CN203096538U - Moving load analog loading device of rail traffic wheel shaft - Google Patents

Abstract

The utility model discloses a moving load simulation loading device for a rail transit wheel axle. Multiple actuators are arranged directly above the sleeper along the track direction, the bottom of each actuator is connected at the mid-span of the distribution beam, the bottoms of both ends of the distribution beam are installed directly above the rails on both sides, and two continuous rails are laid on the sleeper On the top, they are cut into separate segmented rails directly above the sleeper position, and each pair of segmented rails is connected to the sleeper with a fastener system. The anti-loosening kit realizes the application of vertical pressure and pull-up force of the actuator. According to the train-track-subgrade theoretical model, the force-load time-history curve of a single fastener system acting on the movement of the wheel axle at different moving speeds is determined as the load excitation curve of each actuator, and the adjacent actuators move along the direction of the wheel axle The dynamic excitation is carried out sequentially at the same time interval to realize the simulated loading of the wheel shaft moving load at different speeds. The utility model provides a reliable and convenient loading platform for carrying out rail traffic dynamic model test research.

Description

A mobile load simulation loading device for rail transit axles

technical field

The utility model relates to a load loading device, in particular to a rail transit axle moving load simulation loading device.

Background technique

Our country is in the stage of rapid development of rail transportation, whether it is intercity ordinary railway and high-speed railway, or urban subway and light rail, all are in the process of rapid construction. With the construction and operation of rail transit facilities, more and more engineering problems have emerged. When the train passes at high speed, the load is transmitted to the offline structure through the interaction between the wheel axle and the rail. Compared with the traditional fixed-point cyclic loading, the interaction between the wheel axle and the rail has a typical movement effect and speed effect. Each structural layer experiences the same loading process along the traveling direction of the train. This kind of force bearing mode, which is different from fixed point loading, leads to different dynamic performances of track structure and subgrade structure. Therefore, it is very important to realize the effective simulation of the load movement process of the train wheel axle to study the real dynamic performance of rail transit infrastructure. At present, there are mainly two test methods for wheel axle load simulation: indoor model test and field in-situ test. The indoor model test is limited by the size of the site and the speed of the vehicle, and it is difficult to realize the high-speed mobile loading of the real vehicle; although the real wheel axle movement process can be used for the on-site in-situ test, the environment is complex and difficult to control, and the repeatability is poor. Existing wheel shaft dynamic load simulation devices, such as the frequency-adjustable amplitude modulation SBZ30 dynamic exciter, use the rapid rotation of the eccentric block to generate vertical excitation force, which can realize high-frequency excitation at a fixed position. The disadvantage is that the wheel shaft cannot be realized. Mobility of loads; the test system for simulating the effect of high-speed traffic moving loads uses a forward and reverse moving loader controlled by a centrifugal rotating motor to drive a vertical vibrator to realize the moving loading of the wheel axle load, but due to size limitations, it is impossible to realize the wheel axle load mobility. The load moves at a constant speed at a high speed.

Contents of the invention

In order to overcome the deficiencies of the existing indoor model test and on-site in-situ test, the purpose of the utility model is to provide a rail transit axle moving load simulation loading device to realize the high-speed movement of the axle load.

For realizing above-mentioned object, the technical scheme that the utility model adopts is:

One, a rail transit axle mobile load simulation loading method, comprising the following steps:

Step 1) Determine the different moving speeds through the calculation of the train-track-subgrade theoretical model The load time history curve of a single fastener system under the moving load of the lower axle;

，通过扣件系统将钢轨与轨枕进行连接，两条连续的钢轨分别在轨枕位置正上方处切断为多对相互独立的分段钢轨，钢轨与轨枕之间的连接特性保持不变； Step 2) According to the high-speed railway design specification, the distance between sleepers along the track direction is

, the rail is connected to the sleeper through the fastener system, and the two continuous rails are respectively cut off directly above the sleeper position into multiple pairs of mutually independent segmented rails, and the connection characteristics between the rail and the sleeper remain unchanged;

Step 3) A distribution beam is arranged directly above each pair of segmented rails in step 2), and an actuator is connected above the mid-span of the distribution beam, and the force load time of the single fastener system obtained in step 1) is stroke curve as the load excitation curve for each actuator;

由轨枕的间距

和移动速度确定：   Step 4) The load excitation curve of each actuator in step 3) is the same, there is a time interval for each actuator to start to excite, and the time interval for the excitation of adjacent actuators

by sleeper spacing

and movement speed Sure:

；

;

依次进行动态激振，即实现不同移动速度

轮轴移动荷载的模拟加载。 Step 5) Adjacent actuators in the moving direction of the wheel axis pass through the time interval described in step 4)

Sequential dynamic excitation, that is, to achieve different moving speeds

Simulated loading of axle moving loads.

2. A mobile load simulation loading device for rail transit axles:

Multiple actuators are arranged directly above each sleeper along the track direction of the high-speed railway. The bottom of each actuator is connected at the middle span of the distribution beam with high-strength bolts, and the bottoms of both ends of the distribution beam are fixed and installed directly above the rails on both sides. , Two continuous rails are laid on the sleeper, which are cut into independent segmented rails directly above the sleeper position. Each pair of segmented rails and the sleeper are connected by a fastener system. The track bed is below the sleeper and the foundation is below the track bed.

The top of each actuator is connected to the mid-span of the reaction force beam, and the two ends of each reaction force beam are fixed on two reaction force longitudinal beams, and the two ends of each reaction force longitudinal beam are connected to two support columns , the bottom of each support column is fixed on the ground. the

The bottoms of the two ends of the distribution beam are fixedly installed directly above each pair of segmented rails, which is an anti-off set, which realizes the application of vertical pressure on the actuator and the application of the pull-out force on the actuator.

The beneficial effect that the utility model has is:

(1) After the two rails are segmented, the adjacent actuators use the force-load time-history curve of a single fastener system as the load excitation curve, and dynamically excite vibrations sequentially along the moving direction of the wheel shaft at the same time, thereby replacing the physical train wheel shaft The model realizes the mobile loading of the axle load at different speeds; (2) the anti-detachment kit realizes the application of the vertical pressure of the actuator and the application of the pull-out force of the actuator. (3) It avoids the long-distance acceleration section needed to increase the driving speed, greatly reduces the size of the indoor test model, and provides a reliable and convenient loading platform for the research of rail traffic dynamics model tests.

Description of drawings

Fig. 1 is the lateral schematic diagram of the utility model device.

Fig. 2 is a longitudinal schematic view of the device of the present invention.

Fig. 3 is a transverse schematic diagram of a section of rail connection.

Fig. 4 is a longitudinal schematic diagram of a section of rail connection.

Fig. 5 is a schematic diagram of the train-track-subgrade theoretical model under the axle movement.

Figure 6 is the actuator load excitation curve.

In the figure: 1. Actuator, 2. Distribution beam, 3. Anti-detachment kit, 4. High-strength bolt, 5. Fastener structure, 6. Steel rail, 7. Sleeper, 8. Ballast bed, 9. Foundation, 10. Reverse Force beam, 11, reaction force longitudinal beam, 12, support column.

Detailed ways

Below in conjunction with accompanying drawing and embodiment the utility model is further described.

，共设置8条轨枕7， 8个作动器1在每条轨枕7位置处上方布置，每个作动器1底部用高强螺栓4在分配梁2跨中处连接，分配梁2两端底部固定安装在每对分段钢轨6正上方的装置是防脱套件3，其实现作动器1竖向压力的施加，也实现作动器1上拔力的施加。两条连续的钢轨6铺设在轨枕7上，分别在轨枕7位置正上方切断成相互独立的0.3m长的分段钢轨6，每对分段钢轨6和轨枕7用扣件系统5连接，如图3和图4所示，轨枕7下方为道床8、道床8下方为地基9，每个作动器1顶部连接在反力横梁10跨中处，每根反力横梁10两端固定在两根反力纵梁11上，每根反力纵梁11的两端连接在两根支撑柱12上，每根支撑柱12底部固定在地面上。 This embodiment is carried out on the rail transit wheel shaft moving load simulation loading device shown in Figure 1 and Figure 2, the ballasted track structure is selected, the fastener system 5 is of WJ-7 type, the rail 6 is of CHN60 type, and the sleeper 7 is of Type III steel bar For concrete sleepers, the ballast bed 8 is divided into the surface layer of the ballast bed and the bottom layer of the ballast bed. The surface layer of the ballast bed is made of graded gravel, and the bottom layer of the ballast bed is made of A/B filler. The distance between each sleeper 7 along the track direction is

, a total of 8 sleepers 7 are arranged, and 8 actuators 1 are arranged above the position of each sleeper 7. The bottom of each actuator 1 is connected at the mid-span of the distribution beam 2 with a high-strength bolt 4, and the bottom of the distribution beam 2 two ends The device fixedly installed directly above each pair of segmented rails 6 is an anti-slip kit 3, which realizes the application of vertical pressure on the actuator 1 and the application of the pull-out force on the actuator 1. Two continuous rails 6 are laid on the sleeper 7, and are respectively cut into independent 0.3m-long segmented rails 6 directly above the position of the sleeper 7, and each pair of segmented rails 6 and the sleeper 7 are connected by a fastener system 5, such as As shown in Figures 3 and 4, the ballast bed 8 is below the sleeper 7, and the foundation 9 is below the ballast bed 8. The top of each actuator 1 is connected to the mid-span of the reaction beam 10, and the two ends of each reaction beam 10 are fixed on two On one reaction force longitudinal beam 11, the two ends of each reaction force longitudinal beam 11 are connected on two support columns 12, and the bottom of each support column 12 is fixed on the ground.

The theoretical model of the train-track-subgrade under the movement of the axle shown in Figure 5 is a planar structure assumption, which is composed of the axle, rail 6, fastener structure 5, sleeper 7, ballast bed 8 and foundation 9, and the rail 6 adopts the Euler beam assumption, assuming For a simply supported beam, the discretely distributed sleepers 7 are assumed to be mass blocks. Both the fastener system 5 and the ballast bed 8 adopt the assumption of viscoelastic springs, in which the ballast bed 8 is distributed springs and dampers. During the operation of the train, the axle interacts with the rail 6, and the force generated is borne by the fastener system 5 discretely supported under the rail 6. .

，由于该模型为研究结构移动质量系的问题，不同于一般的定点加载的动力问题，采用的基本控制方程为偏微分方程组，使用模态分解的方法，将列车子系统的平衡方程、钢轨的平衡方程和轨枕的平衡方程转化为常微分方程组，根据NEWMARK方法进行求解，得到在轮轴移动速度

为13.5km/h时单个扣件系统的受力荷载时程曲线如图6所示，将其作为每个作动器的荷载激励曲线。 Take the moving speed of the axle

, because this model is to study the problem of the moving mass system of the structure, which is different from the general dynamic problem of fixed-point loading, the basic control equations adopted are partial differential equations, and the method of modal decomposition is used to combine the balance equation of the train subsystem, rail The balance equation of the balance equation and the balance equation of the sleeper are converted into ordinary differential equations, and are solved according to the NEWMARK method to obtain the moving speed of the wheel shaft

The time-history curve of the force and load of a single fastener system at 13.5km/h is shown in Figure 6, which is used as the load excitation curve of each actuator.

由轨枕的间距

和列车速度

确定，  The load excitation curves of all actuators are the same, there is a time interval for each actuator to start exciting vibration, and the excitation time interval for adjacent actuators

by sleeper spacing

and train speed

Sure,

。

.

Adjacent actuators along the moving direction of the wheel axis according to the time interval The dynamic excitation is carried out sequentially, that is, the simulated loading of the wheel shaft moving load at different speeds is realized.

Claims (3)

1. A rail transit axle moving load simulation loading device, characterized in that: a plurality of actuators (1) are arranged directly above each sleeper (7) along the track direction of the high-speed railway, and each actuator (1 ) at the bottom with high-strength bolts (4) at the mid-span of the distribution beam (2), the bottoms of both ends of the distribution beam (2) are fixedly installed directly above the rails (6) on both sides, and two continuous rails (6) are laid on the sleeper (7), respectively cut into separate segmented rails (6) directly above the position of the sleeper (7), each pair of segmented rails (6) and the sleeper (7) are connected by a fastener system (5), and the sleeper ( 7) Below is the ballast bed (8), and below the ballast bed (8) is the foundation (9). 2. A rail transit wheel shaft moving load simulation loading device according to claim 1, characterized in that: the top of each actuator (1) is connected to the mid-span of the reaction beam (10), each The two ends of the reaction force beam (10) are fixed on two reaction force longitudinal beams (11), the two ends of each reaction force longitudinal beam (11) are connected on two support columns (12), and each support column (12 ) bottom fixed to the ground. 3. A rail transit wheel shaft moving load simulation loading device according to claim 1, characterized in that: the bottom of both ends of the distribution beam (2) is fixedly installed directly above each pair of segmented rails (6) It is an anti-loosening kit (3), which realizes the application of vertical pressure on the actuator (1) and also realizes the application of the pulling force of the actuator (1).

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