CN111076956A

CN111076956A - Rail vehicle collision test system and test trolley thereof

Info

Publication number: CN111076956A
Application number: CN201811228612.0A
Authority: CN
Inventors: 王广明; 鞠美娜; 左银龙; 李志永; 王卉子; 安超; 张相宁
Original assignee: Dalian Nashi Technology Co ltd; CRRC Tangshan Co Ltd
Current assignee: Dalian Nashi Technology Co ltd; CRRC Tangshan Co Ltd
Priority date: 2018-10-22
Filing date: 2018-10-22
Publication date: 2020-04-28

Abstract

The application relates to the technical field of railway vehicles, in particular to a railway vehicle collision test system and a test trolley thereof. The test trolley comprises an underframe, a walking part, a braking system and a quality adjusting mechanism; one end of the underframe is provided with a collision end wall for collision; the walking part is arranged at the bottom of the underframe and can move along the track; the braking system is used for braking the walking part; the quality adjusting mechanism is arranged on the underframe and is used for adjusting the weight of the test trolley. The test trolley can adjust the quality of the test trolley through the quality adjusting mechanism arranged on the underframe, so that the test trolley meets the weight requirement condition of the rail vehicle collision test, has a bogie structure, can run and carry out the test on a curve section, solves the problem that the test trolley can not be restricted by the curve section, can move freely on a track, and supports the curve section to carry out the collision test; the test trolley improves the safety of the collision test.

Description

Rail vehicle collision test system and test trolley thereof

Technical Field

The application relates to the technical field of railway vehicles, in particular to a railway vehicle collision test system and a test trolley thereof.

Background

With the gradual increase of the running speed of high-speed railways and the rapid development of high-speed railway networks in China, the passive safety of rail vehicles becomes a key technology which is increasingly concerned in the industry. In order to study the collision test of the rail vehicle, the existing collision test system of the rail vehicle generally refers to the automobile collision test which is relatively mature in the collision test study, that is, when the collision test of the rail vehicle is carried out, a reinforced concrete building is built at the tail end of a rail line to serve as a fixed barrier, a power source is adopted to drive a test vehicle to accelerate, and then the test vehicle impacts the fixed barrier built at the tail end of the line to complete the collision test.

However, the rail vehicle is usually formed by grouping a plurality of vehicles, even a dozen of vehicles, and for a motor train unit, a single vehicle weighs 60 tons, and at least eight vehicles are grouped, so that the rail vehicle has the characteristics of large volume and large self weight, the instantaneous impact load of the rail vehicle in the collision process is very large, and in the existing collision test process, the adopted test bench vehicle cannot simulate the collision process of the rail vehicle because the adopted test bench vehicle cannot reach the weight of the whole rail vehicle; meanwhile, the collision tests of the existing railway vehicles are all carried out on a short straight-line track, the test trolley can only run along the straight-line track but can not run on a curved track, and after a collision test system, the test trolley can only be placed in the section of the straight-line test track and can not be moved out randomly, and the collision tests can not be carried out on the curved-line track; secondly, in order to simplify the design, the test trolley in the existing collision test system is not provided with a braking system, so that once a problem occurs in the design or preparation of a test sample piece in a collision test, the test sample piece cannot smoothly absorb impact energy, the test trolley runs reversely at a higher speed after impacting a fixed barrier (a rigid wall), the test trolley lacks the braking system to brake and protect the test trolley, the rolling friction resistance between wheel rails is very small, and the collision line of the test trolley is positioned on power source equipment behind the collision line of the test trolley, so that a dangerous accident is caused

The inventor finds that in the conventional crash test, in order to simplify the design difficulty of test equipment, most of the adopted test trolleys do not have a bogie structure, cannot move on a curve, and do not have a braking function, so that the conventional crash test trolleys cannot move on the curve section at will, and the problem of poor safety exists in the crash test.

Disclosure of Invention

The embodiment of the application provides a rail vehicle collision test system and test bench car thereof, this test bench car can adjust the weight of test bench car through the quality control mechanism who sets up on the chassis, make it reach rail vehicle's weight level, and simultaneously, this test bench car design bogie structure and braking system, adopt this test bench car can truly reflect rail vehicle's the collision condition, can solve current test bench car and can not remove wantonly on the curve section, do not support to develop the bump test on the curve section, and there is the poor problem of security in the bump test.

According to a first aspect of embodiments of the present application, there is provided a test trolley comprising:

the collision device comprises a bottom frame, wherein one end of the bottom frame is provided with a collision end wall for collision;

the walking part is mounted at the bottom of the underframe and can move along the track;

a braking system for braking the running gear.

And the quality adjusting mechanism is arranged at the top of the underframe and is used for adjusting the quality of the test trolley.

Preferably, the mass adjustment mechanism includes a weight detachably mounted to the base frame.

Preferably, the test trolley further comprises a limiting structure which is arranged at the top of the underframe and used for limiting the balancing weight, and the limiting structure is used for keeping the balancing weight in a placement area at the top of the underframe.

Preferably, the limiting structure comprises a plurality of limiting columns arranged along the circumferential direction of the balancing weight.

Preferably, the test trolley is further provided with a reinforcing structure for reinforcing the structural strength of the collision end wall.

Preferably, the reinforcing structure includes a plurality of reinforcing members fixedly connected between the crash end wall and the underframe.

Preferably, the test trolley further comprises a mounting seat and/or a connecting structure which are arranged on the underframe and are opposite to the collision end wall, and the mounting seat and the connecting structure are used for connecting power source equipment and can bear and transmit load in the process that the power source equipment drives the test trolley.

Preferably, the mounting seat is provided with a mounting plane at one end facing away from the collision end wall;

when the mounting seat and the connecting structure are arranged on the underframe, the connecting structure is detachably mounted on the mounting plane;

and at least one of a through hole, a threaded hole and a T-shaped groove is formed in the surface of one side, which is far away from the underframe, of the collision end wall.

Preferably, the braking system further comprises a triggering device which is arranged on the chassis and used for controlling the action of the braking system.

Preferably, the trigger device is a travel switch, a lever protruding from the bottom frame, or a handle protruding from the bottom frame

Preferably, the running gear is a bogie.

Preferably, the collision end wall further comprises a synchronous triggering device arranged on the collision end wall.

Preferably, the synchronous trigger device is a metal elastic sheet type piezoelectric switch or a ribbon switch.

According to a second aspect of the embodiments of the present application, there is provided a rail vehicle crash test system, which includes any one of the test trolleys provided in the above technical solutions.

By adopting the test trolley provided by the embodiment of the application, the weight of the test trolley can be adjusted through the mass adjusting mechanism arranged on the underframe, so that the test trolley reaches the weight level of rail vehicles, and the actual situation of collision between the rail vehicles can be truly reflected by adopting the test trolley; the test trolley is provided with the bogie traveling part and the braking system, so that the test trolley can move on a curve, and the test trolley is braked in the collision test process, and the safety of the collision test is improved; therefore, the test trolley can truly reflect the collision condition of the rail vehicle, and can solve the problems that the existing test trolley can not move freely on a curve section, does not support the development of a collision test on the curve section, and a test system in collision has poor safety.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1A is a schematic structural diagram of a rail vehicle crash test system according to an embodiment of the present disclosure;

FIG. 1B is a top view of the rail vehicle crash testing system of FIG. 1A;

FIG. 2 is a schematic view of the rail vehicle crash testing system of FIG. 1A when a test trolley collides with a barrier vehicle;

FIG. 3 is a schematic illustration of one configuration of the barrier vehicle of the rail vehicle crash testing system of FIG. 1A;

FIG. 4 is a schematic view of the A-direction structure of the barrier truck of FIG. 3;

FIG. 5 is a schematic view of the first end wall of the barrier truck of FIG. 3 in the direction B;

FIG. 6 is a schematic view of the second end wall of the barrier truck of FIG. 3 in a C-direction configuration;

FIG. 7 is an enlarged fragmentary view of portion D of the first headwall of the barrier truck of FIG. 3;

FIG. 8 is a schematic view of the connection between the barrier cars of FIG. 3;

FIG. 9 is a schematic illustration of one configuration of a test trolley of the rail vehicle crash testing system of FIG. 1A;

FIG. 10 is a schematic view of the test carriage of FIG. 9 in an E-direction configuration;

FIG. 11 is a schematic view of the test carriage of FIG. 9 with a test piece mounted thereon;

FIG. 12 is an enlarged partial view of portion F of the test carriage of FIG. 11 with the test piece installed;

fig. 13 is a flowchart of a rail vehicle crash test method according to an embodiment of the present invention.

Reference numerals:

1-a crash test system;

2-a track;

3-barrier vehicle; 31-a vehicle body; 32-a first connecting structure; 33-a first running gear; 34-a first braking system; 35-mass center of gravity adjusting mechanism; 36-a bolt; 37-a nut; 311-a first end wall; 312-a second end wall; 313-the first side wall; 314-second side wall; 315-a first stiffener; 316-a second stiffener; 341-first braking means; 342-a first brake cylinder; 343-first brake triggering means; 351-a first frame; 352-first counterweight; 353, connecting plates; 354-a third fastener; 3111-a first T-shaped slot; 3112-a first transverse T-shaped slot; 3113-a first longitudinal T-shaped slot; 3121-a second through hole; 3131 — a first upright; 3132 — a first beam; 3141-a second upright; 3142-a second beam;

4-test trolley; 41-a chassis; 42-a second running gear; 43-a second braking system; 44-a mass adjustment mechanism; 45-a limiting structure; 46-a mounting seat; 47-a second connecting structure; 411-collision headwall; 412-a reinforcing structure; 431-a second braking device; 432-second brake cylinder; 433-a second brake triggering device; 441 second weight member; 442-a fixing member; 451-a limiting column; 452-a limit plate; 4521-first support; 4522-second support; 461-mounting plane; 462-a third stiffener; 4111 a third T-shaped slot;

5-a power source device;

6-test and data acquisition equipment; 61-ground test and data acquisition equipment; 62-a first on-board test and data acquisition device; 63-a second vehicle-mounted test and data acquisition device;

7-a synchronous trigger device;

8-test piece; 81-test piece fixing hole.

Detailed Description

In the process of implementing the application, the inventor finds that most of test trolleys adopted in the existing crash tests do not have a bogie structure for simplifying the design, cannot move on a curve, and simultaneously do not have the defect of a braking function, so that the existing crash test trolleys cannot move on the curve section at will, and the problem of poor safety of a test system in the crash is solved.

The embodiment of the application provides a rail vehicle collision test system and a test trolley thereof, the test trolley can adjust the weight of the test trolley through a quality adjusting mechanism arranged on an underframe, so that the test trolley reaches the weight level of a rail vehicle, a walking part and a braking system of a bogie structure are arranged, the test trolley can truly reflect the collision condition of the rail vehicle, the problem that the existing test trolley can not move on a curve section at will and does not support to develop a collision test on the curve section is solved, and the problem that the safety of the test system is poor in collision is solved.

The rail vehicle can be any vehicle running along a fixed rail, such as a rail passenger car, a rail wagon, an urban rail train, a locomotive, a tramcar, a motor train unit, a high-speed railway vehicle and the like. The rail vehicle collision test can be a collision test between two rail vehicles of the same type, a collision test between two rail vehicles of different types, and a collision test for each part of the rail vehicle.

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

Example one

The embodiment of the application provides a rail vehicle crash test system 1, as shown in fig. 1A, fig. 1B and fig. 2, the crash test system 1 includes:

a track 2; the track 2 can adopt any track 2 such as a single-track railway, a double-track railway and the like for the operation of the existing track vehicle, and can also adopt a railway track specially constructed for the collision test of the track vehicle: a track; in order to reduce the test cost, the existing railway track can be adopted;

the barrier vehicle 3, the barrier vehicle 3 can move along the track 2; as shown in the configuration of fig. 1A and 1B, the barrier vehicle 3 may be either stationary resting on the track 2 or movable along the track 2; the barrier truck 3 can be formed by modifying a waste railway vehicle, and the quality of the barrier truck 3 can be changed to meet the requirement of test indexes; the barrier vehicle 3 may be used as a rigid wall in the crash test system 1, as well as a moving rail vehicle;

the test trolley 4 can move along the track 2, and the test trolley 4 is arranged opposite to the barrier trolley 3 along the track 2; as shown in the configuration of fig. 1A and 1B, the test trolley 4 is movable along the track 2 and is disposed opposite the barrier truck 3; the test trolley 4 can also be formed by modifying a waste railway vehicle, and the quality of the test trolley can be changed to meet the requirement of test indexes;

and a power source device 5, the power source device 5 being detachably connected to the test trolley 4 and/or the barrier vehicle 3 for driving the test trolley 4 and/or the barrier vehicle 3 connected thereto to move so that the barrier vehicle 3 collides with the test trolley 4 at a predetermined speed. The power source equipment 5 can be one, when the power source equipment 5 is arranged, the power source equipment 5 is connected with the test trolley 4 or the barrier car 3, and is used for driving the test trolley 4 or the barrier car 3 connected with the power source equipment 5 to reach a preset speed required by a collision test, the running speed can be reduced through a braking system of the power source equipment 5, and the power source equipment can automatically separate from the test trolley 4 or the barrier car 3, so that the test trolley 4 can run independently and collide with the barrier car 3 on the track 2 at the preset speed, or the barrier car 3 can run independently and collide with the test trolley 4 on the track 2 at the preset speed; the number of the power source devices 5 can also be two, when two power source devices 5 are arranged, one of the power source devices 5 is connected with the test trolley 4, the other power source device 5 is connected with the barrier trolley 3, the barrier trolley 3 and the test trolley 4 are respectively driven by the two power source devices 5, after the barrier trolley 3 and the test trolley 4 respectively reach the preset speed required by the collision test, the running speed can be reduced by a braking system of the power source devices 5, the barrier trolley 3 and the test trolley 4 can independently run by automatically separating from the test trolley 4 or the barrier trolley 3, and relative collision can occur on the track 2 at the preset speed.

With the rail vehicle collision test system 1 provided in the embodiment of the present application, since the barrier vehicle 3 and the test trolley 4 in the collision test system 1 can move relatively on the rail 2, and the collision test of the rail vehicle can be completed by driving the test trolley 4 and/or the barrier vehicle 3 by the power source device 5, the collision test system 1 can replace the fixed barrier with the barrier vehicle 3, it is not necessary to construct a reinforced concrete building as the fixed barrier at the end of the rail 2, it is not necessary to occupy a separate site and to reduce the construction cost, and it is possible to complete various collision tests of the barrier vehicle 3 and the test trolley 4 on the existing rail 2 by driving the power source device 5, when the mass of the barrier vehicle 3 and the mass of the test trolley 4 are equal and large, for example, when the mass of the barrier vehicle 3 and the mass of the test trolley 4 are respectively set to 60 tons, therefore, the rail vehicle collision test system 1 can solve the problems that the existing collision test system 1 is large in occupied area of the fixed barriers, high in construction cost and incapable of truly reflecting the actual conditions of the collision between the rail vehicles.

In the above-described rail vehicle crash test system 1, the following embodiments may be adopted for the barrier vehicle 3:

as shown in the configurations of fig. 3 and 4, the barrier vehicle 3 for use in the rail vehicle crash test system 1 may include a vehicle body 31, a first running gear 33, and a first braking system 34;

a vehicle body 31, one end of the vehicle body 31 facing the test trolley 4 is provided with a first end wall 311 for performing a collision test, and the other end of the vehicle body 31 facing away from the test trolley 4 is provided with a first connecting structure 32; as shown in the structure of fig. 3 and 4, the vehicle body 31 is provided with a first end wall 311 for performing a collision test at an end facing the test carriage 4, that is, the first end wall 311 may be used as a collision surface in a collision test between rail vehicles; meanwhile, a second end wall 312 is arranged at the other end of the vehicle body 31, which is far away from the test trolley 4, the second end wall 312 can also be used as a collision surface in a collision test, a first connecting structure 32 for connecting the power source equipment 5 can also be arranged, the first connecting structure 32 can be a coupler, and the coupler can also be provided with one or a combination of a second through hole 3121, a second threaded hole and a second T-shaped groove; the first connecting structure 32 can be connected with power source equipment 5 such as a locomotive, and the barrier car 3 can be driven to move along the track by the power source equipment 5; as shown in the configuration of FIG. 8, two or more of the vehicles 3 may also be coupled together by a first coupling structure 32;

a first running part 33, wherein the first running part 33 is fixedly connected to the bottom of the vehicle body 31 and can move along the track 2; the first walking part 33 is fixedly connected to the bottom of the vehicle body 31 and can move along the track 2, and is used for driving the vehicle body 31 to move along the track 2; as shown in the structure of fig. 3, the first traveling part 33 may be a bogie, and the obstacle vehicle 3 can be driven by the power source device 5 to move along the rail 2 through the bogie, so that the obstacle vehicle 3 can move to the test position along the rail 2, and can leave the test position along the rail 2 after the collision test is completed, and be dragged to the idle position, so that the rail 2 can be normally used in the time outside the collision test, and the obstacle vehicle 3 does not need to occupy a fixed place;

and a first brake system 34, the first brake system 34 being for braking the first running gear 33. As shown in the structure of fig. 3, a first braking system 34 for braking the barrier vehicle 3 is arranged at the bottom of the vehicle body 31, and the barrier vehicle 3 can be accurately stopped at a specified position on the track 2 by the first braking system 34, so that a collision test can be conveniently carried out; in general, the first brake system 34 may include a first brake device 341 and a first brake cylinder 342 for actuating the first brake device 341, and in an embodiment of the present invention, the first brake system 34 may further include a first brake triggering device 343 provided in the vehicle body 31, the first brake cylinder 342 and the first brake device 341 may be communicated by activating the first brake triggering device 343, and the first brake device 341 may be actuated by actuating the first brake cylinder 342 to brake the first running gear 33 of the obstacle vehicle 3. The first brake system 34 may be a pneumatic brake system, a hydraulic brake system, or an electromagnetic brake system; as shown in the structure of fig. 3, the first braking device 341 may be a braking clamp mounted on the first running gear 33; first brake cylinder 342 may be a brake reservoir or a brake cylinder.

The barrier vehicle 3 is provided with a first end wall 311 for performing a crash test at one end of the vehicle body 31, and the first end wall 311 of the barrier vehicle 3 can be used as an impact surface during the crash test of the railway vehicle, so that the barrier vehicle 3 can replace a reinforced concrete building used as a fixed barrier in the prior art; the barrier vehicle 3 can be made by modifying or newly manufacturing waste railway vehicles, so that the manufacturing cost of the barrier vehicle 3 is low; meanwhile, the first walking part 33 is installed at the bottom of the vehicle body 31 of the barrier vehicle 3, the barrier vehicle 3 can move along the track 2 under the driving of the power source equipment 5 connected with the first connecting structure 32, and the existing track 2 can be selected as a moving track of the barrier vehicle 3, so that the barrier vehicle 3 can replace a fixed barrier in the prior art and can move, the collision condition between the track vehicles can be truly reflected, the barrier vehicle is flexible to use and does not need to occupy a fixed field, the barrier vehicle can be moved away from the track 2 after the collision test is completed, both the barrier vehicle 3 and the track 2 can be repeatedly used for many times, and the utilization rate is high.

Therefore, the barrier truck 3 has the characteristics of low manufacturing cost, no need of occupying a fixed site, reusability and high utilization rate, and can solve the problems of large occupied area and high construction cost of the existing reinforced concrete building.

Specifically, the barrier vehicle 3 further includes a mass center of gravity adjustment mechanism 35 disposed on the vehicle body 31, the mass center of gravity adjustment mechanism 35 being configured to adjust the mass and the height of the center of gravity of the barrier vehicle 3.

Because the obstacle vehicle 3 is provided with quality focus adjustment mechanism 35 on automobile body 31, can adjust the total mass and the focus height of obstacle vehicle 3 through quality focus adjustment mechanism 35, consequently, before the bump test, can adjust the total mass and the focus height of obstacle vehicle 3 through quality focus adjustment mechanism 35, and then can adjust the mass ratio between obstacle vehicle 3 and test bench car 4, with the test index of satisfying rail vehicle fixed barrier in the bump test in-process, make the bump test can truly reflect the great rail vehicle of quality at the test result of bump in-process, and be convenient for the improvement of later stage to rail vehicle's project organization and the improvement of security.

Further, the mass center of gravity adjusting mechanism 35 includes a first frame 351 adjustably mounted to the vehicle body 31 and a first weight 352 mounted to the first frame 351. As shown in fig. 3 and 4, the first frame 351 may be directly mounted to the vehicle body 31 through a circumferential direction and/or a bottom portion, and the first frame 351 may be any structure such as a tray-shaped structure, a bracket, a plate-shaped structure, and the like; the first frame 351 may be attached to the first side wall 313 and the second side wall 314 of the vehicle body 31 by fasteners such as bolts 36 and nuts 37, or attached to the first end wall 311 and the second end wall 312 of the vehicle body 31 by fasteners such as bolts 36 and nuts 37; the first weight 352 may be fixedly coupled to the first frame 351 by a third fastener 354. The mounting position and height of the first frame 351 on the vehicle body 31 can be adjusted, and then the mounting position and height of the first counterweight 352 can be adjusted, thereby achieving adjustment of the total mass and the height of the center of gravity of the barrier vehicle 3. The first weight 352 may be a steel plate, a steel block, a lead block, an iron block, or a reinforced concrete block.

Because the barrier truck 3 is provided with the mass center of gravity adjusting mechanism 35 on the truck body 31, and the first frame 351 of the mass center of gravity adjusting mechanism 35 is adjustably installed on the truck body 31, the installation height and the position of the first frame 351 can be adjusted, and then the installation height and the position of the first counterweight 352 can be adjusted through the first frame 351 installed on the truck body 31, therefore, the total mass and the center of gravity position of the barrier truck 3 can be changed by adjusting the installation height of the first frame 351 and the number of the first counterweight 352, so that the total mass and the center of gravity height of the barrier truck 3 meet the requirements of the collision test.

Meanwhile, the installation height of the first frame 351 and the number of the first balancing weights 352 are adjusted to enable the barrier vehicle 3 to meet the requirements of different crash tests on the fixed barriers, so that the barrier vehicle 3 can be used in the crash tests of different rail vehicles, and the use range and the utilization efficiency of the barrier vehicle 3 are improved.

In order to truly reflect the results of the crash test of the rail vehicle, as shown in the structure of fig. 3 and 4, the vehicle body 31 is further provided with a second end wall 312 disposed opposite to the first end wall 311, a first side wall 313 fixedly connected between the first end wall 311 and the second end wall 312, and a second side wall 314 fixedly connected between the first end wall 311 and the second end wall 312;

the first side wall 313 may include a plurality of first vertical columns 3131 spaced apart along the horizontal direction, and a plurality of first cross beams 3132 spaced apart along the vertical direction and fixedly connected to the first vertical columns 3131, wherein one end of the first cross beam 3132 is connected to the first end wall 311, and the other end is connected to the second end wall 312; as shown in fig. 3 and 4, the first side wall 313 may include four first pillars 3131 vertically and spaced apart from the vehicle body 31, and five first cross beams 3132 horizontally disposed on the first pillars 3131, and two ends of the first cross beam 3132 are respectively connected to the first end wall 311 and the second end wall 312; the first upright 3131 and the first cross beam 3132 arranged crosswise form the first side wall 313;

the second side wall 314 comprises second upright columns 3141 corresponding to the first upright columns 3131 one by one, and second cross beams 3142 corresponding to the first cross beams 3132 one by one and fixedly connected with the second upright columns 3141, wherein one end of each second cross beam 3142 is connected with the first end wall 311, and the other end of each second cross beam 3142 is connected with the second end wall 312; as shown in fig. 3 and 4, the second side wall 314 may include four second uprights 3141 vertically arranged on the vehicle body 31 at intervals, and five second cross beams 3142 arranged on the second uprights 3141 along the horizontal direction, and two ends of the second cross beams 3142 are respectively connected to the first end wall 311 and the second end wall 312; the second upright 3141 and the second cross beam 3142 arranged crosswise form a second side wall 314;

as shown in the structure of fig. 4, the second side wall 314 is parallel to and opposite to the first side wall 313, and an accommodating space for installing the first frame 351 is formed between the first side wall 313 and the second side wall 314;

the first frame 351 is mounted on the first side wall 313 and the second side wall 314; as shown in the structure of fig. 3 and 4, an accommodating space for installing the first frame 351 is formed between the first side wall 313 and the second side wall 314; the first frame 351 has one end mounted to the first cross beam 3132 and the other end mounted to the second cross beam 3142.

The first side wall 313 and the second side wall 314 in the barrier vehicle 3 are formed by the upright columns and the cross beams which are arranged in a crossed mode, the first end wall 311 and the second end wall 312 at the two ends of the vehicle body 31 are supported and strengthened through the first side wall 313 and the second side wall 314, the structural strength and rigidity of the first end wall 311 and the second end wall 312 can be improved, the structure of the barrier vehicle 3 is identical to that of a real rail vehicle, the authenticity of a rail vehicle collision test is improved, and the accuracy and reliability of a test result can be improved.

In the barrier truck 3, the number of the first upright 3131 and the first cross beam 3132 forming the first side wall 313 and the number of the second upright 3141 and the second cross beam 3142 forming the second side wall 314 are not limited to the structure shown in fig. 4, and in the actual design, production, manufacture and use process, the number of the first upright 3131 may be four, one, two, three or more, and the number of the first cross beams 3132 may also be one, two, three or more; the specific forming structure of the first side wall 313 and the second side wall 314 is not limited to the intersecting structure of the vertical columns and the horizontal beams in fig. 3, and the first side wall 313 and the second side wall 314 may be formed by any structural components such as steel plates and cement plates.

When the first frame 351 is mounted to the first and

second sidewalls

313 and 314, as shown in the structure of fig. 3 and 4, the first cross beam 3132 may be provided with a plurality of first mounting holes arranged in a vertical direction on a side surface facing the second cross beam 3142; the first mounting hole can be a through hole, a threaded hole and the like;

the second cross beam 3142 is provided with a plurality of second mounting holes arrayed in a vertical direction on a side surface facing the first cross beam 3132; the second mounting holes can correspond to the first mounting holes one by one;

the first frame 351 is provided with a plurality of third mounting holes corresponding to the plurality of first mounting holes at one side surface facing the first cross beam 3132, and a plurality of fourth mounting holes corresponding to the plurality of second mounting holes at the other side surface facing the second cross beam 3142;

the first frame 351 is fixedly connected to the first cross beam 3132 by first fasteners penetrating through the corresponding first and third mounting holes, and is fixedly connected to the second cross beam 3142 by second fasteners penetrating through the corresponding second and fourth mounting holes.

Since the corresponding mounting holes are provided on the first frame 351, the first cross beam 3132 and the second cross beam 3142, the first frame 351 can be mounted on the first cross beam 3132 and the second cross beam 3142 by fasteners, and the mounting position of the first frame 351 on the first cross beam 3132 and the second cross beam 3142 can be adjusted by the plurality of mounting holes provided, facilitating adjustment of the total mass and the height of the center of gravity of the barrier vehicle 3.

The first weight block 352 may be a steel plate, a steel block, a lead block, an iron block, or a reinforced concrete block, and is convenient to fix the first weight block 352 to the first frame 351, as shown in fig. 4, the first weight block 352 is provided with a first fixing hole, the first frame 351 is provided with a first fixing hole corresponding to the first fixing hole, and the first weight block 352 is fixedly connected to the first frame 351 by a third fastener 354 penetrating through the first fixing hole and the first fixing hole. The third fasteners 354 may be bolts 36, screws, rivets, etc.

Since the first weight 352 is fixedly connected to the first frame 351 by the third fastener 354, the first weight 352 can be conveniently mounted on the first frame 351 or conveniently dismounted from the first frame 351; the quantity can be conveniently and flexibly changed by disassembling and assembling the first balancing weight 352, and then the total mass and the gravity center height of the barrier truck 3 can be conveniently adjusted.

When installing a plurality of first balancing weights 352 in first frame 351, in order to improve the stability and reliability of installing first balancing weights 352 in first frame 351, and guarantee the security in the crash test process, still be provided with connecting plate 353 between first balancing weights 352, make two at least third fasteners 354 all pass connecting plate 353, make a plurality of third fasteners 354 form an organic whole structure through connecting plate 353, and with first balancing weights 352 fixed mounting in first frame 351, connecting plate 353 is rectangular shape platelike structure or square platelike structure, can improve the stability and reliability of first balancing weights 352, and can improve the security of crash test.

As shown in the structure of fig. 3 and 4, the vehicle body 31 is further provided with a plurality of first reinforcing members 315 fixedly connected between the first end wall 311 and the vehicle body 31, and a plurality of second reinforcing members 316 fixedly connected between the second end wall 312 and the vehicle body 31; the plurality of first reinforcing members 315 serve to reinforce the strength of the first end wall 311; a plurality of second stiffeners 316 are used to reinforce the strength of the second endwall 312. In fig. 3 and 4, the first reinforcement 315 and the second reinforcement 316 are support pillars, one ends of the support pillars are connected to the end wall, and the other ends of the support pillars are connected to the vehicle body 31, and the structural strength and rigidity of the end wall are reinforced by the support pillars, so that the first end wall 311 has sufficient strength during a collision, thereby inspecting the collision performance of a rail vehicle such as a test carriage 4 that is collided with, a test piece 8 mounted to the test carriage 4, or a test piece 8 mounted to the barrier vehicle 3. The first reinforcement 315 and the second reinforcement 316 may be not only support columns but also plate-shaped members or block-shaped members as long as the purpose of reinforcing the structural strength of the end wall is achieved.

In addition to the various embodiments of the barrier vehicle 3, as shown in fig. 3, the vehicle body 31 is further provided with a first brake triggering device 343 for controlling the operation of the first brake system 34. The first brake triggering device 343 may be a travel switch, a lever protruding from the vehicle body 31, or a handle protruding from the vehicle body 31.

Since the vehicle body 31 is further provided with the first brake triggering device 343 for controlling the operation of the first brake system 34, the first brake cylinder 342 in the first brake system 34 can be activated by triggering the first brake triggering device 343 to operate, so that the first brake cylinder 342 communicates with the first brake device 341, and the first brake device 341 can be activated by driving the first brake cylinder 342 to brake the first traveling part 33 of the barrier vehicle 3, so as to brake the barrier vehicle 3, the barrier vehicle 3 can be braked by the first brake system 34 during a collision test or during movement of the barrier vehicle 3, so that the speed and position of the barrier vehicle 3 can be controlled, and occurrence of a danger can be prevented, which is advantageous for improving safety of the collision test.

In order to expand the range of use and flexibility of use of the rail vehicle crash test system 1, the first end wall 311 is provided with at least one of a first through hole, a first screw hole, and a first T-shaped groove 3111 on a side surface facing away from the second end wall 312; as shown in the structure of fig. 5, the surface of the first end wall 311 is provided with a first T-shaped groove 3111, and the first T-shaped groove 3111 may include a first transverse T-shaped groove 3312 extending along the horizontal direction and a first longitudinal T-shaped groove 3113 extending along the vertical direction, or only the first transverse T-shaped groove 3312 extending along the horizontal direction or the first longitudinal T-shaped groove 3113 extending along the vertical direction may be provided, or the first T-shaped groove 3111 forming an angle with the vertical direction may be provided on the surface of the first end wall 311 facing away from the second end wall 312, that is, the extending direction of the first T-shaped groove 3111 forms an included angle with the vertical direction, and the included angle may be any angle between 0 ° and 90 °, for example: 30 °, 45 °, 60 °, 75 °; and the surface of the first end wall 311 may be further provided with a first through hole and/or a first threaded hole; fig. 5 shows only a specific arrangement structure of the first T-shaped groove 3111, and in actual use, the specific structure of the surface of the first end wall 311 can be arranged according to actual needs; referring to fig. 7, the first T-shaped groove 3111 may be configured such that a bolt head of a bolt 36 is inserted into the first T-shaped groove 3111, and a screw extending out of the first T-shaped groove 3111 is used to mount any member or device such as a test piece 8, a buffer device, a detection device, or a barrier car 3; the range of use of the barrier vehicle 3 can be increased by providing the first through hole, the first screw hole, or the first T-shaped groove 3111 on the surface of the first end wall 311.

The first connecting structure 32 is at least one of a coupler, a second through hole 3121, a second threaded hole and a second T-shaped groove, which are provided on a side surface of the second end wall 312 facing away from the first end wall 311; as shown in the structure of fig. 3, the surface of the second end wall 312 is provided with a coupler, and the coupler can be connected with any power source equipment 5 such as a locomotive, so that the barrier car 3 can move along the track 2 through the driving of the power source equipment 5; as shown in the structure of fig. 6, the surface of the second headwall 312 is provided with a plurality of second through holes 3121, and as shown in the structure of fig. 8, another barrier vehicle 3 can be connected through bolts 36 and nuts 37, that is, two or more barrier vehicles 3 are connected to form a barrier vehicle group so as to increase the total mass of the barrier vehicle group as a fixed barrier, and any other members or devices can be connected through the second through holes 3121; and the arrangement structure and the number of the second through holes 3121 are not limited to those shown in fig. 6, and may be specifically arranged according to actual situations.

The barrier vehicle 3 can be used as a rigid barrier in the rail vehicle collision test system 1, has the advantage of being movable, and can be made by modifying or newly manufacturing the existing waste rail vehicles; compared with the fixed barrier of the existing reinforced concrete building, the fixed barrier has the characteristics of low manufacturing cost, no need of occupying a fixed site and capability of being recycled.

On the basis of the various embodiments of the rail vehicle crash test system 1 and the barrier vehicle 3 described above, the test carriage 4 can adopt the following embodiments:

as shown in the structures of fig. 9 and 10, the test carriage 4 may include an underframe 41, a second running gear 42, and a second brake system 43; the chassis 41 is provided with a collision headwall 411 at an end facing the barrier truck 3; the second running part 42 is mounted on the bottom of the chassis 41 and can move along the rail 2; the second brake system 43 is used for braking the second running gear 42. As shown in the structure of fig. 9, the second brake system 43 may include a second brake device 431 mounted to the second running gear 42 and a second brake cylinder 432 for actuating the second brake device 431 to brake. The second braking system 43 may be a pneumatic braking system, a hydraulic braking system, or an electromagnetic braking system; as shown in the structure of fig. 9, the second brake device 431 may be a brake caliper mounted to the second running gear 42; second brake cylinder 432 may be a brake reservoir or a brake cylinder.

The test carriage 4 is driven by the power source equipment 5 to move along the rail 2 through the second traveling part 42 and collide with the barrier vehicle 3 through a collision end wall 411 provided at one end of the underframe 41 to complete a collision test; the test trolley 4 can reach the preset speed and the test site required by the collision test under the driving of the power source equipment 5, and leaves the test site along the track 2 after the collision test is finished; therefore, the rail 2 can still be used after the collision test is finished, and the test trolley 4 and the barrier vehicle 3 can leave the rail 2 under the driving of the power source equipment 5 and can also be recycled; thus, the flexibility and the availability of the rail vehicle crash test system 1 can be improved.

As shown in the structure of fig. 9 and 10, the test carriage 4 may further include a mass adjusting mechanism 44 provided to the base frame 41, and the mass adjusting mechanism 44 is configured to adjust the mass of the test carriage 4.

Because the test trolley 4 is provided with the mass adjusting mechanism 44 on the underframe 41, the mass and the gravity center height of the test trolley 4 can be adjusted through the mass adjusting mechanism 44, therefore, before the collision test, the total mass and the gravity center height of the test trolley 4 can be adjusted through the mass adjusting mechanism 44, and further the mass ratio between the barrier truck 3 and the test trolley 4 can be adjusted, so as to meet the test index of the test trolley 4 in the collision test process of the rail vehicle, so that the collision test can truly reflect the test result of the rail vehicle with larger mass in the collision process, and the design structure of the rail vehicle and the safety can be improved in the later period.

The second running gear 42 may be a bogie, such as a two-axle bogie or a three-axle bogie; because the test trolley 4 is provided with the bogie structure, the test trolley can run and carry out tests on curve sections, the problem that the test trolley can move freely on a track without being restricted by the curve sections is solved, and the impact tests on the curve sections are carried out. The barrier truck 3 and the test trolley 4 which are provided with the bogie structures can be suitable for running on the track 2 containing curves, so that the test trolley 4 and the barrier truck 3 can be moved out of a collision test place, a test circuit is not occupied, tests can be carried out on a curve section, and the applicability of the tests of the test trolley 4 is greatly improved.

According to the specific embodiment of the rail vehicle crash test system 1, the barrier vehicle 3 and the test trolley 4 can change their own mass according to actual test conditions so as to simulate crash tests among rail vehicles with various masses; according to the momentum theorem of dynamics, in the process of collision between the test trolley 4 and the barrier vehicle 3, a part of the initial kinetic energy of the test trolley 4 is converted into the deformation energy of the test piece 8 in the collision process, and the other part of the initial kinetic energy is converted into the kinetic energy of the barrier vehicle 3 and the test trolley 4, such as: the barrier vehicle 3 is retracted along the rail 2 and/or the test trolley 4 is moved in the opposite direction; of course, after a collision, the barrier vehicle 3 may move backward while obtaining a part of the kinetic energy, and the test carriage 4 may be stopped by the collision, move backward in the reverse direction, or continue to move forward; the conditions occurring after the collision are related to the mass of the barrier truck 3 at the time of the collision, the mass of the test carriage 4, the energy absorption performance of the test piece 8 and the impact speed of the test carriage 4.

In the collision process, the kinetic energy absorbed by the barrier truck 3, the test trolley 4 and the test piece 8 is related to the ratio of the mass of the test trolley 4 to the mass of the barrier truck 3; the energy absorbed by the test piece 8 when a fully plastic collision occurs can be calculated from the following equation:

in the above formula, T₁Initial kinetic energy of the test carriage 4 before collision, m₁Is the total mass, m, of the test carriage 4 and the test piece 8₂Δ T is the energy absorbed by the test piece 8 during the crash, which is the total mass of the vehicle 3.

Therefore, according to the above calculation formula, the collision test requirements of various test pieces 8 can be met by adjusting the mass ratio of the test trolley 4 to the barrier trolley 3, and the retreat distance of the barrier trolley 3 to the test trolley 4 can be calculated according to the formula so as to grasp the collision area range in the collision test process, so that the ground test and data acquisition equipment 61 such as a high-speed camera, a strain gauge, a grating, a sensor, an accelerometer and the like can be conveniently arranged in the collision area range before the collision test, and the acquisition of various data in the collision test process is facilitated.

As shown in the structure of fig. 9 and 10, the mass adjusting mechanism 44 includes a plurality of second balancing weights 441 detachably mounted to the base frame 41.

The quality adjusting mechanism 44 may include a plurality of second balancing weights 441 detachably connected to the bottom frame 41, the plurality of second balancing weights 441 may be stacked on the bottom frame 41 in order, and the quality of the test trolley 4 may be adjusted by the plurality of second balancing weights 441 disposed on the bottom frame 41, so that the quality ratio of the test trolley 4 to the barrier trolley 3 reaches a test index; the second weight 441 may be fixedly installed on the bottom frame 41, or may be integrally formed with the bottom frame 41; various rail vehicles can be simulated by increasing or decreasing the number of the second balancing weights 441, so that the accuracy and the authenticity of the collision test are realized.

The second weight block 441 may be made of the same material as the first weight block 352, and the second weight block 441 may be a steel plate, a steel block, a lead block, an iron block, a reinforced concrete block, or the like having a large mass. The mass of the first weight 352 and the second weight 441 may be 1 ton, 2 ton, 3 ton, 4 ton, 5 ton, respectively.

Because the quality of second balancing weight 441 is great, and in the bump test process, the impact load of test platform truck 4 is great, in order to improve the security of bump test, prevent that second balancing weight 441 from damaging test platform truck 4, barrier truck 3 or track 2 under the effect of great impact load, as shown in fig. 9 and 10 structure, test platform truck 4 still includes setting up in the limit structure 45 of chassis 41, limit structure 45 is used for spacing second balancing weight 441 to it is spacing on chassis 41 to be with second balancing weight 441. The limiting structure 45 may include a plurality of limiting posts 451 arranged along the circumferential direction of the second balancing weight 441, or may include a plurality of limiting plates 452 arranged along the circumferential direction of the second balancing weight 441, or may further include a plurality of limiting posts 451 and a plurality of limiting plates 452 arranged along the circumferential direction of the second balancing weight 441, so as to limit the second balancing weight 441 through the limiting structure 45, and the second balancing weight 441 is always kept on the bottom frame 41 during the collision process. As shown in the structure of fig. 10, the second counterweight block 441 is a steel plate with a rectangular parallelepiped structure, the limiting structure 45 includes a plurality of limiting posts 451 disposed on two sides of the second counterweight block 441 and limiting plates 452 disposed on the other two sides of the second counterweight block 441, meanwhile, in order to improve the structural strength of the limiting plates 452, a first supporting member 4521, a second supporting member 4522 or a third supporting member is disposed on one side of the limiting plates 452 away from the second counterweight block 441, both the first supporting member 4521 and the second supporting member 4522 may be supporting posts, and the third supporting member may be a supporting plate; the supporting structure of the limiting plates 452 is not limited to the structure shown in the drawings, and each limiting plate 452 may adopt any combination of the first support 4521, the second support 4522 and the third support, and may also adopt other supporting structures to reinforce the structural strength.

Because test platform truck 4 still includes and sets up in chassis 41 and carries out spacing limit structure 45 to second balancing weight 441, keep second balancing weight 441 in the arrangement area at chassis 41 top through limit structure 45 to prevent that second balancing weight 441 breaks away from test platform truck 4 and brings danger under the effect of impact load in the collision process, consequently, can improve collision test's security and stability through the limit structure 45 who sets up. Similarly, in order to enable the crash test to truly reflect the real results of the rail vehicle upon collision, the test carriage 4 is further provided with a reinforcing structure 412 for enhancing the structural strength of the collision headwall 411. The reinforcing structure 412 may include a plurality of third reinforcing members fixedly coupled to the crash end wall 411 and the bottom chassis 41. As shown in the structures of fig. 9, 10, and 11, the test carriage 4 is provided with third reinforcing members such as a plurality of pillars serving as the reinforcing structure 412 between the collision headwall 411 and the underframe 41, and the reinforcing structure 412 is not limited to the pillars, and may be a reinforcing structure such as reinforcing ribs as long as the structural strength of the collision headwall 411 can be enhanced.

Because the test trolley 4 is provided with the reinforcing structure 412 for reinforcing the structural strength of the collision end wall 411, the structural strength and rigidity of the collision end wall 411 can be enhanced through the reinforcing structure 412, so that the structural strength and rigidity of the collision end wall 411 can reach the real strength and rigidity of the end wall of the rail vehicle, and the accuracy and reliability of the collision test result can be ensured.

In order to facilitate connection of the power source equipment 5 and the test trolley 4, as shown in the structure of fig. 9 and 10, the test trolley 4 further includes a mounting seat 46 and/or a second connecting structure 47 which are provided on the underframe 41 and are opposite to the collision end wall 411, and both the mounting seat 46 and the second connecting structure 47 can be used for being connected with the power source equipment 5 and can bear and transmit the load of the power source equipment 5 driving the test trolley 4. The test trolley 4 shown in the structure of fig. 9 comprises a mounting seat 46 and a second connecting structure 47 mounted on the mounting seat 46, wherein the mounting seat 46 can be used for connecting with or bearing power load of power source equipment 5 such as a traction motor system, an air cannon or a hydraulic cannon, and the second connecting structure 47 can be a coupler or the like and used for being coupled with the power source equipment 5 such as a rail locomotive, a traction motor system and the like; however, the test carriage 4 may be provided with only the mounting seat 46 or the second connecting structure 47, and the mounting seat 46 and the second connecting structure 47 may be provided in alternative mounting according to the actual situation of the crash test. As shown in the structure of fig. 9, the mounting seat 46 may be provided with a mounting plane 461 at an end facing away from the collision end wall 411, and the external power source equipment 5 or the second connecting structure 47 may be connected through the mounting plane 461; a third reinforcing member 462 such as a reinforcing rib or a support plate may be further disposed on a side of the mounting seat 46 away from the mounting plane 461, wherein one end of the third reinforcing member 462 is fixedly connected to the chassis 41, and the other end is fixedly connected to the mounting seat 46, so that the mounting seat 46 is reinforced by the third reinforcing member 462, and the mounting seat 46 has sufficient structural strength to bear a driving load brought by the power source equipment 5; and when the chassis 41 is provided with both the mounting seat 46 and the second connecting structure 47, the second connecting structure 47 is detachably mounted to the mounting plane 461.

Because test bench car 4 still includes mount pad 46 and/or second connection structure 47 to different power source equipment 5 can be connected respectively to mount pad 46 and second connection structure 47, consequently, test bench car 4 can adopt different power source equipment 5 to drive, is convenient for be applicable to the collision test system 1 who possesses different power source equipment 5, has increased the flexibility that test bench car 4 used, makes things convenient for collision test's going on.

Meanwhile, since the second connecting structure 47 is detachably mounted on the mounting plane 461 of the mounting seat 46, the second connecting structure 47 can be mounted on the mounting seat 46 or the second connecting structure 47 can be detached from the mounting seat 46 according to the actual situation of the crash test, which also improves the flexibility of the test carriage 4 in use while increasing the selection of the power source equipment 5.

Above-mentioned rail vehicle collision test system not only can be used for the collision test between the rail vehicle, can also carry out the collision test to each spare part of rail vehicle, and for the convenience each spare part to rail vehicle carries out the collision test, and collision headwall 411 is provided with at least one in third through-hole, third screw hole and the third T-shaped groove 4111 on a side surface that deviates from chassis 41. As shown in the structures of fig. 9, 11 and 12, the collision end wall 411 is provided with a third T-shaped groove 4111 on a side surface facing away from the chassis 41. The collision end wall 411 may further be provided with a third through hole or a third threaded hole on a side surface facing away from the chassis 41, and may also be provided with any combination of the third through hole, the third threaded hole, and the third T-shaped groove 4111, for example: a third through hole and a third T-shaped groove 4111 may be provided at the same time. Similarly, the third T-shaped groove 4111 may include a third T-shaped groove 4111 extending in a vertical direction and/or a third T-shaped groove 4111 extending in a horizontal direction, and may further include a third T-shaped groove 4111 extending at an angle to the vertical direction.

Because the collision headwall 411 is provided with at least one of third through-hole, third screw hole and third T-shaped groove 4111 in the side surface that deviates from chassis 41, consequently, can adopt the fastener through third through-hole, third screw hole or third T-shaped groove 4111 to fix test piece 8 in the side surface of collision headwall 411, install in third T-shaped groove 4111 as the bolt head of bolt 36 in fig. 12, and make the screw rod pass behind the fixed orifices 81 on third T-shaped groove 4111 and the test piece 8 and be connected with nut 37 screw thread, and then with test piece 8 fixed mounting in the side surface of collision headwall 411, the collision between rethread test platform truck 4 and the obstacle car 3, accomplish the collision test to test piece 8.

Through setting up in the third through-hole of collision headwall 411, third screw hole and third T-shaped groove 4111 can have collision headwall 411 with test piece 8 fixed mounting, and then carry out the bump test to test piece 8, make rail vehicle collision test system 1 not only can realize the bump test between the rail vehicle, but also can carry out the bump test to each spare part of rail vehicle, consequently, 1 application range of rail vehicle collision test system has been enlarged, also be favorable to improving the utilization ratio of rail vehicle collision test system 1.

In order to control the second brake system 43 of the test carriage 4, the test carriage 4 further includes a second brake triggering device 433 that is provided on the base frame 41 and controls the operation of the second brake system 43. The second brake trigger 433 may be a travel switch, a lever protruding from the chassis 41, or a handle protruding from the chassis 41. The second brake trigger 433 shown in the configuration of fig. 9 and 10 is a handle projecting from the chassis 41.

Since the test carriage 4 is further provided with the second brake trigger 433 that controls the operation of the second brake system 43, and the second brake cylinder 432 can be actuated by the actuation of the second brake trigger 433 so that the second brake cylinder 432 and the second brake device 431 communicate with each other, and the second brake device 431 can brake the second traveling unit 42 by the actuation of the second brake cylinder 432, so as to brake the test carriage 4, the test carriage 4 can be braked by the second brake system 43 during the collision test or during the movement of the test carriage 4, so as to control the speed and position of the test carriage 4, and prevent the occurrence of a danger, which is advantageous for improving the safety of the collision test.

The power source device 5 in the rail vehicle collision test system 1 may be a rail locomotive, a traction motor system, an air cannon or a hydraulic cannon. The power source device 5 may be used to drive the aforementioned barrier truck 3 and/or test trolley 4. The power source equipment 5 can also be formed by potential energy of the barrier vehicle 3 or the test trolley 4 which is positioned at a high position, namely, one end of the track 2 is positioned at the top end of the slope, the other end of the track 2 is positioned at the bottom end of the slope, at the moment, before the collision test, the barrier vehicle 3 or the test trolley 4 is arranged at the top end or the middle position of the slope and is pushed or started by related equipment, at the moment, the barrier vehicle 3 or the test trolley 4 has larger potential energy, the power supply requirement of the power source equipment 5 is reduced, and the barrier vehicle 3 or the test trolley 4 can reach a preset speed by converting the potential energy into the kinetic energy.

The various rail vehicle collision test systems 1 may further include a test and data acquisition device 6 for acquiring various data and images during a collision test, and a synchronous trigger device 7 disposed on the barrier vehicle 3 or the test trolley 4, where the synchronous trigger device 7 is configured to control the test and data acquisition device 6 to operate when the barrier vehicle 3 collides with the test trolley 4. The synchronous triggering device 7 can be a metal spring plate type piezoelectric switch.

As shown in the configuration of fig. 1A and 1B, the test and data acquisition device 6 may include a ground test and data acquisition device 61 disposed on the track 2 or in the vicinity of the crash test site, a first vehicle test and data acquisition device 62 mounted on the barrier truck 3, and a second vehicle test and data acquisition device mounted on the test trolley 4, depending on the mounting location; the ground test and data acquisition device 61, the first vehicle test and data acquisition device 62, and the second vehicle test and data acquisition device 63 may each include, but are not limited to, various test devices and data acquisition devices such as a high-speed camera, a strain gauge, a grating, a sensor, an accelerometer, and the like.

The first running gear 33 and the second running gear 42 may each employ a bogie such as: biax bogie, triaxial bogie for present test platform truck 4 and barrier truck 3 can be suitable for the operation on the track that contains the curve, thereby can realize moving out the collision test place with test platform truck 4, do not occupy the test circuit, also can develop the experiment on the section of curve, have improved the experimental suitability of test platform truck multinomial greatly.

To sum up, the rail vehicle collision test system 1 provided by the embodiment of the application enables the barrier vehicle 3 and/or the test trolley 4 to move relatively on the rail 2 to complete the collision test through the driving of the power source device 5, and can solve the problems that the existing collision test system 1 is large in occupied area of the fixed barrier, high in construction cost and incapable of truly reflecting the actual situation of collision between rail vehicles.

Example two

The embodiment of the present application provides a test method for performing a crash test by using any one of the rail vehicle crash test systems 1 in the above embodiments, as shown in the flowchart of fig. 13, the test method includes the following steps:

step S110, providing a track 2, a barrier vehicle 3, a test trolley 4 and power source equipment 5, and enabling the barrier vehicle 3 to be parked on the track 2 in a static mode;

step S120, driving the test trolley 4 to move towards the barrier truck 3 along the track 2 by adopting the power source equipment 5 so as to enable the test trolley 4 to reach and keep a preset speed;

step S130, separating the test trolley 4 from the power source equipment 5, and braking the power source equipment 5;

in step S140, the test carriage 4 is caused to strike the obstacle vehicle 3 at a predetermined speed, and the collision test is completed.

At the moment that the test trolley 4 impacts the barrier vehicle 3, a synchronous trigger device 7 in the collision test system 1 is started, all test and data acquisition equipment 6 in the collision test system 1 starts to work, and the collision process of a test piece 8 impacting the barrier vehicle 3 is tested and acquired;

after the collision is finished, the test trolley 4 and the barrier trolley 3 respectively move in the same direction or in the opposite direction at a certain speed or automatically stop after running for a certain distance. When the movement speeds of the test trolley 4 and the barrier truck 3 are high or exceed the preset vehicle brake travel switch position, the second brake trigger device 433 of the test trolley 4 is started, the test trolley 4 is braked and stopped, the first brake trigger device 343 of the barrier truck 3 is started, the barrier truck 3 is braked and stopped, and the impact test is terminated.

The test method is carried out by adopting the barrier car 3 and the test trolley 4 which move relatively on the track 2, in the preparation process before the test is started, the barrier car 3 can be driven to move along the track 2 by a power source device 5, or a locomotive, or manpower, the barrier car 3 is moved to a specified position, then the test trolley 4 is driven to move along the track 2 by the power source device 5, the test trolley 4 is enabled to reach and keep the preset speed required by the collision test, and the test trolley 4 impacts the barrier car 3 at the preset speed to complete the collision test; in the above test, the barrier vehicle 3, although it has some movement during a vehicle collision, is functionally equivalent to a fixed rigid wall, acting as a collision barrier.

In the above-described test method, the test carriage 4 may strike the stationary barrier vehicle 3 at a predetermined speed, or the barrier vehicle 3 may strike the stationary barrier vehicle 4 at a predetermined speed, or both the barrier vehicle 3 and the test carriage 4 may move relatively at a predetermined speed to collide with each other.

By the test method, a fixed rigid wall does not need to be built at the tail end of the track 2, the barrier vehicle 3 with large mass can be used as the collision barrier, the cost of the collision test system 1 is reduced, and the problem that the fixed barrier occupies land or lines permanently is solved.

In the specific test process, the test method can also be carried out by adopting the following specific steps:

determining the quality of the barrier vehicle 3 and the quality of the test trolley 4, and respectively balancing the barrier vehicle 3 and the test trolley 4 according to the determined qualities; it should be noted that: in the specific test process, the rail vehicle can be subjected to a collision test, and a certain part of the rail vehicle can also be subjected to the collision test so as to test the rail vehicle or parts thereof; when a certain part is subjected to collision test, a test piece 8 to be tested can be arranged at one end of the test trolley 4, which faces the barrier truck 3, so that when the test trolley 4 collides with the barrier truck 3, the test piece 8 firstly collides with the barrier truck 3 under the driving of the test trolley 4; determining the quality of the barrier vehicle 3 and the quality of the test trolley 4 according to a test piece 8 arranged on the test trolley 4;

determining the impact speed of the test trolley 4 when impacting the barrier truck 3; in the process of determining the impact speed when the test trolley 4 impacts the barrier vehicle 3, the impact speed when the test trolley 4 impacts the barrier vehicle 3 can be determined according to the specific condition and momentum theorem of the test piece 8;

determining the collision positions of the barrier vehicle 3 and the test trolley 4 on the track 2;

setting a synchronous trigger device 7 and a test and data acquisition device 6; as shown in the structure of fig. 1B, a ground test and data acquisition device 61 is arranged near the collision position on both sides of the track 2, and a synchronous trigger device 7 is installed at one end of the test trolley 4 facing the barrier truck 3;

driving the barrier vehicle 3 to move along the track 2 by adopting the power source equipment 5 so as to lead the barrier vehicle 3 to be statically parked at a collision position;

the method comprises the steps that a power source device 5 is adopted to drive a test trolley 4 to move towards a barrier trolley 3 along a track 2, the power source device 5 is separated from the test trolley 4 when the distance between the test trolley 4 and the barrier trolley 3 reaches a preset distance, and the speed of the test trolley 4 when the test trolley 4 reaches a collision position is the impact speed;

the test trolley 4 impacts the barrier truck 3;

when the test trolley 4 impacts the barrier vehicle 3, the synchronous trigger device 7 is started and controls the test and data acquisition equipment 6 to start to act so as to acquire collision data and images in the collision test process;

and after the barrier vehicle 3 and the test trolley 4 are both static, ending the test.

The following describes in detail the whole process of the rail vehicle crash test by taking the whole process of the crash test by using the rail vehicle crash test system 1 and the test method as an example:

firstly, determining the technical indexes of the collision test, such as the collision speed, the quality of the test trolley 4, the quality of the barrier vehicle 3 and the like, according to the standard of the rail vehicle collision test, wherein the technical indexes comprise: the impact speed is 30km/h, the mass level of the barrier truck 3 is 60 tons, and the mass of the test trolley 4 is 20 tons;

secondly, according to the determined technical indexes, the mass of the barrier vehicle 3 and the mass of the test trolley 4 are adjusted through a single counterweight block with the mass of 2 tons, 3 tons or 5 tons, so that each parameter of the barrier vehicle 3 and each parameter of the test trolley 4 meet the test indexes, for example, the mass of the barrier vehicle 3 can be 60 tons, 100 tons or 200 tons, and the mass of the test trolley 4 can be 20 tons, 50 tons or 60 tons; when the test trolley 4 and the barrier truck 3 are set to be equal in weight, for example, both are set to be 60 tons, the mass of the test trolley 4 is equal to that of the barrier truck 3 and is equal to that of a real rail vehicle, and at this time, the barrier truck 3 and the test trolley 4 can truly simulate the relative collision situation of two rows of rail train vehicles with the same weight and truly reflect the collision situation of the two rows of rail vehicles;

thirdly, connecting the rail locomotive, the manpower or power source equipment 5 with the barrier vehicle 3 through the first connecting structure 32, driving the barrier vehicle 3 to a place specified by a collision test, and statically parking the barrier vehicle 3;

fourthly, driving the test trolley 4 to move towards the barrier truck 3 along the track 2 by adopting the power source device 5 so as to enable the test trolley 4 to reach and maintain a preset speed, for example, accelerating the test trolley 4 to a collision test speed of 30 km/h;

the fifth step: the power source equipment 5 brakes by itself and is separated from the test trolley 4, the test trolley 4 continues to move towards the barrier vehicle 3 at a test speed of 30km/h and collides with the barrier vehicle 3, and the structure shown in FIG. 2 can be referred to at the moment that the test trolley 4 collides with the barrier vehicle 3;

and a sixth step: at the moment of impact between the test trolley 4 and the barrier vehicle 3, triggering a synchronous trigger device 7 arranged on the barrier vehicle 3 and/or the test trolley 4, wherein the synchronous trigger device 7 controls the test and data acquisition equipment 6 to act so as to acquire related data such as deformation, displacement, speed, acceleration, stress and the like in the collision process, so as to complete a collision test and achieve the purpose of test and test;

and seventhly, after the collision is finished, the test trolley 4 and the barrier trolley 3 respectively move in the same phase or in the reverse direction at a certain speed, or automatically stop at a distance of several meters after running. When the movement speeds of the test trolley 4 and the barrier truck 3 are high or exceed the preset vehicle brake travel switch position, the second brake trigger device 433 of the test trolley 4 is started, the test trolley 4 is braked and stopped, the first brake trigger device 343 of the barrier truck 3 is started, the barrier truck 3 is braked and stopped, and the collision test is ended.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A test trolley, characterized in that the test trolley comprises:

the braking system is used for braking the walking part;

2. The test rig of claim 1, wherein the mass adjustment mechanism includes a counterweight removably mounted to the undercarriage.

3. The test trolley of claim 2 further comprising a limiting structure disposed on the top of the base frame for limiting the weight block, the limiting structure being configured to retain the weight block within a seating area on the top of the base frame.

4. The test rig of claim 3, wherein the retaining structure includes a plurality of retaining posts disposed circumferentially along the counterweight.

5. Test trolley according to claim 1, characterized in that the test trolley is further provided with a reinforcement structure for enhancing the structural strength of the crash end wall.

6. The test rig as recited in claim 5, wherein the reinforcement structure includes a plurality of reinforcements fixedly connected between the crash end wall and the underframe.

7. The test trolley of claim 1 further comprising a mounting seat and/or a connecting structure disposed on the underframe and opposite to the impact headwall, wherein the mounting seat and the connecting structure are used for connecting power source equipment and can bear and transmit load of the power source equipment during driving of the test trolley.

8. Test trolley according to claim 7, characterized in that the mounting seat is provided with a mounting plane at the end facing away from the collision end wall;

9. The test trolley according to any one of claims 1 to 8, further comprising a brake triggering device arranged on the chassis and used for controlling the action of the brake system.

10. Test trolley according to claim 9, characterized in that the brake triggering device is a travel switch, a lever protruding from the chassis or a handle protruding from the chassis.

11. Test carriage as claimed in any of the claims 1-8, characterized in that the running gear is a bogie.

12. A rail vehicle crash test system comprising a test trolley according to any one of claims 1 to 11.