is a schematic elevational view of the present invention.
Fig. 2 is a schematic side view of the present invention, and fig. 2 mainly shows a cross-sectional positional relationship between a rail train model and a bridge model.
Fig. 3 is a schematic diagram of a first connection mode between a rail train model and a slider according to the present invention.
Fig. 4 is a schematic diagram of a second connection mode between a rail train model and a slider according to the present invention.
Fig. 5 is a schematic diagram of a third connection mode between a rail train model and a slider according to the present invention.
Fig. 6 is a schematic diagram of a front view structure of the bridge model according to the present invention after the gradient adjustment.
Fig. 7 is a schematic diagram of a side view structure of the bridge model according to the present invention after adjusting the attack angle, and fig. 7 mainly shows the cross-sectional positional relationship between the rail train model and the bridge model.
The definitions of the various numbers in the figures are: the device comprises a tunnel model 1, a rail train model 2, a bridge model 3, a bracket 4, a three-component sensor 5, a six-component balance 6, a rail 7, a push plate 21, a spring 22, a fixed plate 23, a baffle 31, an elastic anti-collision plate 32, a friction plate 33, a first motor 41, a first stay wire 42, a second motor 43, a second stay wire 44, a connecting piece 61 and a sliding block 62.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, so as to further understand the concept of the present invention, the technical problems to be solved, the technical features constituting the technical solutions, and the technical effects brought thereby.
It should be apparent that the description of these embodiments is illustrative and not intended to limit the invention in any way, and that the embodiments described are merely some, but not all, embodiments of the invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Accordingly, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of the preferred embodiments of the invention. All other embodiments, which can be made by a person skilled in the art without any inventive effort, are intended to be within the scope of the present invention, based on the embodiments of the present invention.
As shown in fig. 1 to 2, the test device for simulating the loading condition of a rail train and a bridge according to the invention comprises a tunnel model 1, a rail train model 2, a bridge model 3 and a bracket 4.
The top surface of the bridge module 3 is provided with a track 7, and the rail train module 2 can move back and forth on the track 7. Six-component balances 6 are respectively installed at two ends of the rail train model 2, the end parts of the rail train model 2 are fixedly connected with the top connecting ends of the six-component balances 6 through connecting pieces 61, the bottoms of the six-component balances 6 are fixedly connected to the tops of sliding blocks 62 capable of freely sliding on rails 7, the rail train model 2 is supported and fixed in the mode, the rail train model 2 and the bridge model 3 are ensured to be separated from each other, and the separation height is the train wheel pair height so as to prevent the rail train model 2 from being contacted with the bridge model 3 to influence the test result. The two ends of the bridge model 3 are respectively connected to the wind tunnel wall through a three-component sensor 5 through bolts.
Any generalized force in space can generally be resolved in a given coordinate system into six components, namely force loss components Fx, fy, and Fz along three coordinate axes, and moment components Mx, my, and Mz about the three coordinate axes. The force applied at a point on the subject can always be resolved into the six components described above in a given coordinate system. The six-component balance is used for simultaneously detecting and sensing six components of stress and is widely applied to the fields of robots, biomechanics, precision assembly, engineering field test and the like. The six-component balance 6 adopted by the invention is a Gamma six-component high-frequency balance, and can measure the forces in the horizontal direction, the vertical direction and the axle axis direction and the torque around three axes. The three-component sensor 5 used in the present invention can measure forces in the horizontal and vertical directions as well as torque in the direction around the axle axis. It should be emphasized that the Gamma six-component high-frequency balance is small in size relative to the rail train model 2, and has negligible influence on the wind field inside the bridge model 3.
The connecting piece 61 is an L-shaped angle steel member, and connects the rail train model 2 and the six-component balance 6 through bolts, and comprises a long side fixedly connected with the top connecting end of the six-component balance 6 and a short side fixedly connected with the end of the rail train model 2, and the connecting piece 61 has two connecting modes, as shown in fig. 3 and 4, the first connecting mode is that the short side is located below the long side, the second connecting mode is that the short side is located above the long side, and the two connecting modes have no influence on data measurement, and are only different in installation mode so as to be adapted to connect rail train models 2 with different end types.
The sliding blocks 62 are square plate-shaped members, the relative height between the six-component balance 6 and the bridge model 3 can be adjusted by superposing different numbers of sliding blocks 62, and the sliding blocks 62 are provided with vertical through holes for interconnection. To ensure measurement accuracy, the slider 62 also has two structures. The slider 62 of the first structure is arranged in a non-contact manner at intervals from the rail 7, and is fixed on the rail train model 2 by the connecting piece 61, so that the influence of the contact with the rail 7 on the measurement accuracy can be avoided. The bottom of the sliding block 62 with the second structure is provided with a groove capable of accommodating the track 7, and rollers capable of rolling on the track 7 are arranged in the groove, so that the sliding block 62 with the second structure can reduce the influence on the rail train model 2. The two types of sliders 62 are selected according to the use requirements.
As shown in fig. 5, the connector 61 according to the present invention is still another T-shaped structure including a horizontal side for fixedly connecting with the top connecting end of the six-component balance 6 and a vertical side for connecting with the end of the rail train model 2. The various structural forms of the connection piece 61 facilitate a stable connection between the rail train model 2 and the six-component balance 6.
The bridge model 3 is a truss bridge model or a box girder bridge model, and the rail train model 2 is arranged in or on the upper portion of the bridge model 3.
The support 4 is arranged below the bridge model 3, the bottom of the support 4 is fixed, and the top of the support 4 is connected to the bottom of the bridge model 3.
The two tunnel models 1 are respectively arranged at two ends of the bridge model 3, and the track 7 is positioned in the tunnel model 1 to simulate the real situation and avoid the influence of crosswind on the track train model 2 in the tunnel model 1. The bridge model 3 is thus divided into three parts: an acceleration section located in one tunnel model 1, a deceleration section located in the other tunnel model 1, and a wind-receiving section located between the two tunnel models 1.
An acceleration device is installed in the acceleration section tunnel model 1 of the bridge model 3, and comprises a push plate 21, a spring 22 and a fixing plate 23. The accelerating device is positioned in the tunnel model 1, so that the rail train model 2 can be accelerated to a preset speed in the tunnel model 1, and the real running condition of the rail train is simulated. The push plate 21 can move back and forth on the rail 7. The side of the push plate 21 facing away from the rail train model 2 is connected via springs 22 to a fixing plate 23 fixed to the bridge model 3. The rail train model 2 is in smooth contact with the rail 7, and the push plate 21 is in smooth contact with the rail 7, so that the friction coefficient of the rail train model is as small as possible, and the friction force is prevented from affecting the test result. The acceleration device is used for providing initial power for the rail train model 2, and the rail train model 2 moves on the rail 7 by virtue of inertia after obtaining the initial power provided by the acceleration device.
A speed reducer is installed in the speed reduction section tunnel model 1 of the bridge model 3, and the speed reducer comprises a baffle plate 31 fixed on the bridge model 3 and an elastic anti-collision plate 32 arranged on one side of the baffle plate 31 close to the rail train model 2. The rail train model 2 can realize deceleration braking after striking the elastic anti-collision plate 32.
The speed reducer further comprises a friction plate 33 fixed on the top surface of the bridge model 3, the friction plate 33 can rub against the rail train model 2, the braking capacity of the rail train model 2 is increased, and the impact between the rail train model 2 and the elastic anti-collision plate 32 is weakened.
The end portions of the push plate 21 and the elastic crash plate 32, which are close to the rail train model 2, have a similar contour to the end portions of the rail train model 2, so as to achieve uniform support of the end portions of the rail train model 2.
In general, the rail train runs at a constant speed, so that the rail train model 2 moves at a constant speed during testing, which is beneficial to simulating the real situation. However, friction between objects is unavoidable, and in the present invention, the rail train model 2 will only move along the rail 7 by inertia to reduce its speed, thereby affecting the test results. Therefore, ensuring that the rail train model 2 runs at a constant speed is beneficial to ensuring the test results. For this purpose, as shown in fig. 6 and 7, a first motor 41 is installed in the acceleration section of the bridge model 3, a first rope 42 is wound around the rotation shaft of the first motor 41, and the tip of the first rope 42 is connected to a slider 62 adjacent to the approaching end of the rail train model 2. A second motor 43 is arranged in the deceleration section of the bridge model 3, a second stay rope 44 is wound on the rotating shaft of the second motor 43, and the tail end of the second stay rope 44 is connected to a sliding block 62 adjacent to the near end of the rail train model 2. The first motor 41 and the second motor 43 pull the rail train model 2 to move, and the moving speed of the rail train model 2 is completely determined by the rotating speed of the motors, so that the rail train model 2 can be ensured to move at a constant speed. The first motor 41 and the second motor 43 can be matched with an accelerating device and a decelerating device to assist the accelerating and decelerating actions of the rail train model 2, and only the rotating speed of the motors is required to be controlled, so that the rail train model is convenient and efficient. In order to facilitate the action of the pull rope, through holes for the pull rope to pass through are formed in the fixing plate 23, the push plate 21, the elastic anti-collision plate 32 and the baffle plate 31.
In the invention, the bracket 4 is of a telescopic structure and is made of a hydraulic cylinder. The bottom of the hydraulic cylinder is fixedly connected, and the top of the hydraulic cylinder is hinged to the bottom of the bridge model 3. The bottom of the bridge model 3 is provided with a plurality of rows and a plurality of columns of hydraulic cylinders, so that the inclination angle of the bridge model 3 can be freely adjusted, and the hydraulic cylinders can be used for simulating the stress conditions of the bridge model 3 and the rail train model 2 under the conditions of different gradients or different attack angles.
During operation, the bridge model 3 is adjusted to the inclination angle to be simulated through the support 4. Then, the compression distance of the spring 22 and the rotation speed of the motor are determined according to the pre-simulated running speed, the rail train model 2 is accelerated to a preset speed by the acceleration device and the motor together, and then the motor keeps the rotation speed to continuously pull the rail train model 2, so that the rail train model 2 moves forward at a constant speed. The invention mainly measures the stress condition when the rail train model 2 enters the wind receiving section from the accelerating section tunnel model 1 and enters the decelerating section tunnel model 1 from the wind receiving section. The tunnel models 1 of the acceleration section and the deceleration section should be long enough to ensure that the rail train model 2 has a sufficient distance to accelerate or decelerate. After the measurement is completed, the motor starts to reduce the rotation speed to brake the rail train model 2, meanwhile, the friction plate 33 further brakes the rail train model 2, and finally, complete stop is realized through the elastic anti-collision plate 32. The three-component force sensor 5 and the six-component balance 6 synchronously work to acquire data, the three-component force sensor 5 measures the force of the rail train model 2 and the bridge model 3, the six-component balance 6 measures the force of the rail train model 2, the force of the bridge model 3 can be obtained through the force synthesis theorem, and then the static three-component force coefficient of the rail train model 2 and the bridge model 3 can be obtained through post-processing.
The invention can be adjusted aiming at bridges with different section forms and rail trains with different vehicle types so as to improve the engineering application range of the invention. The bridge section form and the railway train model of the invention can be adjusted, the number of the railway train lines can be changed, and the testing working condition can be correspondingly adjusted. Therefore, the invention is suitable for aerodynamic force test of all bridge and rail train combinations, and has wide application range.
In the description of the present invention, it should be noted that, directions or positional relationships indicated by terms such as "inner", "outer", "upper", "lower", "horizontal", etc., are directions or positional relationships based on those shown in the drawings, or those that are conventionally put in use of the inventive product, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific direction, be configured and operated in a specific direction, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance. Unless specifically stated or limited otherwise, the terms "disposed," "connected," "mounted," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, and various modifications and variations may be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. A testing arrangement for simulating rail train and bridge loading condition, its characterized in that: the system comprises a bridge model (3), a plurality of supports (4) connected to the bottom of the bridge model (3), two tunnel models (1) respectively arranged at two ends of the top of the bridge model (3), and a rail train model (2) capable of moving along a rail (7) at the top of the bridge model (3);
the two ends of the bridge model (3) are respectively connected with three force sensors (5) used for being connected into the wind tunnel;
Two ends of the rail train model (2) are respectively connected with a six-component balance (6), and a sliding block (62) capable of freely sliding on the rail (7) is connected between the six-component balance (6) and the rail (7);
A first motor (41) is arranged in a tunnel model (1) at one side of the bridge model (3), a first stay rope (42) is wound on a rotating shaft of the first motor (41), and the tail end of the first stay rope (42) is connected to a sliding block (62) adjacent to the near end of the rail train model (2); a second motor (43) is arranged in the tunnel model (1) at one side of the bridge model (3), a second stay rope (44) is wound on a rotating shaft of the second motor (43), and the tail end of the second stay rope (44) is connected to a sliding block (62) adjacent to the near end of the rail train model (2);
the device also comprises an accelerating device arranged on one side of the tunnel model (1) and a decelerating device arranged on the other side of the tunnel model (1); the acceleration device and the deceleration device are respectively used for realizing acceleration and deceleration of the rail train model (2);
The support (4) is of a telescopic structure, the bottoms of the supports (4) are fixedly connected, and the tops of the supports (4) are hinged to the bottoms of the bridge models (3);
The end part of the rail train model (2) is fixedly connected with the top connecting end of the six-component balance (6) through a connecting piece (61), and the bottom of the six-component balance (6) is fixedly connected to the top of a sliding block (62) capable of freely sliding on a rail (7); the connecting piece (61) comprises a long side which is fixedly connected with the top connecting end of the six-component balance (6) and a short side which is connected with the end part of the rail train model (2); or alternatively
The end part of the rail train model (2) is fixedly connected with the top connecting end of the six-component balance (6) through a connecting piece (61), and the bottom of the six-component balance (6) is fixedly connected to the top of a sliding block (62) capable of freely sliding on a rail (7); the connecting piece (61) comprises a horizontal edge fixedly connected with the top connecting end of the six-component balance (6) and a vertical edge connected with the end of the rail train model (2).
2. The test device for simulating loading of a rail train and a bridge of claim 1, wherein: the accelerating device comprises a push plate (21), a spring (22) and a fixed plate (23); the pushing plate (21) can freely slide along the track (7), and one side, far away from the track train model (2), of the pushing plate (21) is connected with a fixing plate (23) fixed on the bridge model (3) through a spring (22).
3. The test device for simulating loading of a rail train and a bridge of claim 2, wherein: the end of the push plate (21) close to the rail train model (2) is similar to the outline of the end of the rail train model (2).
4. The test device for simulating loading of a rail train and a bridge of claim 1, wherein: the speed reducer comprises a baffle plate (31) fixed on the bridge model (3), and an elastic anti-collision plate (32) arranged on one side of the baffle plate (31) close to the rail train model (2).
5. The test device for simulating loading of a rail train and a bridge of claim 4, wherein: the speed reducer also comprises a friction plate (33) fixed on the top surface of the bridge model (3).
6. The test device for simulating loading of a rail train and a bridge of claim 4, wherein: the end of the elastic anti-collision plate (32) close to the rail train model (2) is similar to the outline of the end of the rail train model (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110969729.XA CN113804395B (en) | 2021-08-23 | 2021-08-23 | Testing device for simulating loading conditions of rail train and bridge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110969729.XA CN113804395B (en) | 2021-08-23 | 2021-08-23 | Testing device for simulating loading conditions of rail train and bridge |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113804395A CN113804395A (en) | 2021-12-17 |
| CN113804395B true CN113804395B (en) | 2024-05-28 |
Family
ID=78893935
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110969729.XA Active CN113804395B (en) | 2021-08-23 | 2021-08-23 | Testing device for simulating loading conditions of rail train and bridge |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113804395B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114354111A (en) * | 2022-01-06 | 2022-04-15 | 长安大学 | Vehicle-bridge coupling vibration test structure |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104655390A (en) * | 2015-02-12 | 2015-05-27 | 西南交通大学 | Wind tunnel test device for vehicle model moving on bridge based on precision linear slide rails |
| CN107607289A (en) * | 2017-09-29 | 2018-01-19 | 广东省建筑科学研究院集团股份有限公司 | Aerodynamic balance measuring device for bridge health test and diagnostics wind tunnel test |
| CN107991058A (en) * | 2017-12-18 | 2018-05-04 | 西南交通大学 | For the running train wind tunnel model test system of closed bridge |
| CN108398226A (en) * | 2018-05-08 | 2018-08-14 | 中南大学 | The lower train-bridge system aerodynamic characteristic wind tunnel test test device of beam wind effect and method |
| CN110080794A (en) * | 2019-04-25 | 2019-08-02 | 中国电建集团铁路建设有限公司 | A kind of present low gas tunnel large-diameter shield fission is gone into the well construction method |
| CN209214931U (en) * | 2018-11-23 | 2019-08-06 | 淮阴工学院 | A kind of new type train pneumatic performance simulation model test apparatus |
| CN111766040A (en) * | 2020-08-05 | 2020-10-13 | 中南大学 | High-speed train dynamic model test equipment |
| CN212030876U (en) * | 2019-10-31 | 2020-11-27 | 西南交通大学 | Rail vehicle tunnel pressure wave test stand |
| CN112268683A (en) * | 2020-11-12 | 2021-01-26 | 厦门理工学院 | Bridge wind tunnel wind speed and vehicle force measurement test system and method |
| CN113203587A (en) * | 2021-06-08 | 2021-08-03 | 北京交通大学 | System for high-speed train complex operation condition comprehensive simulation test |
-
2021
- 2021-08-23 CN CN202110969729.XA patent/CN113804395B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104655390A (en) * | 2015-02-12 | 2015-05-27 | 西南交通大学 | Wind tunnel test device for vehicle model moving on bridge based on precision linear slide rails |
| CN107607289A (en) * | 2017-09-29 | 2018-01-19 | 广东省建筑科学研究院集团股份有限公司 | Aerodynamic balance measuring device for bridge health test and diagnostics wind tunnel test |
| CN107991058A (en) * | 2017-12-18 | 2018-05-04 | 西南交通大学 | For the running train wind tunnel model test system of closed bridge |
| CN108398226A (en) * | 2018-05-08 | 2018-08-14 | 中南大学 | The lower train-bridge system aerodynamic characteristic wind tunnel test test device of beam wind effect and method |
| WO2019214631A1 (en) * | 2018-05-08 | 2019-11-14 | 中南大学 | Wind tunnel experiment test device and method for pneumatic characteristics of train-bridge system under action of crosswind |
| CN209214931U (en) * | 2018-11-23 | 2019-08-06 | 淮阴工学院 | A kind of new type train pneumatic performance simulation model test apparatus |
| CN110080794A (en) * | 2019-04-25 | 2019-08-02 | 中国电建集团铁路建设有限公司 | A kind of present low gas tunnel large-diameter shield fission is gone into the well construction method |
| CN212030876U (en) * | 2019-10-31 | 2020-11-27 | 西南交通大学 | Rail vehicle tunnel pressure wave test stand |
| CN111766040A (en) * | 2020-08-05 | 2020-10-13 | 中南大学 | High-speed train dynamic model test equipment |
| CN112268683A (en) * | 2020-11-12 | 2021-01-26 | 厦门理工学院 | Bridge wind tunnel wind speed and vehicle force measurement test system and method |
| CN113203587A (en) * | 2021-06-08 | 2021-08-03 | 北京交通大学 | System for high-speed train complex operation condition comprehensive simulation test |
Non-Patent Citations (2)
| Title |
|---|
| 侧向风作用下车-桥***的气动特性――移动车辆模型风洞试验***;李永乐;胡朋;张明金;廖海黎;;西南交通大学学报;20120215;第47卷(第1期);全文 * |
| 风屏障高度对城轨专用斜拉桥车桥***气动特性的影响;何玮;郭向荣;朱志辉;何旭辉;;中南大学学报(自然科学版);20170826(第08期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113804395A (en) | 2021-12-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Rahimov et al. | Measuring scheme for determination of loads acting on the side frame of the bogie from a wheelset | |
| Wang et al. | An experimental analysis of the aerodynamic characteristics of a high-speed train on a bridge under crosswinds | |
| EP2372334B1 (en) | Vehicle-body integrated test bench | |
| CN102226743B (en) | Rail vehicle vehicle terminal relation integration testing stand | |
| CN1839302B (en) | Test bench and method for carrying out aerodynamic measurements on vehicles | |
| CN103940570B (en) | Rail vehicle real vehicle head-on collision pilot system | |
| CN202049055U (en) | Vehicle end relationship integrated test table for railway vehicles | |
| CN103175698B (en) | Test method and device for railway vehicle anti-wind-overturning capability | |
| CN113804395B (en) | Testing device for simulating loading conditions of rail train and bridge | |
| CN109682615B (en) | Hanging type monorail vehicle body strength test device | |
| CN209182041U (en) | A kind of suspension type single-track vehicle rolling vibration testing device | |
| CN109100163A (en) | A kind of configuration in railroad truck dynamic debugging testing stand | |
| CN106323655A (en) | Testing device for researching wheel-rail relations | |
| CN109612749A (en) | A kind of suspension type single-track vehicle rolling vibration testing device | |
| Wei et al. | Safety analysis of high speed trains under cross winds using indirect wheel-rail force measuring method | |
| CN202420880U (en) | Strong wind overturning resistance capacity testing device for railway vehicle | |
| CN112098022A (en) | Device for static and dynamic load test of bridge model, control method and application | |
| Hu et al. | Aerodynamic characteristics of moving vehicles of two trains passing each other on bridge under crosswinds | |
| CN103439123A (en) | Device for measuring railway vehicle end relation | |
| JPH05281096A (en) | Railway rolling stock testing apparatus and method thereof | |
| CN108279131A (en) | The test method for working condition measurement device and the operating mode of overtaking other vehicles of overtaking other vehicles | |
| CN214621666U (en) | Pneumatic characteristic synchronous testing device of train-bridge combined system | |
| CN207215439U (en) | For vehicle suspension leaf spring three-dimensional Dynamic performance examination equipment | |
| CN105115685A (en) | Vehicle body mass center testing system and method based on overall vehicle vibration simulation test bench | |
| CN203405341U (en) | Apparatus for measuring rail vehicle end relation |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |