A current-carrying friction and wear test system and method for a pantograph-catenary system

Abstract

The present invention relates to a current-carrying friction and wear experimental system and method for a bow-catenary system, and belongs to the technical field of experimental test equipment. It includes a motion system, a variable control unit, an information transmission and collection system, and a general controller; the variable control unit includes a flow form variable unit, a contact network geometric parameter variable unit, a weather environment simulation unit, and an air flow simulation unit; the information transmission and collection system includes a positioning unit, a contact force monitoring unit, a bow-catenary condition monitoring unit, and a temperature change measurement unit; the flow form variable unit includes a contact network component, and the contact network component includes a base, a support column is arranged on the base, a sliding frame is vertically arranged on the support column, a support rod is arranged on one side of the sliding frame, and a contact wire is connected and installed on the support rod, and the connection and installation method is a rigid connection or a flexible connection; the motion system includes a track and an experimental vehicle, and the experimental vehicle moves along the track. The present invention has variable functions and a stable carrying environment, and can simulate different working conditions and operating environments of the bow-catenary system.

Description

Technical Field

[0001] The invention relates to a current-carrying friction and wear experimental system and method for a pantograph-catenary system, belonging to the technical field of experimental testing equipment. Background Art

[0002] my country's electrified railways have always been developing in the direction of safety, high speed and energy saving. The current-carrying friction and wear of the pantograph system has a vital impact on the safety factor, speed improvement, energy saving and consumption reduction of electrified railways. In particular, in recent years, the rigid suspension contact network and the pantograph system have frequently encountered serious current-carrying friction and wear problems in urban rail transit, subway and other fields, which not only bring great hidden dangers to driving safety, but also greatly increase the operating and maintenance costs. At present, the industry mainly studies the current-carrying friction and wear of the pantograph system from two aspects: railway site and laboratory. The former obtains more accurate data information, but except for some vulnerable parts, other working conditions are not easy to change, so even if problems are found, they cannot be adjusted in time; the latter is a laboratory study of one or more influencing factors, and the existing experimental conditions are quite different from the actual electrified railway working conditions. In addition, since electrified railways have extremely high requirements for safety, many research results cannot be fully verified on electrified railways and eventually stop in the laboratory. On the other hand, there are many research directions, and there is no experimental platform that can integrate and optimize the existing research results, and finally select the best pantograph system to guide the design, construction, material selection, operation and maintenance of electrified railways.

[0003] At present, the devices specially used for testing the current-carrying friction and wear performance of the bow-catenary system are relatively rare. Most of them are modified from existing wear testers. The more common ones are the following three types: ring-block type, pin-disc type and wire-slide type. CN110186799B and CN112595618A belong to the pin-disc friction and wear tester. Although they can control the normal phase pressure, relative operating speed and voltage during the experiment, the experimental environment is single and the experimental control variables are relatively few. CN110095371B belongs to the reciprocating current-carrying friction and wear tester. Although it has functional simulation in a variety of environments, it cannot simulate the operating state of high-speed current carrying.

[0004] Therefore, starting from the actual working conditions of electrified railways, a more precise and highly simulated pantograph-catenary system current-carrying friction and wear experimental system and method are designed to comprehensively, multi-levelly and systematically verify the influence of different working conditions on the current-carrying friction and wear performance of the pantograph-catenary system, thereby providing a strong basis for the design, construction, material selection and operation of electrified railways, which is urgently needed in today's society. Summary of the invention

[0005] The purpose of the present invention is to solve the problems raised in the above background issues and to provide a current-carrying friction and wear test system and method for a bow-catenary system, which can fully simulate various operating conditions and complex environments of electrified railway operation.

[0006] The object of the present invention is achieved as follows: A current-carrying friction and wear experimental system for a pantograph-catenary system comprises a motion system, a variable control unit, an information transmission and collection system, and a general controller;

[0007] The variable control unit includes a flow form variable unit, a contact network geometric parameter variable unit, a weather environment simulation unit and an air flow simulation unit;

[0008] The information transmission and collection system includes a positioning unit, a contact force monitoring unit, a pantograph condition monitoring unit and a temperature change measuring unit;

[0009] The flow form variable unit comprises a contact network component, the contact network component comprises a base, and a support column is arranged on the base, a sliding frame is arranged on the support column along the vertical direction, a support rod is arranged on one side of the sliding frame, and a contact wire is connected and installed on the support rod, and the connection and installation mode is a rigid connection or a flexible connection;

[0010] The motion system comprises a track and an experimental vehicle, and the experimental vehicle moves along the track.

[0011] The rigid connection is to install the busbar through the lock buckle on the support rod, and the contact line is connected to the bottom of the busbar through the suspension groove.

[0012] The busbar comprises a plurality of unit rows, on which a rotation pin and a positioning pin are arranged, and inside of the unit row a plurality of positioning holes and an electromagnetic coil box matching the positions of the positioning pins are arranged;

[0013] The electromagnetic coil box is provided with an electromagnetic coil;

[0014] A pipeline is installed below the electromagnetic coil box, and the pipeline is connected with the nozzle.

[0015] The flexible connection is to set a flexible bearing mechanism through a locker on the support rod, and to set a tension spring on the flexible bearing mechanism, and to set a wire clamp below the tension spring and to connect with the contact wire through the wire clamp.

[0016] The support rod comprises a cross bar, a transmission rack for matching transmission is arranged on the cross bar, a locker and a lock buckle are arranged below the cross bar, and a sleeve for mounting a hose is arranged at the left end of the cross bar.

[0017] The contact network geometric parameter variable unit includes a lifting rack arranged on one side of the support frame of the support column, and a sliding frame for sliding up and down is matched and arranged on the lifting rack;

[0018] The sliding frame comprises a frame body, and a transmission motor and a lifting motor are arranged on the frame body;

[0019] The frame body is provided with a lifting gear inside for matching the lifting motor transmission;

[0020] A transmission gear for matching the transmission of the transmission motor is arranged inside the frame.

[0021] The experimental vehicle comprises a vehicle body, wherein a signal converter, a signal transmission module and a landing gear are arranged inside the vehicle body;

[0022] The landing gear is arranged at the rear side of the vehicle body, and a slide plate is arranged on the top of the bow head. The slide plate contacts the contact line to take current and transmits electricity to the body motor of the experimental vehicle.

[0023] The weather environment simulation unit is a flexible connection weather environment simulation unit or a rigid connection weather environment simulation unit. The flexible connection weather environment simulation unit includes a hose, which is mounted through a sleeve on a support rod, and a plurality of nozzles for spraying liquid or gas are evenly distributed on the hose; the rigid connection weather environment simulation unit includes a pipeline, which is installed below the electromagnetic coil box of the bus and is connected to the nozzle;

[0024] The air flow simulation unit comprises a bellows, and the air outlet of the bellows is directly opposite to the contact line;

[0025] The positioning unit includes a grid and a laser transceiver module. The grid is arranged on the track and forms a positioning system together with the laser transceiver module arranged under the experimental vehicle.

[0026] The contact force monitoring unit includes a pressure sensor, which is arranged under the slide plate and is used to measure the contact force between the pantograph and the catenary and collect the vibration of the test vehicle during the operation of the device;

[0027] The pantograph-catenary condition monitoring unit comprises a linear array camera for photographing working images of the slide plate and the contact line during the driving of the experimental vehicle, and the linear array camera is arranged on the pantograph;

[0028] The temperature change measuring unit comprises an infrared sensor for monitoring the temperature change of the contact line during the operation of the test vehicle, and the infrared sensor is arranged on the bow head.

[0029] A method for testing the current-carrying friction and wear of a pantograph-catenary system, comprising the following steps:

[0030] S1: Determine the experimental conditions. The experimental conditions that need to be determined include the distribution form of the contact network, geometric parameters, contact network type, bow-net material selection, bow-net matching parameters, experimental vehicle operation parameters, power supply mode and parameters, weather environment parameters and experiment termination indicators;

[0031] S2: Determine the position and quantity of each support column according to the distribution form of the contact network in S1 and fix them on the base to control the variables of contact network equipment installation by determining the installation size and installation gap;

[0032] The height of the support rod and its lateral distance from the track center are preliminarily adjusted by the operation of the transmission motor and the lifting motor, that is, the guide height and the pull-out value are determined to control the variables of the contact network geometric parameters;

[0033] S3: Selecting a contact network connection method according to the contact network type in S1, so as to achieve the variable of controlling the flow form. If a flexible connection method is adopted, steps S4 and S5 are performed in sequence, and if a rigid connection method is adopted, steps S6 and S7 are performed in sequence;

[0034] S4: Install a flexible bearing mechanism under the support rod and clamp the contact wire with a wire clamp;

[0035] S5: According to the environmental parameters given in S1, the liquid composition and flow rate of the hose, the wind direction, wind speed and temperature parameters of the bellows are set to simulate the complex and changeable atmospheric environment, and then proceed to step S8.

[0036] S6: Install the busbar below the support rod, and the contact wire is fixedly connected to the bottom of the busbar through the suspension groove;

[0037] S7: spraying droplets through the pipe and nozzle according to the environmental parameters given in S1, controlling the air humidity and composition around the contact line, setting the wind direction, wind speed and temperature parameters of the wind box, and entering step S8;

[0038] S8: Determine the distribution form of the overhead line, and directly proceed to step S9 if it meets the requirements;

[0039] When the flexible contact network does not meet the requirements, the contact network distribution form can be adjusted directly by adjusting the position of the support rods;

[0040] When the rigid contact network does not meet the requirements, power is turned on to suck out the positioning pins of the busbar, and then the contact network distribution form is adjusted by adjusting the position of the support rod. After adjustment, the power is turned off, and the positioning pins fall to reshape the busbar;

[0041] S9: According to the requirements given in S1, select the landing gear and the slide plate, and install the experimental vehicle;

[0042] S10: Control the variables of the pantograph-catenary coordination parameters. The pantograph-catenary coordination parameters given in step S1 are input into the master controller. The signal transmission module receives the parameters and transmits them to the signal converter. The signal converter analyzes and converts the parameters and outputs the instructions. The landing gear is lifted. The pressure sensor works to output the pantograph-catenary contact force, which is transmitted to the master controller through the signal transmission module. When the set contact force is reached, the landing gear stops lifting and remains stable.

[0043] S11: Start the positioning system formed by the laser transceiver module and the grid to determine the position of the experimental vehicle;

[0044] S12: according to the selected connection mode, start the environment setting switch according to step S5 or step S7, and enter step S13 after the requirements are met;

[0045] S13: inputting the power supply mode and parameters given in step S1 into the main controller, and then proceeding to step S14 after powering the overhead line;

[0046] S14: The experimental vehicle rotates the motor of the vehicle body through the slide board, and the experimental vehicle starts to accelerate. After reaching the speed set in step S1, the current is adjusted to make the experimental vehicle run smoothly. During this process, various data are transmitted to the main controller in real time;

[0047] S15: After an experiment is completed, the power supply is stopped, the environment setting switch is turned off, the experimental vehicle stops moving, and the landing gear is lowered;

[0048] S16: If necessary, adjust one or more experimental conditions and conduct another test according to the process of steps S1 to S15 above, until the experiment is completed and step S17 is performed;

[0049] S17: Collect data and analyze experimental results to obtain the best solution for the design, construction, material selection and operation of electrified railways.

[0050] Preferably, the distribution form of the contact network in step S1 is a zigzag, S-shaped or eight-shaped;

[0051] Preferably, the grid in step S11 is a reflective material, which matches the laser transceiver module; the laser transceiver module emits a laser signal and receives the light signal reflected by the grid to determine the travel distance of the experimental vehicle;

[0052] Preferably, the power supply method in step S13 is AC or DC power supply.

[0053] Compared with the prior art, the present invention has the following advantages:

[0054] A bow-catenary system current-carrying friction and wear test system and method of the present invention can fully simulate various working conditions and complex environments of electrified railway operation; the variables of the current-taking form of the electrified railway can be controlled by selecting a rigid connection or a flexible connection, the variables of the power supply parameters can be realized by DC or AC power supply and adjusting the voltage and current, the variables of the contact network geometric parameters can be controlled by determining the conductor height and the pull-out value, the variables of the control bow-catenary matching parameters can be changed by the data transmitted by the pressure sensor, the contact wires of different materials can be selected, the variables of the selection of contact network parts can be controlled, the variables of the installation of the contact network equipment can be controlled by determining the installation size and the installation gap, the variables of the contact network operating parameters can be controlled by changing the experimental speed and the loading time, and the variables of the operating environment can be controlled by simulating the operation of the pipeline and the hose nozzle to change or adjust the working conditions. The above-mentioned multiple variables facilitate the experimental system to comprehensively and systematically study and verify the influence of various factors on the current-carrying friction and wear performance of the bow-catenary system during the operation of the electrified railway, so as to determine the best bow-catenary system and guide the design, construction, material selection, operation and maintenance of the electrified railway;

[0055] A current-carrying friction and wear test system and method of a pantograph-catenary system of the present invention adjusts the number of support columns used and the arrangement positions according to the experimental requirements, thereby realizing the changeable distribution form of the contact network;

[0056] The current-carrying friction and wear test system and method of the pantograph-catenary system of the present invention can carry out relevant tests of two types of contact networks, namely, flexible suspension and rigid suspension, and both can be freely disassembled and installed according to requirements, and have a wide range of applications.

[0057] In a current-carrying friction and wear test system and method for a bow-catenary system of the present invention, the pull-out value and the guide height of the contact line are adjusted by the lateral distance between the support rod and the track center and the longitudinal movement distance of the support rod, respectively. Thus, the distribution of the contact network can be adjusted by the arrangement position and number of the support columns, the lateral distance between the support rod and the track center, and the height between the support rod and the base.

[0058] The present invention provides a current-carrying friction and wear test system and method for a pantograph-catenary system. When the contact network is flexibly suspended, a bellows and a hose are used to simulate complex weather and adverse environments such as rain and fog. The bellows can not only change the wind speed, wind direction and temperature, but also add a variety of particles to simulate complex environments such as wind and sand. Liquids or gases of different components are introduced into the hose to simulate environments of different pH values, and nozzles evenly distributed on the hose can control the flow of the liquid or gas. When the contact network is rigidly suspended, environmental parameters such as humidity, composition and temperature are adjusted through pipes, nozzles, bellows, etc., so that different environments can be simulated.

[0059] A current-carrying friction and wear test system and method for a bow-catenary system of the present invention adopts a variety of information transceiver devices such as a signal transmission module, a signal converter, a pressure sensor, a linear array camera, an infrared sensor, a laser emission module and a grid to collect and monitor various data of the experimental process in real time, and summarize them on a main controller for easy extraction and organization; the cooperation of the linear array camera and the infrared sensor can not only collect images of the working status of the bow-catenary in real time, but also monitor the temperature, wear, arcing and hard point conditions of the contact line surface online. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 This is a schematic diagram of the overall structure of a flexible contact network of a current-carrying friction and wear test system of a bow-catenary system of the present invention.

[0061] Figure 2 This is a schematic diagram of the support column structure and installation of a current-carrying friction and wear test system of a bow-catenary system of the present invention.

[0062] Figure 3 This is a schematic diagram of the internal gear structure of a sliding frame of a current-carrying friction and wear experimental system of a bow-catenary system of the present invention.

[0063] Figure 4 This is a schematic diagram of the structure and installation of an experimental vehicle for a current-carrying friction and wear experimental system of a bow-catenary system of the present invention.

[0064] Figure 5 This is a flow chart of the operating method of a current-carrying friction and wear experimental system of a bow-catenary system of the present invention.

[0065] Figure 6 It is a schematic diagram of the overall structure of a rigid contact network of a current-carrying friction and wear test system of a bow-catenary system in another embodiment of the present invention.

[0066] Figure 7 It is a busbar structure and implementation schematic diagram of a rigid contact network of a current-carrying friction and wear test system of a bow-catenary system under another implementation manner of the present invention.

[0067] The components are: 1. Support column; 2. Sliding frame; 3. Transmission motor; 4. Lifting motor; 5. Support rod; 6. Hose; 7. Contact wire; 8. Bellows; 9. Track; 10. Grid; 11. Experimental vehicle; 12. Master controller; 13. Busbar;

[0068] 101. support frame; 102. lifting rack;

[0069] 201, frame; 202, transmission gear; 203, lifting gear;

[0070] 501, crossbar; 502, transmission rack; 503, sleeve; 504, locker; 505, lock; 506, tension spring;

[0071] 1101, signal converter; 1102, vehicle body; 1103, signal transmission module; 1104, landing gear; 1105, skateboard; 1106, pressure sensor; 1107, linear array camera; 1108, infrared sensor; 1109, laser transceiver module, 1110 vehicle body motor;

[0072] 1301, unit row; 1302, electromagnetic coil box; 1303, pipeline; 1304, nozzle; 1305, positioning pin; 1306, rotating pin 1306. DETAILED DESCRIPTION

[0073] The present invention is described below in conjunction with the accompanying drawings and specific embodiments:

[0074] Embodiment 1:

[0075] like Figures 1 to 5 As shown, a current-carrying friction and wear experimental system for a pantograph-catenary system includes a motion system, a variable control unit, an information transmission and collection system, and a general controller 12;

[0076] The variable control unit includes a flow form variable unit, a contact network geometric parameter variable unit, a weather environment simulation unit and an air flow simulation unit;

[0077] The information transmission and collection system includes a positioning unit, a contact force monitoring unit, a pantograph condition monitoring unit and a temperature change measuring unit;

[0078] The flow form variable unit includes a contact network component, which includes a base, and a support column 1 is arranged on the base, a sliding frame 2 is arranged on the support column 1 along the vertical direction, a support rod 5 is arranged on one side of the sliding frame 2, and a contact wire 7 is connected and installed on the support rod 5, and the connection and installation method is set to a flexible connection.

[0079] In this embodiment, the motion system includes a track 9 and an experimental vehicle 11 , and the experimental vehicle 11 moves along the track 9 .

[0080] In this embodiment, the flexible connection is achieved by setting a flexible bearing mechanism through a locker 504 on the support rod 5, and a tension spring 506 is provided on the flexible bearing mechanism. A wire clamp is provided below the tension spring 506 and is connected to the contact wire 7 through the wire clamp.

[0081] In this embodiment, the support rod 5 includes a cross bar 501, on which a transmission rack 502 for cooperating transmission is provided, a locker 504 and a lock buckle 505 are provided below the cross bar 501, and a sleeve 503 for mounting a hose 6 is provided at the left end of the cross bar 501.

[0082] In this embodiment, the contact network geometric parameter variable unit is provided with a lifting rack 102 on one side of the support frame 101 of the support column 1, and a sliding frame 2 for sliding up and down is matched on the lifting rack 102; the sliding frame 2 includes a frame body 201, and a transmission motor 3 and a lifting motor 4 are provided on the frame body 201; a lifting gear 203 for matching the transmission of the lifting motor 4 is provided inside the frame body 201; and a transmission gear 202 for matching the transmission of the transmission motor 3 is provided inside the frame body 201. The lifting motor 4 realizes the longitudinal movement of the sliding frame 2 through the mutual cooperation of the lifting rack 102 and the lifting gear 203, and the transmission motor 3 realizes the lateral movement of the support rod 5 through the mutual cooperation of the transmission rack 502 and the transmission gear 202.

[0083] In this embodiment, the experimental vehicle 11 includes a vehicle body 1102, and a signal converter 1101, a signal transmission module 1103 and a landing gear 1104 are arranged inside the vehicle body 1102; the landing gear 1104 is arranged at the rear side of the vehicle body 1102, and a slide plate 1105 is arranged on the top of the bow head, and the slide plate 1105 contacts the contact line 7 to take current and transmits electricity to the vehicle body motor 1110 of the experimental vehicle 11. The signal transmission module 1103 uses wireless transmission technology. On the one hand, it can accept the control command of the main controller 12 to each device on the experimental vehicle 11, and transmit it to the signal converter 1101 for analysis, conversion and output instructions. On the other hand, it can transmit various sensor parameters on the experimental vehicle 11 to the main controller 12.

[0084] In this embodiment, the weather environment simulation unit is a flexible connection weather environment simulation unit, which includes a hose 6, which is erected through a sleeve 503 on a support rod 5, and a plurality of nozzles for spraying liquid or gas are evenly distributed on the hose 6, and the nozzles can control the flow and form of the liquid or gas to simulate complex weather and harsh environments such as rain and fog;

[0085] The air flow simulation unit comprises a bellows 8, the air outlet of the bellows 8 is directly opposite to the contact line 7, the wind direction, wind force and temperature of the bellows 8 are controllable, and a variety of particles can be added into the bellows 8 to realize the flow of a variety of air component environments;

[0086] The positioning unit includes a grid 10 and a laser transceiver module 1109. The grid 10 is arranged on the track 9 and forms a positioning system together with the laser transceiver module 1109 arranged under the experimental vehicle 11.

[0087] The contact force measuring unit includes a pressure sensor 1106, which is arranged below the slide plate 1105 and is used to measure the contact force between the pantograph and the catenary and collect the vibration of the test vehicle 11 during the operation of the device;

[0088] The pantograph-catenary condition monitoring unit includes a line array camera 1107 for photographing the working images of the slide plate 1105 and the contact wire 7 during the driving of the experimental vehicle 11. The line array camera 1107 is arranged on the pantograph, and obtains the wear conditions of the slide plate 1105 and the contact wire 7 and other pantograph-catenary operation information through post-image processing;

[0089] The temperature change measurement unit includes an infrared sensor 1108 for monitoring the temperature change of the contact line 7 during the operation of the experimental vehicle 11, and the infrared sensor 1108 is arranged on the bow head; illustratively, the infrared sensor 1108 can be programmed using a PLC control system so that its movement trajectory matches the distribution form of the contact network and its movement speed matches the operating speed of the experimental vehicle 11, thereby obtaining the temperature change of the contact line 7 during the operation.

[0090] In this embodiment, a current-carrying friction and wear test method of a pantograph-catenary system of the present invention comprises the following steps:

[0091] S1: Determine the experimental conditions. The contents that need to be determined include but are not limited to: the distribution form and geometric parameters of the contact network, the type of contact network, the selection of bow and catenary materials, the matching parameters of bow and catenary, the operating parameters of the experimental vehicle 11, the power supply mode and parameters, the environmental parameters, and the experiment termination indicators.

[0092] S2: According to the distribution form of the contact network in S1, the position and quantity of each support column 1 are determined and fixed on the base, and the variables of the contact network equipment installation are controlled by determining the installation size and installation gap;

[0093] The height of the support rod 5 and its lateral distance from the center of the track 9, commonly known as the guide height and pull-out value in the industry, are preliminarily adjusted by the operation of the transmission motor 3 and the lifting motor 4 to control the variables of the contact network geometric parameters.

[0094] S3: Select the contact network connection method according to the contact network type in S1, so as to achieve the variable of controlling the flow form. In this embodiment, a flexible connection method is adopted.

[0095] S4: Install a flexible bearing mechanism under the support rod 5 and clamp the contact wire 7 with a wire clamp. The type of the contact wire 7 is determined by step S1.

[0096] S5: According to the environmental parameters given in S1, the liquid or gas composition and flow rate of the hose 6 and the wind direction, wind speed, temperature and other parameters of the bellows 8 are set to simulate the complex and changeable atmospheric environment.

[0097] S6: Determine the contact network distribution form, and if it meets the requirements, proceed to S7; if it does not meet the requirements, the flexible contact network directly adjusts the contact network distribution form by adjusting the position of the support rod 5.

[0098] S7: According to the requirements given in S1, select the landing gear 1104 and the slide plate 1105, and install the components of the experimental vehicle 11.

[0099] S8: controls the variables of the bow-net coordination parameters. The bow-net coordination related parameters given by S1 are input into the main controller 12. The signal transmission module 1103 receives and transmits them to the signal converter 1101. The signal converter 1101 analyzes and converts the output instructions. The landing gear 1104 is lifted, and the pressure sensor 1106 works to output the bow-net contact force, which is transmitted to the main controller 12 through the signal transmission module 1103. After the set contact force is reached, the landing gear 1104 stops lifting and remains stable.

[0100] S9: Start the laser transceiver module 1109 and the grid 10 to determine the position of the experimental vehicle 11.

[0101] S10: Start the environment setting switch according to step S5, and enter step S11 after meeting the requirements.

[0102] S11: Input the power supply mode and parameters given by S1 into the main controller 12, supply power to the contact network, and enter S12 after the current remains stable.

[0103] S12: The experimental vehicle 11 rotates by steadily drawing electricity from the vehicle body 1110 through the slide plate 1105, and the experimental vehicle 11 starts to accelerate, and runs smoothly after reaching the speed set in S1. During this process, each data acquisition sensor transmits data to the main controller 12 in real time.

[0104] S13: After an experiment is completed, the power supply is stopped, the environment setting switch is turned off, the experimental vehicle 11 stops moving, and the landing gear 1104 is lowered.

[0105] S14: If one or more variables need to be adjusted, the experiment can be repeated according to the above steps until S15 is performed after the experiment is completed.

[0106] S15: Collect data and analyze experimental results to obtain the best solution for the design, construction, material selection and operation of electrified railways.

[0107] In this embodiment, the distribution form of the contact network in step S1 includes but is not limited to a zigzag shape, an S shape, or an eight shape, and the power supply mode can be switched between AC and DC power supply.

[0108] In this embodiment, the tension spring 506 in the flexible bearing mechanism in step S4 can be selected based on the tension applied to the contact network.

[0109] In this embodiment, the grid 10 of step S9 is made of reflective material, and the grid gap and grid size determine the positioning accuracy; the laser transceiver module is used to emit laser signals and can receive light signals reflected back by the grid, thereby determining the driving distance of the experimental vehicle.

[0110] In this embodiment, the power supply method of step S11 can simulate the influence of power supply parameters such as direct current, alternating current and different voltages on the relationship between the bow and the grid.

[0111] In this embodiment, the influence of different driving speeds, different pantograph-catenary contact forces and other related equipment and components on the pantograph-catenary relationship can be simulated; in addition, as an example, power supply rails can be laid on the basis of this embodiment, and relevant research can be conducted on the current receiving conditions of the third rail.

[0112] Embodiment 2:

[0113] like Figure 6-7 As shown, in this embodiment, a contact wire 7 is connected and installed on the support rod 5, and the connection and installation method is a rigid connection.

[0114] In this embodiment, the rigid connection is to install the bus 13 through the lock 505 on the support rod 5, and the contact line 7 is connected to the bottom of the bus 13 through the suspension groove; the bus 13 includes a plurality of unit rows 1301, and the unit row 1301 is provided with a rotating pin 1306 and a positioning pin 1305, and the interior of the unit row 1301 is provided with a plurality of positioning holes and an electromagnetic coil box 1302 matching the position of the positioning pin 1305; the electromagnetic coil box 1302 contains an electromagnetic coil; a pipe 1303 is installed below the electromagnetic coil box 1302, and the pipe 1303 is connected to the nozzle 1304.

[0115] In this embodiment, the weather environment simulation unit is a rigidly connected weather environment simulation unit, and the rigidly connected weather environment simulation unit includes a pipe 1303 , and the pipe 1303 is installed below the electromagnetic coil box 1302 of the bus 13 and is connected to the nozzle 1304 .

[0116] In this embodiment, a current-carrying friction and wear test method of a pantograph-catenary system of the present invention comprises the following steps:

[0117] S1: Determine the experimental conditions. The contents that need to be determined include but are not limited to: the distribution form and geometric parameters of the contact network, the type of contact network, the selection of bow and catenary materials, the matching parameters of bow and catenary, the operating parameters of the experimental vehicle 11, the power supply mode and parameters, the environmental parameters, and the experiment termination indicators.

[0118] S2: According to the distribution form of the contact network in S1, the position of each support column 1 is determined and fixed on the base, and the variables of the contact network equipment installation are controlled by determining the installation size and installation gap;

[0119] The height of the support rod 5 and the lateral distance between the support rod 5 and the center of the track 9 are preliminarily adjusted by the transmission motor 3 and the lifting motor 4, which are commonly referred to as the guide height and the pull-out value in the industry;

[0120] S3: Select the contact network connection method according to the contact network type in S1, adopt rigid connection, and enter step S4;

[0121] S4: The contact network adopts a rigid connection in which a busbar 13 is installed below the support rod 5, and the contact wire 7 is fixedly connected to the bottom of the busbar 13 through a suspension groove.

[0122] S5: According to the environmental parameters given in S1, the humidity, composition and temperature of the environment are set through the pipeline 1303, the nozzle 1304 and the bellows 8, and then proceed to step S6.

[0123] S6: Determine the contact network distribution form, if it meets the requirements, proceed to S9; if not, the rigid contact network needs to be energized to suck out the bus 13 positioning pin 1305 and then adjust the contact network distribution form by adjusting the position of the support rod 5. After adjustment, the power is turned off and the positioning pin 1305 falls to reshape the bus 13.

[0124] S7: According to the requirements given in S1, select the landing gear 1104, the slide plate 1105 and other components for the experimental vehicle 11 and install them.

[0125] S8: Input the bow-net coordination related parameters given by S1 into the main controller 12, and the signal transmission module 1103 transmits them to the signal converter 1101 after receiving them. The signal converter 1101 analyzes and converts the output instructions, and the landing gear 1104 is lifted. The pressure sensor 1106 works to output the bow-net contact force, which is transmitted to the main controller 12 through the signal transmission module 1103. After the set contact force is reached, the landing gear 1104 stops lifting and remains stable.

[0126] S9: Start the laser transceiver module 1109 and the grid 10 to determine the position of the experimental vehicle 11.

[0127] S10: Start the environment setting switch according to step S5, and enter S11 after meeting the requirements.

[0128] S11: Input the power supply mode and parameters given by S1 into the main controller 12, and enter S12 after powering the contact network.

[0129] S12: The experimental vehicle 11 rotates by taking the current 1110 from the vehicle body through the slide plate 1105, and the experimental vehicle 11 starts to accelerate. After reaching the speed set in S1, it runs smoothly by adjusting the current size. During this process, each data acquisition sensor transmits data to the main controller 12 in real time.

[0130] S13: After an experiment is completed, the power supply is stopped, the environment setting switch is turned off, the experimental vehicle 11 stops moving, and the landing gear 1104 is lowered.

[0131] S14: If one or more experimental conditions need to be adjusted, the experiment can be repeated according to the above steps until S15 is performed after the experiment is completed.

[0132] S15: Collect data and analyze experimental results to obtain the best solution for the design, construction, material selection and operation of electrified railways.

[0133] In this embodiment, if it is necessary to change the pull-out value or the contact network distribution form in step S6, the electromagnetic coil under the unit row can be energized on the basis of S6 to generate magnetism and then suck out the positioning pin. At this time, the shaping of the entire bus 13 is released, and then the transmission motor is turned on. The pull-out value or the distribution form of the contact line is adjusted through the cooperation of the power transmission rack and the transmission gear. After the adjustment is completed, the power is turned off, and the positioning pin falls without being affected by the magnetic force, locking the bus 13 and shaping it.

[0134] In this embodiment, the distribution form of the contact network in step S1 includes but is not limited to a zigzag shape, an S shape, or an eight shape, and the power supply mode can be switched between AC and DC power supply.

[0135] In this embodiment, the grid 10 of step S9 is made of reflective material, and the grid gap and grid size determine the positioning accuracy; the laser transceiver module is used to emit laser signals and can receive light signals reflected back by the grid, thereby determining the driving distance of the experimental vehicle.

[0136] In this embodiment, the power supply method of step S11 can simulate the influence of power supply parameters such as direct current, alternating current and different voltages on the relationship between the bow and the grid.

[0137] In this embodiment, the influence of different driving speeds, different pantograph-catenary contact forces and other related equipment and components on the pantograph-catenary relationship can be simulated; in addition, as an example, power supply rails can be laid on the basis of this embodiment, and relevant research can be conducted on the current receiving conditions of the third rail.

[0138] The above are only specific application examples of the present invention and do not constitute any limitation on the protection scope of the present invention. Any technical solution formed by equivalent transformation or equivalent replacement shall fall within the protection scope of the present invention.

Claims

1. A current-carrying friction and wear test system for a pantograph-catenary system, characterized in that: It includes a motion system, a variable control unit, an information transmission and collection system, and a general controller (12); The variable control unit includes a flow form variable unit, a contact network geometric parameter variable unit, a weather environment simulation unit and an air flow simulation unit; The information transmission and collection system includes a positioning unit, a contact force monitoring unit, a pantograph condition monitoring unit and a temperature change measuring unit; The flow-taking variable unit comprises a contact network component, the contact network component comprises a base, and a support column (1) is arranged on the base, a sliding frame (2) is arranged on the support column (1) in a vertical direction, a support rod (5) is arranged on one side of the sliding frame (2), and a contact wire (7) is connected and installed on the support rod (5), and the connection and installation mode is a rigid connection or a flexible connection; The motion system comprises a track (9) and an experimental vehicle (11), wherein the experimental vehicle (11) moves along the track (9); The contact network geometric parameter variable unit comprises a lifting rack (102) arranged on one side of a support frame (101) of a support column (1), and a sliding frame (2) for sliding up and down is matched and arranged on the lifting rack (102); The sliding frame (2) comprises a frame body (201), and a transmission motor (3) and a lifting motor (4) are arranged on the frame body (201); A lifting gear (203) for matching the transmission of the lifting motor (4) is arranged inside the frame body (201); A transmission gear (202) for matching the transmission of the transmission motor (3) is arranged inside the frame body (201); The weather environment simulation unit is a flexible connection weather environment simulation unit or a rigid connection weather environment simulation unit, the flexible connection weather environment simulation unit comprises a hose (6), the hose (6) is mounted through a sleeve (503) on a support rod (5), and a plurality of nozzles for spraying liquid or gas are evenly distributed on the hose (6); the rigid connection weather environment simulation unit comprises a pipeline (1303), the pipeline (1303) is installed below the electromagnetic coil box (1302) of the busbar (13) and is connected to the nozzle (1304); The air flow simulation unit comprises a wind box (8), and an air outlet of the wind box (8) faces the contact line (7); The positioning unit comprises a grid (10) and a laser transceiver module (1109); the grid (10) is arranged on the track (9) and together with the laser transceiver module (1109) arranged below the experimental vehicle (11) forms a positioning system; The contact force monitoring unit comprises a pressure sensor (1106), which is arranged below the slide plate (1105) and is used to measure the contact force between the pantograph and the catenary and collect vibration conditions of the test vehicle (11) during operation of the device; The bow-net condition monitoring unit comprises a line array camera (1107) for photographing working images of the slide plate (1105) and the contact line (7) during the driving process of the experimental vehicle (11), wherein the line array camera (1107) is arranged on the bow head; The temperature change measurement unit comprises an infrared sensor (1108) for monitoring the temperature change of the contact wire (7) during the operation of the test vehicle (11), and the infrared sensor (1108) is arranged on the bow head.

2. A current-carrying friction and wear test system for a pantograph-catenary system according to claim 1, characterized in that: The rigid connection is achieved by installing the busbar (13) via a lock (505) on the support rod (5), and the contact wire (7) is connected to the bottom of the busbar (13) via a suspension groove.

3. The current-carrying friction and wear test system of the pantograph-catenary system according to claim 2 is characterized by: The busbar (13) comprises a plurality of unit rows (1301), the unit rows (1301) being provided with rotation pins (1306) and positioning pins (1305), and the interior of the unit row (1301) being provided with a plurality of positioning holes and an electromagnetic coil box (1302) that match the positions of the positioning pins (1305); The electromagnetic coil box (1302) contains an electromagnetic coil; A pipe (1303) is installed below the electromagnetic coil box (1302), and the pipe (1303) is connected to the nozzle (1304).

4. The current-carrying friction and wear test system of a pantograph-catenary system according to claim 1 is characterized by: The flexible connection is achieved by setting a flexible bearing mechanism through a locker (504) on the support rod (5), and arranging a tension spring (506) on the flexible bearing mechanism. A wire clamp is arranged below the tension spring (506) and is connected to the contact wire (7) through the wire clamp.

5. A current-carrying friction and wear test system for a pantograph-catenary system according to claim 2 or 4, characterized in that: The support rod (5) comprises a cross bar (501), a transmission rack (502) for matching transmission is arranged on the cross bar (501), a locker (504) and a lock buckle (505) are arranged below the cross bar (501), and a sleeve (503) for mounting a hose (6) is arranged at the left end of the cross bar (501).

6. The current-carrying friction and wear test system of a pantograph-catenary system according to claim 1 is characterized by: The experimental vehicle (11) comprises a vehicle body (1102), wherein a signal converter (1101), a signal transmission module (1103) and a landing gear (1104) are arranged inside the vehicle body (1102); The landing gear (1104) is arranged at the rear side of the vehicle body (1102), and a slide plate (1105) is arranged on the top of the bow head. The slide plate (1105) contacts the contact wire (7) to draw current and transmits electricity to the vehicle body motor (1110) of the experimental vehicle (11).

7. A method for testing the current-carrying friction and wear of a pantograph-catenary system, characterized in that: The experimental method adopts the current-carrying friction and wear experimental system of the pantograph-catenary system according to any one of claims 1 to 6; The method comprises the following steps: S1: Determine the experimental conditions. The experimental conditions that need to be determined include the distribution form of the contact network, geometric parameters, contact network type, bow-net material selection, bow-net matching parameters, experimental vehicle (11) operating parameters, power supply mode and parameters, environmental parameters and experiment termination indicators; S2: according to the distribution form of the contact network in S1, the position and number of each support column (1) are determined and fixed on the base, and the variables of the installation of the contact network equipment are controlled by determining the installation size and installation gap; The height of the support rod (5) and its lateral distance from the center of the track (9) are preliminarily adjusted by operating the transmission motor (3) and the lifting motor (4), that is, the guide height and the pull-out value are determined to control the variables of the contact network geometric parameters; S3: Selecting a contact network connection method according to the contact network type in S1, so as to achieve the variable of controlling the flow form. If a flexible connection method is adopted, steps S4 and S5 are performed in sequence, and if a rigid connection method is adopted, steps S6 and S7 are performed in sequence; S4: Install a flexible bearing mechanism under the support rod (5) and clamp the contact wire (7) with a wire clamp; S5: according to the environmental parameters given in S1, the liquid composition and flow rate of the hose (6), the wind direction, wind speed and temperature parameters of the bellows (8) are set to simulate a complex and changeable atmospheric environment, and then proceed to step S8; S6: Installing a busbar (13) below the support rod (5), and the contact wire (7) is fixedly connected to the bottom of the busbar (13) through a suspension groove; S7: spraying droplets through the pipe (1303) and the nozzle (1304) according to the environmental parameters given in S1, controlling the air humidity and composition around the contact line (7), setting the wind direction, wind speed and temperature parameters of the wind box (8), and entering step S8; S8: Determine the distribution form of the overhead line, and directly proceed to step S9 if it meets the requirements; When the flexible contact network does not meet the requirements, the contact network distribution form is adjusted directly by adjusting the position of the support rod (5); When the rigid contact network does not meet the requirements, power is turned on to suck out the positioning pin (1305) of the busbar (13), and then the contact network distribution form is adjusted by adjusting the position of the support rod (5). After the adjustment, power is turned off, and the positioning pin (1305) falls to reshape the busbar (13); S9: According to the requirements given in S1, select the landing gear (1104) and the slide plate (1105), and install the experimental vehicle (11); S10: Control the variables of the pantograph-catenary coordination parameters. The pantograph-catenary coordination parameters given in step S1 are input into the master controller (12). The signal transmission module (1103) receives and transmits the received parameters to the signal converter (1101). The signal converter (1101) analyzes and converts the received parameters into output instructions. The landing gear (1104) is lifted. The pressure sensor (1106) works to output the pantograph-catenary contact force, which is transmitted to the master controller (12) through the signal transmission module (1103). When the set contact force is reached, the landing gear (1104) stops lifting and remains stable. S11: starting a positioning system formed by the laser transceiver module (1109) and the grid (10) to determine the position of the experimental vehicle (11); S12: according to the selected connection mode, start the environment setting switch according to step S5 or step S7, and enter step S13 after the requirements are met; S13: inputting the power supply mode and parameters given in step S1 into the main controller (12), supplying power to the overhead line and then proceeding to step S14; S14: the experimental vehicle (11) uses the slide plate (1105) to draw current from the vehicle body motor (1110), and the experimental vehicle (11) starts to accelerate. After reaching the speed set in step S1, the current is adjusted to make the experimental vehicle run smoothly. During this process, various data are transmitted to the main controller (12) in real time. S15: After an experiment is completed, the power supply is stopped, the environment setting switch is turned off, the experimental vehicle (11) stops moving, and the landing gear (1104) is lowered; S16: If necessary, adjust one or more experimental conditions and conduct another test according to the process of steps S1 to S15 above, until the experiment is completed and step S17 is performed; S17: Collect data and analyze experimental results to obtain the best solution for the design, construction, material selection and operation of electrified railways.

8. A method for testing current-carrying friction and wear of a pantograph-catenary system according to claim 7, characterized in that: The grid (10) in step S11 is a reflective material and matches the laser transceiver module (1109); the laser transceiver module emits a laser signal and receives a light signal reflected by the grid to determine the travel distance of the experimental vehicle.

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