A comprehensive performance test bench for rail vehicle drive motors

Abstract

The invention discloses a rail vehicle drive motor comprehensive performance test bench, which is composed of two sets of units arranged axially symmetrically and having the same structure. In the units, two sets of test motors are respectively installed side by side on the base through test motor supports, one end of the torque sensor is respectively connected to the test motor output shaft, the other end of the torque sensor is connected to the input gear shaft on the corresponding side of the gear box, the central main shaft output end of the gear box is connected to the flywheel group input end, the emergency brake is installed at the connection between the central main shaft output end of the gear box and the flywheel group input end, the flywheel group output end is connected to the test motor output shaft, the test motor provides a load to the test motor and realizes the electrical simulation compensation of the inertial load, and the bevel gear output shafts on the sides of the gear boxes of the two sets are connected through a universal output shaft. The invention has a simple and compact structure, low manufacturing cost, stable and reliable performance, and is suitable for the research, production and quality control of rail vehicle drive motors.

Description

Technical Field

[0001] The invention belongs to the technical field of motor performance testing, and in particular relates to a comprehensive performance test bench for a rail vehicle drive motor. Background Art

[0002] Rail vehicle drive motors are an important part of rail vehicles. With the development of science and technology, people have put forward higher and higher requirements on the performance and quality indicators of rail vehicle drive motors. Design and development personnel need to conduct a large number of tests on rail vehicle drive motors. The test uses instruments, meters and related equipment to test its electrical performance, mechanical performance, safety performance, reliability and other technical indicators in accordance with relevant regulations. Through these comprehensive tests, the relevant performance data of the tested motor can be fully or partially reflected. These data can be used to determine whether the tested motor meets the design requirements, the quality, and the goals and directions of improvement. Testing is an important part of the comprehensive evaluation of the assembly quality and technical performance of rail vehicle motors. Therefore, it is very necessary for units engaged in the research, production or maintenance of rail vehicle drive motors to have a set of rail vehicle drive motor comprehensive performance test benches that meet the requirements.

[0003] In the overall layout of the comprehensive performance test bench for rail vehicle drive motors in the prior art, the shaft of the test motor of the test bench is arranged at 90 degrees to the shaft of the flywheel box, and the gearbox reduction ratio is 1:4. The main disadvantages of the overall layout of the comprehensive performance test bench for rail vehicle drive motors in the prior art are: the equipment occupies a large area, and the gearbox reduction ratio is too large, resulting in a low speed of the test motor and a large volume and weight. Because the lower the speed of the test motor is at the same power, the higher the price, which leads to high equipment manufacturing costs. Summary of the invention

[0004] In view of the defects existing in the above-mentioned prior art, the present invention provides a comprehensive performance test bench for rail vehicle drive motors, which has a simple structure, small footprint, low cost, stable and reliable performance, and is suitable for the research, production and quality control of rail vehicle drive motors. Combined with the drawings of the specification, the technical solution of the present invention is as follows:

[0005] A rail vehicle drive motor comprehensive performance test bench, consisting of two sets of units arranged axially symmetrically and having the same structure, wherein the unit package consists of a base, a test motor support, a torque sensor, a gearbox, an emergency brake, a flywheel set and a test motor;

[0006] There are two groups of test motors installed side by side at one end of the machine base through the test motor supports. To match the test motors, one end of the two groups of torque sensors are coaxially connected to the output shafts of the two groups of test motors respectively, and the other ends of the two groups of torque sensors are coaxially connected to the input gear shafts on the corresponding side of the gear box. The central main shaft output end of the gear box is coaxially connected to the input end of the flywheel group. The emergency brake is installed at the connection between the central main shaft output end of the gear box and the input end of the flywheel group. The output end of the flywheel group is coaxially connected to the output shaft of the accompanying test motor. The accompanying test motor provides load to the test motor on the one hand and realizes electrical simulation compensation of inertial load on the other hand.

[0007] The bevel gear output shafts located on the sides of the gearboxes of the two sets of units are connected by a universal output shaft to simulate the same power transmission mode as an actual rail vehicle.

[0008] Furthermore, the motor support under test is composed of a vertical lifting mechanism and a horizontal moving mechanism;

[0009] The vertical lifting mechanism is composed of a lifting screw, a vertical mounting seat, a lifting slider, a lifting adjustment handwheel, a vertical pressure plate and a vertical screw seat, wherein the vertical mounting seat is mounted on the upper surface of the translation slider of the horizontal moving mechanism, the end of the lifting screw is mounted on the vertical mounting seat through the vertical screw seat, the lifting screw is threadedly connected to the lifting slider, the lifting slider is slidably mounted in the vertical slide groove on the side of the vertical mounting seat, the lifting adjustment handwheel is coaxially fixedly connected to the lifting screw, the lifting slider slides up and down under the drive of the lifting screw, and is fixed to the vertical mounting seat by tightening the vertical pressure plate, and the tested motor housing is fixedly connected to the lifting slider;

[0010] The horizontal movement mechanism consists of a translation screw, a horizontal mounting seat, a translation slider, a translation adjustment handwheel, a horizontal pressure plate and a horizontal screw seat, wherein the horizontal mounting seat is fixed on the upper surface of the base, the end of the translation screw is mounted on the machine base through the horizontal screw seat, the translation screw is threadedly connected to the translation slider, the translation slider is slidably installed in the horizontal slide groove on the side of the horizontal mounting seat, the translation adjustment handwheel is coaxially fixed to the translation screw, the translation slider slides back and forth under the drive of the translation screw, and is fixed to the horizontal mounting seat through the horizontal pressure plate, and the housing of the tested motor is fixedly connected to the translation slider.

[0011] Further, the gearbox includes a first input gear shaft, a second input gear shaft, a first intermediate gear, a second intermediate gear, a central main shaft, a small bevel gear, a large bevel gear, a side main shaft, a gear clutch, a bevel gear output shaft and a shift fork;

[0012] The first input shaft and the second input shaft are arranged side by side and are coaxially connected to a group of torque sensors respectively. The first input shaft is meshed with the first intermediate gear, and the second input shaft is meshed with the second intermediate gear. The first intermediate gear and the second intermediate gear are symmetrically arranged on both sides of the central main shaft and are meshed with the central gear at one end of the central main shaft at the same time. The other end of the central main shaft is directly connected to the input end of the flywheel group through a coupling. The small bevel gear is installed on the central main shaft and is meshed with the large bevel gear installed on the side main shaft. The shift fork and the gear clutch are matched and installed between the coaxially arranged side main shaft and the bevel gear output shaft to control the connection or separation of the side main shaft and the bevel gear output shaft.

[0013] Furthermore, the torque sensor is a disc-type torque sensor, the connecting disc at one end of the torque sensor matches the structure of one end of the first coupling and is directly connected to the first coupling, and the connecting disc at the other end of the torque sensor is connected to the input gear shaft corresponding to the gear box through a flange.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. The rail vehicle drive motor comprehensive performance test bench of the present invention is designed with two sets of parallel and independent units, wherein the shaft of the accompanying test motor and the axis of the flywheel group are arranged linearly, and the entire test bench occupies a small area, which is convenient for transportation and installation;

[0016] 2. The accompanying test motor used in the rail vehicle drive motor comprehensive performance test bench of the present invention is used to provide a load for the tested motor on the one hand, and to provide electrical simulation compensation for the inertia load on the other hand, so that the classification of the flywheel group is further simplified, and thus the structure of the entire unit is further simplified;

[0017] 3. The total transmission ratio of the gearbox in the rail vehicle drive motor comprehensive performance test bench of the present invention is i=2. In the gearbox, the input gear shaft is arranged in parallel with the drive center shaft, the drive center shaft is arranged vertically with the main shaft, and the main shaft and the output shaft are arranged linearly. The gearbox structure is more compact, the cost is lower, and the gearbox performance is stable and reliable;

[0018] 4. The rail vehicle drive motor comprehensive performance test bench of the present invention is particularly suitable for the research, production and quality control of rail vehicle drive motors. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A top view of the comprehensive performance test bench for rail vehicle drive motors according to the present invention;

[0020] Figure 2 This is a front view of the first unit in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0021] Figure 3This is a left view of the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0022] Figure 4 This is a front view of a motor support under test in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0023] Figure 5 This is a left view of the motor support under test in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0024] Figure 6 A top view of a motor support under test in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0025] Figure 7 This is a partial enlarged view of the vertical lifting mechanism in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0026] Figure 8 This is a partial enlarged view of the horizontal moving mechanism in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0027] Fig. 9 This is a front view of the gearbox in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0028] Fig.10 This is a left view of the gearbox in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0029] Fig.11 This is a schematic diagram of the internal structure of the gearbox in the rail vehicle drive motor comprehensive performance test bench of the present invention;

[0030] In the figure:

[0031] 1- base, 2- motor support under test, 3- first coupling, 4- torque sensor,

[0032] 5-gearbox, 6-second coupling, 7-emergency brake, 8-flywheel assembly,

[0033] 9-third coupling, 10-test motor, 11-lifting screw, 12-vertical mounting seat,

[0034] 13-lifting slide block, 14-lifting adjustment hand wheel, 15-vertical pressure plate, 16-input shaft flange,

[0035] 17-first input gear shaft, 18-second input gear shaft, 19-first intermediate gear, 20-second intermediate gear,

[0036] 21-center spindle, 22-small bevel gear, 23-large bevel gear, 24-side spindle,

[0037] 25-gear clutch, 26-bevel gear output shaft, 27-shift fork, 28-universal drive shaft,

[0038] 29-Tested motor, 30-Encoder, 31-Translation screw, 32-Horizontal mounting seat,

[0039] 33-translation slider, 34-translation adjustment hand wheel 35-horizontal pressure plate 36-vertical screw seat,

[0040] 37-Horizontal screw seat DETAILED DESCRIPTION

[0041] In order to clearly and completely describe the technical solution and its specific working process of the present invention, the specific implementation methods of the present invention are as follows in conjunction with the accompanying drawings of the specification:

[0042] like Figure 1 As shown, the present invention provides a rail vehicle drive motor comprehensive performance test bench, which consists of two groups of units with completely identical structures, namely: a first unit A and a second unit B, wherein the first unit A and the second unit B respectively include a base 1, a test motor support 2, a torque sensor 4, a gear box 5, an emergency brake 7, a flywheel group 8 and a test motor 10, the first unit A and the second unit B are parallel and axially symmetrically arranged, and the bevel gear output shaft 26 on the side of the gear box 5 of the first unit A and the second unit B is connected through a universal output shaft 28 to achieve the same power transmission mode as that of an actual rail vehicle.

[0043] Taking the first unit A as an example, the structure of the unit is described below:

[0044] like Figure 1 , Figure 2 , Figure 3 and Fig.11 As shown, in the first unit A, the base 1 is used as the bearing base of the unit, which is horizontally arranged and fixed on the ground by anchor bolts. There are two groups of test motors 29, which are respectively installed side by side at one end of the base 1 along the length direction of the base 1 through the test motor support 2. Matching with the test motor 29, there are two groups of torque sensors 4, one end of the torque sensor 4 is coaxially connected to the output shaft of the test motor 29 through the first coupling 3, and the other end of the torque sensor 4 is connected to the input gear shaft on the corresponding side of the gear box 5 through the input shaft flange 16. The central spindle 21 of the gear box 5 is connected to the input end of the flywheel group 8 through the second coupling 6. The emergency brake 7 is installed at the connection between the central spindle 21 of the gear box 5 and the input end of the flywheel group 8, and the output end of the flywheel group 8 is connected to the output shaft of the accompanying test motor 10 through the third coupling 9.

[0045] like Figure 2 and Figure 4 As shown, the test motor support 2 is used to support and install the test motor 29, wherein the test motor support 2 is composed of a vertical lifting mechanism and a horizontal moving mechanism. The center height position of the test motor can be adjusted by adjusting the vertical lifting mechanism, and the axial position of the test motor can be adjusted by adjusting the horizontal moving mechanism, ultimately achieving adjustment and installation of test motors 29 of different models and sizes on the test motor support 2.

[0046] like Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, the vertical lifting mechanism is composed of a lifting screw 11, a vertical mounting seat 12, a lifting slider 13, a lifting adjustment handwheel 14, a vertical pressure plate 15 and a vertical screw seat 36, wherein the vertical mounting seat 12 is arranged perpendicular to the base 1, and the bottom of the vertical mounting seat 12 is vertically mounted on the upper surface of the translation slider 33 of the horizontal moving mechanism, and the lifting screw 11 is also arranged perpendicular to the base 1, and the upper end of the lifting screw 11 is rotatably mounted on the vertical screw seat 36 through a bearing, and the vertical screw seat 36 is fixedly mounted on the upper end of the vertical mounting seat 12, thereby realizing that the lifting screw 11 and the vertical mounting seat 12 are relatively fixed in the axial direction, the threaded end of the lifting screw 11 is threadedly connected with the lifting slider 13, and the two sides of the lifting slider 13 are slidably mounted in the vertical slide grooves on both sides of the vertical mounting seat 12, and the lifting adjustment handwheel 14 is coaxially fixedly connected with the top end of the lifting screw 11, and the lifting screw 11 can be driven to rotate synchronously by rotating the lifting adjustment hand wheel 14. Under the rotation drive of the lifting screw 11, the lifting slider 13 only moves up and down along the vertical slide grooves on both sides of the vertical mounting seat 12. After the lifting slider 13 moves to a suitable height position, the fastening vertical pressing plate 15 is placed between the lifting slider 13 and the vertical mounting seat 12, and the fastening vertical pressing plate 15 is pressed and fixed on the lifting slider 13 and the vertical mounting seat 12 by bolts, so that the lifting slider 13 and the vertical mounting seat 12 are relatively fixed, and the motor housing at the output end of the test motor 29 is fixedly installed with the lifting slider 13 through the motor flange, and the test motor 29 is driven to move up and down by the lifting slider 13, thereby realizing the adjustment of the height position of the axis center of the output shaft of the test motor 29.

[0047] like Figure 4 , Figure 5 , Figure 6 and Figure 8As shown, the horizontal movement mechanism is composed of a translation screw 31, a horizontal mounting seat 32, a translation slider 33, a translation adjustment hand wheel 34, a horizontal pressure plate 35 and a horizontal screw seat 37, wherein the horizontal mounting seat 32 is horizontally fixed to the upper surface of the base 1, the translation screw 31 is horizontally arranged along the base 1, one end of the translation screw 31 is rotatably mounted on the horizontal screw seat 37 through a bearing, the horizontal screw seat 37 is fixedly mounted on the upper surface of the machine base 1, the threaded end of the translation screw 31 is threadedly connected with the translation slider 33, and the two sides of the translation slider 33 are slidably mounted in the horizontal slide grooves on both sides of the horizontal mounting seat 32, the translation adjustment hand wheel 34 is coaxially fixed to the outer end of the translation screw 31, and is adjusted by rotation and translation. The handwheel 34 can drive the translation screw 31 to rotate synchronously. Under the rotation drive of the translation screw 31, the translation slider 33 only moves linearly back and forth along the horizontal slide grooves on both sides of the horizontal mounting seat 32. After the translation slider 33 moves to a suitable horizontal position, the horizontal pressure plate 35 is placed between the horizontal mounting seat 32 and the translation slider 33, and the horizontal pressure plate 35 is pressed against the horizontal mounting seat 32 and the translation slider 33 by bolts to achieve relative fixation of the translation slider 33 and the horizontal mounting seat 32. The motor housing at the bottom of the test motor 29 is fixedly installed on the translation slider 33, and the test motor 29 is driven to move forward and backward by the translation slider 33, thereby realizing the adjustment of the front and rear position of the output shaft of the test motor 29.

[0048] like Figure 1 , Figure 2 Figure 3 As shown in , the torque sensor 4 is a disc structure. The connecting disc at one end of the torque sensor 4 matches the structure and size of one end of the first coupling and can be directly connected to the first coupling 3. The connecting disc at the other end of the torque sensor 4 is connected to the input gear shaft corresponding to the gear box 5 through the input shaft flange 16.

[0049] like Figure 1 , Figure 2 , Fig. 9 , Fig.10 and Fig.11As shown, the gearbox 5 includes a first input gear shaft 17, a second input gear shaft 18, a first intermediate gear 19, a second intermediate gear 20, a central main shaft 21, a small bevel gear 22, a large bevel gear 23, a side main shaft 24, a gear clutch 25, a bevel gear output shaft 26 and a shift fork 27, wherein the first input shaft 17 and the second input shaft 18 are arranged side by side and are coaxially arranged with a group of torque sensors 4 respectively, the first input shaft 17 and the second input shaft 18 are connected to the corresponding torque sensors 4 through the input shaft flange 16 respectively, the first input shaft 17 is meshed with the first intermediate gear 19, the second input shaft 18 is meshed with the second intermediate gear 20, the first intermediate gear 19 and the second intermediate gear 20 are symmetrically arranged on both sides of the central main shaft 21, and are simultaneously meshed with the central gear at one end of the central main shaft 21, and the cylindrical gear formed from the first input shaft 17 and the second input shaft 18 to the central main shaft 21 The transmission ratio of the wheel pair is i=2. The first input shaft 17 and the second input shaft 18 drive the central spindle 21 to rotate through the first intermediate gear 19 and the second intermediate gear 20 respectively. The small bevel gear 22 is installed on the middle section of the central spindle 21. The side spindle 24 is vertically arranged with the central spindle 21. The large bevel gear 23 is installed at the head end of the side spindle 24. The small bevel gear 22 meshes with the small bevel gear 22 to form a bevel gear pair. The transmission ratio of the bevel gear transmission pair is i=2. The gear clutch 25 is installed at the tail end of the side spindle 24. The bevel gear output shaft 26 is coaxially arranged behind the tail end of the side spindle 24. The shift fork 27 is matched with the gear clutch 25. When the shift fork 27 is turned, the gear clutch 25 is engaged or disengaged, thereby realizing the control of the side spindle 24 and the bevel gear output shaft 26 to be connected or separated. The other end of the central spindle 21 is connected to the flywheel spindle input end of the flywheel group 8 through the second coupling 6.

[0050] The emergency brake 7 is a conventional drum emergency brake, which consists of a brake drum and a brake caliper. The brake drum is installed on the end face of the half of the coupling adjacent to the emergency brake 7 in the second coupling 6, and the brake caliper is coaxially installed on the outer side of the outer ring of the brake drum. The base of the brake caliper is fixed on the work surface of the base 1. When an emergency such as a power outage occurs, the brake caliper will clamp the brake drum, brake the second coupling 6 through the brake drum, and then brake the main shaft system connected to the second coupling 6.

[0051] The inertia of the flywheel group 8 is designed according to the actual motion inertia of the rail vehicle, and is composed of a number of flywheels. Each flywheel is fastened to form a whole by screws installed on the end face of the flywheel. The flywheel group 8 and the flywheel main shaft are in a conical surface matching relationship. The flywheel group 8 is coaxially installed on the shoulder of the flywheel main shaft with screws. Due to the introduction of electrical simulation technology, the accompanying test motor can simulate the compensation test inertia, so that the number of flywheels used for matching test inertia is greatly reduced. During operation, the number of flywheels installed on the rotating central axis of the flywheel group is configured according to the inertia required for different tests. The actual inertia of the matched flywheel is greater or less than the inertia required by the test due to the reduction in the number of flywheels and the inevitable inertia deviation of the flywheel itself. This part of the inertia will be compensated by electrical simulation. For the flywheel that does not participate in the test, after removing the mounting screws, the flywheel moves axially, is placed on the flywheel bracket, and is separated from the flywheel main shaft.

[0052] The accompanying test motor 10 is connected to the output end of the flywheel main shaft of the flywheel group 8 through the third coupling 9. The accompanying test motor 10 is used to provide a load to the tested motor 29 and realize the electrical simulation compensation of the inertial load. The so-called electrical simulation inertia is to use the accompanying test motor 10 in conjunction with the frequency converter to realize the speed control under a given deceleration, output positive / negative torque, compensate for the influence of the deviation of mechanical inertia on the acceleration of the flywheel system, and make the acceleration of the flywheel system just meet the physical relationship between the driving torque and the required inertia. The electrical simulation inertia technology is widely used with the maturity of electronic control hardware such as frequency converter technology. An encoder 30 is installed at the tail of the accompanying test motor 10 to measure the speed of the accompanying test motor 10.

[0053] The first unit A and the second unit B are arranged in parallel, and the bevel gear output shafts 26 in the gear boxes 5 of the first unit A and the second unit B are also symmetrically arranged. The bevel gear output shafts 26 of the first unit A and the second unit B are connected through flanges and a retractable universal transmission shaft 28 to achieve torque transmission between the two units.

[0054] The working principle of the present invention is briefly described as follows:

[0055] The motor under test 29 outputs torque and speed according to the acceleration requirements of the rail vehicle, wherein the torque is measured by the torque sensor 4, and the speed is obtained by multiplying the data measured by the encoder 30 at the tail of the accompanying motor 10 by the reduction ratio coefficient. The driving torque output by the motor under test 29 balances the inertia torque of the mechanical system of the test bench (the inertia torque of the mechanical system includes: the inertia of the entire test bench itself plus the inertia provided by the flywheel) and the electric inertia simulation torque, wheel-rail resistance torque, slope torque and wind resistance provided by the accompanying motor 10, so that the inertia system of the entire test bench (the inertia system torque of the test bench includes: the inertia of the entire test bench itself plus the inertia provided by the flywheel plus the electric simulation torque, wheel-rail resistance, slope torque and other torques provided by the accompanying motor 10. The simulated inertia is to control the positive and negative torque of the motor output shaft) accelerates and finally maintains a steady speed, thereby completing the test of the motor under test and the control system.

[0056] In this specific implementation, the main technical parameters of the test bench are as follows:

[0057] 1. Test motor support:

[0058] Lift adjustment: 100mm;

[0059] Horizontal adjustment: 200mm;

[0060] 2. Torque sensor:

[0061] Model: TQ-665-3000N-m;

[0062] Brand: Beijing Shitong Kechuang;

[0063] 3. Gearbox:

[0064] Input shaft center distance: 1000mm;

[0065] Maximum input shaft torque: 3000N-m;

[0066] Maximum input shaft speed: 6000r / min;

[0067] Transmission ratio between input shaft and central spindle: i=2;

[0068] The transmission ratio between the center spindle and the bevel gear output shaft is i=2

[0069] Gear accuracy: Grade 6;

[0070] Noise: ≤82dB;

[0071] 4. Emergency brake:

[0072] Type: Industrial brake;

[0073] Model: YWZ2-400 / E50-HR;

[0074] Brake drum diameter: 400mm;

[0075] 5. Overall dimensions: about 7850mm (length) × 4540mm (width) × 1900mm (height);

[0076] 6. Total weight: about 40 tons.

Claims

1. A comprehensive performance test bench for rail vehicle drive motors, Features: It consists of two sets of axisymmetrically arranged, identically structured and independent units, each of which consists of a base, a tested motor support, a torque sensor, a gearbox, an emergency brake, a flywheel unit and a companion motor; In each of the units, two groups of tested motors are respectively installed side by side at one end of the base through the tested motor supports. To match the tested motors, one end of the two groups of torque sensors are coaxially connected to the output shafts of the two groups of tested motors respectively, and the other ends of the two groups of torque sensors are coaxially connected to the input gear shafts on the corresponding side of the gear box. The central main shaft output end of the gear box is coaxially connected to the input end of the flywheel group. The emergency brake is installed at the connection between the central main shaft output end of the gear box and the input end of the flywheel group. The output end of the flywheel group is coaxially connected to the output shaft of the accompanying test motor. The accompanying test motor provides load to the tested motor on the one hand and realizes electrical simulation compensation of inertial load on the other hand. The bevel gear output shafts on the sides of the gearboxes of the two units are connected by a universal output shaft to simulate the same power transmission mode as the actual rail vehicle; The tested motor support is composed of a vertical lifting mechanism and a horizontal moving mechanism; The vertical lifting mechanism is composed of a lifting screw, a vertical mounting seat, a lifting slider, a lifting adjustment handwheel, a vertical pressure plate and a vertical screw seat, wherein the vertical mounting seat is mounted on the upper surface of the translation slider of the horizontal moving mechanism, the end of the lifting screw is mounted on the vertical mounting seat through the vertical screw seat, the lifting screw is threadedly connected to the lifting slider, the lifting slider is slidably mounted in the vertical slide groove on the side of the vertical mounting seat, the lifting adjustment handwheel is coaxially fixedly connected to the lifting screw, the lifting slider slides up and down under the drive of the lifting screw, and is fixed to the vertical mounting seat by tightening the vertical pressure plate, and the tested motor housing is fixedly connected to the lifting slider; The horizontal movement mechanism is composed of a translation screw, a horizontal mounting seat, a translation slider, a translation adjustment handwheel, a horizontal pressure plate and a horizontal screw seat, wherein the horizontal mounting seat is fixed to the upper surface of the base, the end of the translation screw is mounted on the machine base through the horizontal screw seat, the translation screw is threadedly connected to the translation slider, the translation slider is slidably mounted in a horizontal slide groove on the side of the horizontal mounting seat, the translation adjustment handwheel is coaxially fixedly connected to the translation screw, the translation slider slides back and forth under the drive of the translation screw, and is fixed to the horizontal mounting seat through the horizontal pressure plate, and the tested motor housing is fixedly connected to the translation slider; The gearbox includes a first input gear shaft, a second input gear shaft, a first intermediate gear, a second intermediate gear, a central main shaft, a small bevel gear, a large bevel gear, a side main shaft, a gear clutch, a bevel gear output shaft and a shift fork, wherein the first input shaft and the second input shaft are arranged side by side and are respectively arranged coaxially with a group of torque sensors, the first input shaft and the second input shaft are respectively connected to the corresponding torque sensors through input shaft flanges, the first input shaft is meshed with the first intermediate gear, the second input shaft is meshed with the second intermediate gear, the first intermediate gear and the second intermediate gear are symmetrically arranged on both sides of the central main shaft, and are simultaneously meshed with the central gear at one end of the central main shaft, and the transmission of the cylindrical gear pair formed from the first input shaft and the second input shaft to the central main shaft The ratio i=2, the first input shaft and the second input shaft drive the central main shaft to rotate through the first intermediate gear and the second intermediate gear respectively, the small bevel gear is installed on the middle section of the central main shaft, the side main shaft is vertically arranged with the central main shaft, the large bevel gear is installed at the head end of the side main shaft, the small bevel gear is meshed with the small bevel gear to form a bevel gear pair, the transmission ratio of the bevel gear transmission pair is i=2, the gear clutch is installed at the tail end of the side main shaft, the bevel gear output shaft is coaxially arranged behind the tail end of the side main shaft, the shift fork and the gear clutch are matched, under the shifting of the shift fork, the gear clutch is engaged or disengaged, thereby realizing the control of the side main shaft and the bevel gear output shaft connection or separation, the other end of the central main shaft is connected to the flywheel main shaft input end of the flywheel assembly through the second coupling; The torque sensor is a disc-type torque sensor, the connection disc at one end of the torque sensor matches the structure of one end of the first coupling and is directly connected to the first coupling, and the connection disc at the other end of the torque sensor is connected to the input gear shaft corresponding to the gear box through a flange; The tested motor outputs torque and speed according to the acceleration requirements of the rail vehicle. The torque is measured by a torque sensor, and the speed is obtained by multiplying the data measured by the encoder at the tail of the accompanying test motor by the reduction ratio coefficient. The driving torque output by the tested motor balances the inertia torque of the mechanical system of the test bench and the electric inertia simulation torque, wheel-rail resistance torque, slope torque and wind resistance provided by the accompanying test motor, so that the inertial system of the entire test bench is accelerated and finally maintains a steady speed, thereby completing the test of the tested motor and the control system.

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