A simulation test device and test method for the adhesion traction force of a railway locomotive

Abstract

The present invention relates to a railway locomotive adhesion traction simulation test device and a test method, which includes: a traction power mechanism connected to a wheel; a track supported below the wheel, when the traction power mechanism drives the wheel to rotate, the wheel drives the track to move along the tangent direction of the wheel; a force measuring mechanism connected to the track, the force measuring mechanism is used to measure the frictional force between the wheel and the track; and a pressure mechanism installed above the wheel, the pressure mechanism is used to apply pressure to the wheel. The wheel is driven to rotate on the track by the traction mechanism, and then the frictional force between the wheel and the track is measured by the force measuring mechanism, so as to test the change of the frictional force during the process of the motion state of the wheel on the track changing from rolling to sliding, and thus obtain the friction coefficient of the friction-increasing material.

Description

Technical Field

[0001] The present invention relates to the field of railway transportation, and particularly to a railway locomotive adhesion traction simulation test device and a test method. Background Art

[0002] With the vigorous development of railway transportation, the traction power of railway locomotives has developed from the original steam locomotives to diesel locomotives, electric locomotives, and high-power electric locomotives. In the era of steam locomotives, the power of one locomotive was approximately 1500 - 2000 horsepower, while the power of modern high-power Harmony locomotives has reached 7200 kw, and the output power has increased by 4 times. However, due to the limitation of the locomotive's own weight, it is difficult to improve the adhesion coefficient between the locomotive wheelset and the railway track, and the traction force of the locomotive is still only 40 - 50 tons. This makes the high-power traction power of new locomotives unable to be effectively output, and it is difficult to increase the locomotive's traction force, which has become a bottleneck problem for the railway to achieve "hauling more and running faster".

[0003] Regarding the problem of the friction coefficient between locomotive wheels and rails, domestic research has been carried out for many years, and a series of wheel-rail friction-increasing materials have been developed (the traditional friction-increasing material for railway locomotives was river sand. Since the country has issued a ban on river sand mining, now it has all been replaced with rock crushed sand, but its friction coefficient is insufficient). However, how to analyze, test, and verify the friction coefficient of new friction-increasing materials has become another difficult problem to solve this issue.

[0004] Therefore, it is necessary to propose a railway locomotive adhesion traction simulation test device and a test method to solve the above problems. Summary of the Invention

[0005] Embodiments of the present invention provide a railway locomotive adhesion traction simulation test device and a test method to solve the problem that it is difficult to analyze, test, and verify the friction coefficient of new friction-increasing materials in related technologies.

[0006] In a first aspect, a railway locomotive adhesion traction simulation test device is provided, which includes: a traction power mechanism connected to the wheel; a track supported below the wheel, when the traction power mechanism drives the wheel to rotate, the wheel drives the track to move along the tangent direction of the wheel; a force measuring mechanism connected to the track, the force measuring mechanism is used to test the friction force between the wheel and the track; and a pressure mechanism installed above the wheel, the pressure mechanism is used to apply pressure to the wheel.

[0007] In some embodiments, the force measuring mechanism includes: a first oil cylinder connected with a first pressure gauge; a piston installed inside the first oil cylinder, the piston is connected to the track through a piston rod, and the track can drive the piston to move through the piston rod.

[0008] In some embodiments, a first outlet and a first inlet are respectively provided at two ends of the first oil cylinder. The first outlet and the first inlet are connected through a first pipeline, and a first pressure gauge is installed on the first pipeline.

[0009] In some embodiments, a first overflow valve is installed on the first pipeline.

[0010] In some embodiments, a second outlet and a second inlet are respectively provided at two ends of the first oil cylinder. The second outlet and the second inlet are connected through a second pipeline, and a second pressure gauge and a second overflow valve are installed on the second pipeline; both the first overflow valve and the second overflow valve are one-way overflow valves, and their directions are opposite.

[0011] In some embodiments, the pressure mechanism includes: a second oil cylinder connected with a third pressure gauge; a compression spring connected to the output end of the second oil cylinder, and the second oil cylinder is used to drive the compression spring to press against the wheel.

[0012] In some embodiments, a base is installed at one end of the compression spring away from the second oil cylinder, a wheel axle is installed on the base, and the wheel is installed on the wheel axle.

[0013] In some embodiments, the traction power mechanism includes: a third oil cylinder connected with a fourth pressure gauge; a crank mechanism connecting the third oil cylinder and the wheel, and the third oil cylinder drives the wheel to rotate through the crank mechanism.

[0014] In a second aspect, a test method for the railway locomotive adhesion traction simulation test device according to any one of the above is provided, which includes the following steps: applying pressure to the wheel through the pressure mechanism; driving the wheel to rotate through the traction power mechanism, and the wheel drives the track to move along the tangent direction of the wheel; testing the friction force between the wheel and the track through the force measuring mechanism.

[0015] In some embodiments, the step of testing the friction force between the wheel and the track through the force measuring mechanism includes: driving the piston to move through the track, so that the hydraulic oil pressure in the first oil cylinder increases, and the hydraulic oil flows to the other side through the first overflow valve or the second overflow valve; adjusting the pressure of the first overflow valve or the second overflow valve to change the resistance applied by the piston to the track through the piston rod; reading the value of the first pressure gauge or the second pressure gauge and calculating the friction force.

[0016] The beneficial effects brought by the technical solution provided by the present invention include:

[0017] An embodiment of the present invention provides a railway locomotive adhesion traction simulation test device and a test method. The traction mechanism is used to drive the wheels to rotate on the track, and then the friction force between the wheels and the track is measured by the force measuring mechanism to test the change of the friction force during the process of the movement state of the wheels on the track changing from rolling to sliding, so as to obtain the friction coefficient of the friction-increasing material. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0019] Figure 1 It is a schematic diagram of the overall structure of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

[0020] Figure 2 It is a schematic diagram of the structure of the pressure mechanism of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

[0021] Figure 3 It is a schematic diagram of the structure of the traction power mechanism of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

[0022] Figure 4 It is a schematic diagram of the structure of the force measuring mechanism of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

[0023] Figure 5 It is a schematic diagram of the relationship curve of traction force and speed.

[0024] Reference numerals in the drawings:

[0025] 1. Traction power mechanism; 11. Third oil cylinder; 12. Fourth pressure gauge; 13. Crank mechanism; 14. Fourth pipeline; 15. Second oil pump; 16. Second control valve;

[0026] 2. Wheels; 3. Track;

[0027] 4. Force measuring mechanism; 41. First oil cylinder; 411. First outlet; 412. First inlet; 413. First pipeline; 414. Second outlet; 415. Second inlet; 416. Second pipeline; 42. Piston; 43. Piston rod; 44. First pressure gauge; 45. First overflow valve; 46. Second pressure gauge; 47. Second overflow valve;

[0028] 5. Pressure mechanism; 51. Second oil cylinder; 52. Third pressure gauge; 53. First control valve; 54. First oil pump; 55. Compression spring; 56. Base; 57. Axle; 58. Slide block. Detailed implementation manners

[0029] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of protection of the present invention.

[0030] As one of the main transportation modes in China, the railway undertakes most of the passenger and freight transportation in China. As the main transportation capacity, the requirement for it is to achieve "more loading and faster running" on the premise of ensuring safety.

[0031] In the past two decades, the passenger trains have achieved the goal of "faster running" - high-speed trains. For "more loading", in addition to the plan of using multiple locomotives to haul ten-thousand-ton trains, the technology is still restricted by the exertion of the locomotive traction force.

[0032] From the perspective of physical principles, whether it is "more loading" or "faster running", a large amount of power needs to be consumed. The "Harmony" high-speed train has achieved "faster running", while the power of the "Harmony" freight locomotive has reached 7200 Kw, but the freight train it hauls is still 4000 T (the traction effect is similar to that of the old locomotive with a power of 2000 Kw). Moreover, there are often phenomena that it cannot pull on rainy days or uphill. Therefore, studying the locomotive traction force has become an urgent topic. If the freight train can be increased from 4000 T to 5000 T or even a larger tonnage, the railway transportation efficiency will be greatly improved.

[0033] To achieve the normal traction of railway transportation, the railway locomotive needs to be adjusted to an ideal traction power curve - that is, when the speed is low, a large traction force is required, and when the speed is high, the traction force decreases. When the locomotive power is fully exerted, the function of the locomotive traction force and speed should be a perfect hyperbola - force × speed = constant, that is:

[0034] C = F × V

[0035] Wherein, F represents the traction force, and V represents the locomotive speed.

[0036] See Figure 4As shown, the realization of this curve requires a complete set of control systems. From this curve, when V approaches 0, theoretically, the traction force F should be infinite. However, the maximum traction force is affected by the adhesion traction of the locomotive, that is, the friction force f between the locomotive wheels and the rail limits the increase of the locomotive traction force.

[0037] And the calculation formula for the friction force is:

[0038] f = P × μ

[0039] Where f represents the friction force received by the locomotive, P represents the normal pressure, which is the weight of the wheels pressing on the rail, and μ represents the friction coefficient.

[0040] To ensure safety, the railway standard stipulates that the single - axle weight of the locomotive is 23T, that is, the total weight of a six - axle freight train is 138T. When the wheel - rail friction coefficient is 0.3, the locomotive traction force is approximately equal to 138×0.3 = 41T. Under normal circumstances, the friction coefficient between the wheel and the rail is about 0.3. When pulling a normal 4000T train, the starting traction force is about 48T. Therefore, when starting a heavy - haul freight train, the train driver will use a control valve to apply sand between the wheel and the rail. By applying sand, the friction coefficient is increased to improve the locomotive traction force. When the train is running on an uphill road in rainy weather, similarly, sand needs to be applied between the wheel and the rail. Otherwise, the train will stop on the slope and cannot climb up.

[0041] The purpose of applying sand is to prevent the wheels from slipping on the rail. Then, sand should be applied before the wheels are about to slip. Applying sand in advance wastes sand, and applying it too late has no effect. Currently, the operation of applying sand depends on the driver's judgment based on experience and manual control.

[0042] To achieve automation is not complicated. Install sensors. When a change of Δt is measured in any relevant function link of the wheel rotation, automatic sand application is carried out.

[0043] The traditional regulation for sand application is to use "river sand". After long - term scouring, the basic component of river sand is silicon dioxide and it is mixed with clay. Therefore, each locomotive depot screens and dries the purchased river sand and then sands the locomotive. However, "banning the mining of river sand" is a major national decision. Without "river sand", "crushed sand" and "sea sand" are used instead. These sands contain more components of silicate and carbonate and have low strength. After sand application, they are in a state of low friction coefficient. Therefore, the railway transportation urgently needs to - quickly develop a "high - friction - coefficient friction - increasing material". We have developed some friction - increasing materials and "sand - applying methods", such as "sheet type" and "rubbing type".

[0044] To solve the above problems, a large number of experiments need to be carried out. It is necessary to conduct repeated tests under conditions similar to the "friction" between the wheels and rails of a locomotive, and strive to find a material and a new method to make the maximum friction coefficient between the wheels and rails > 0.3 or even 0.4. In this way, the railway can achieve "hauling more".

[0045] In the related art, there is no test equipment for the rolling and sliding limit value test of such problems. Therefore, the characteristics of a railway locomotive adhesion traction simulation test device and test method in this solution are as follows:

[0046] 1. The test equipment should work under the condition that the wheel-rail normal pressure is 23T per axle (two wheels per axle 2), and each wheel 2 works under the condition of 11.5T. Only in this way can the abnormal working process of the locomotive wheels crushing the gravel into powder be simulated;

[0047] 2. The test equipment should be able to test the change value of the motion state from rolling to sliding transient between the wheel 2 and the track 3;

[0048] 3. This traction test should reflect the continuous change value measured at the moment when the wheel 2 and the track 3 change from rolling to sliding. Therefore, the force measuring equipment cannot only measure a fixed value, but also needs to measure the continuous change curve of the traction force value during the movement process.

[0049] To achieve the test bench with the above functional requirements, theoretically, a huge simulation test bench is needed, which even needs to include a complete locomotive and vehicle (train). Such a test is almost impossible to complete. After a long time of research, design and test, we finally designed and developed a small-power device to replace the ultra-large-power traction and test mechanism. For a railway locomotive adhesion traction simulation test device and test method provided by an embodiment of the present invention, it can solve the problem that it is difficult to analyze, test and verify the friction coefficient of a new friction-increasing material in the related art.

[0050] See Figure 1As shown in the figure, a simulation test device for the adhesion traction force of a railway locomotive provided by an embodiment of the present invention may include: a traction power mechanism 1, which is connected to a wheel 2; a track 3, which is supported below the wheel 2. When the traction power mechanism 1 drives the wheel 2 to rotate, the wheel 2 drives the track 3 to move along the tangent direction of the wheel 2; a force measuring mechanism 4, which is connected to the track 3, and the force measuring mechanism 4 is used to measure the frictional force between the wheel 2 and the track 3; and a pressure mechanism 5, which is installed above the wheel 2, and the pressure mechanism 5 is used to apply pressure to the wheel 2. In this embodiment, a simulated rail is adopted, and five groups of bearings and a bearing shaft are used to support below the wheel 2. The traction power mechanism 1 is used to drive the wheel 2 to rotate. When the wheel 2 rotates, the track 3 makes a longitudinal movement to simulate the state of the locomotive running on the track 3. Since the frictional force = coefficient of friction × normal pressure of the wheel on the rail, therefore, the pressure mechanism 5 is used to simulate the normal pressure of the locomotive wheel on the rail, and by spraying different friction materials between the wheel and the rail, the frictional force between the wheel and the rail can be changed. By selecting the best friction-increasing material, the coefficient of friction between the wheel and the rail can be increased, and the increase of this coefficient means the increase of the locomotive traction force, enabling the railway freight train to continuously increase in the heavy-haul direction. Assuming that the current coefficient of friction between the wheels and rails of a railway locomotive is 0.3, if it can be increased to 0.4, it means that the locomotive traction force can be increased by more than 20%, which means that 20% more goods can be pulled, and its economic benefits are very significant.

[0051] See Figure 1 and Figure 4 As shown in the figure, in some embodiments, the force measuring mechanism 4 may include: a first oil cylinder 41, which is connected to a first pressure gauge 44; a piston 42, which is installed inside the first oil cylinder 41, and the piston 42 is connected to the track 3 through a piston rod 43. The track 3 can drive the piston 42 to move through the piston rod 43. In this embodiment, there is a frictional force between the track 3 and the wheel 2, and the track 3 can move under the drive of the frictional force, thereby driving the piston 42 to move inside the first oil cylinder 41. The movement of the piston 42 makes the pressure of the hydraulic oil on one side inside the first oil cylinder 41 increase, and the value of the pressure can be read through the first pressure gauge 44, so as to calculate the frictional force received by the track 3, and thus the coefficient of friction of this friction material can be obtained.

[0052] See Figure 1 and Figure 4As shown, further, since we only need to test the critical point of the movement state of the wheel 2 between the tracks 3 changing from rolling to sliding, this movement distance does not need to be too long, and we design it to be 400 mm. However, within the range of 400 mm, the force measuring device is also too large. For this reason, we designed a two-way oil cylinder for hydraulic force measurement. The designed inner diameter of this oil cylinder is φ180. Oil inlet and outlet holes are designed on both sides of the oil cylinder piston, and the oil on both sides is connected by a hydraulic overflow valve. The structural principle is as follows.

[0053] See Figure 1 and Figure 4 As shown, in some embodiments, the two ends of the first oil cylinder 41 can be respectively provided with a first outlet 411 and a first inlet 412. The first outlet 411 and the first inlet 412 are connected by a first pipeline 413, and the first pressure gauge 44 is installed on the first pipeline 413. In this embodiment, the traction power mechanism 1 can drive the wheel 2 to rotate clockwise or counterclockwise. When the wheel 2 rotates counterclockwise, the track 3 moves to the right, driving the piston 42 to move to the right. The hydraulic oil pressure on the right side of the piston 42 rises and is discharged to the left side of the piston 42 through the first outlet 411, the first pipeline 413, and the first inlet 412 in sequence. When the wheel 2 rotates clockwise, the track 3 moves to the left, driving the piston 42 to move to the left. The hydraulic oil pressure on the left side of the piston 42 rises and is discharged to the right side of the piston 42 through the first inlet 412, the first pipeline 413, and the first outlet 411 in sequence. During the pressure relief process, the pressure of the hydraulic oil can be read through the first pressure gauge 44. The pressure calculation formula of the piston 42 is: F = P 1 ×S, where S is the force-bearing area of the piston 42, so that the frictional force received by the track 3 can be obtained. Among them, when the track 3 moves, the piston rod 43 is driven to move left and right by a pin. The pin plays the role of a universal joint.

[0054] See Figure 1 and Figure 4 As shown, further, a first overflow valve 45 can be installed on the first pipeline 413. In this embodiment, by adjusting the pressure of the first overflow valve 45, the resistance applied by the piston 42 to the track 3 through the piston rod 43 can be adjusted, so as to simulate the change of the movement state of the wheel 2 from rolling to sliding transient, and then test the change value of the traction force when the movement state of the wheel 2 between the wheel 2 and the track 3 changes from rolling to sliding transient, as well as the continuous change curve of the traction force value during the movement process.

[0055] See Figure 1 and Figure 4As shown, preferably, two ends of the first oil cylinder 41 may be respectively provided with a second outlet 414 and a second inlet 415. The second outlet 414 and the second inlet 415 are connected through a second pipeline 416. A second pressure gauge 46 and a second overflow valve 47 may be installed on the second pipeline 416. Both the first overflow valve 45 and the second overflow valve 47 are one-way overflow valves and their directions are opposite. In this embodiment, when the wheel 2 rotates counterclockwise, the track 3 moves to the right, driving the piston 42 to move to the right. The hydraulic oil pressure on the right side of the piston 42 rises and is discharged to the left side of the piston 42 through the first outlet 411, the first pressure gauge 44, the first overflow valve 45 and the first inlet 412 in sequence. The pressure of the piston 42 can be read through the first pressure gauge 44. By adjusting the pressure of the first overflow valve 45, the resistance applied by the piston 42 to the track 3 through the piston rod 43 can be adjusted. When the wheel 2 rotates clockwise, the track 3 moves to the left, driving the piston 42 to move to the left. The hydraulic oil pressure on the left side of the piston 42 rises and is discharged to the right side of the piston 42 through the second outlet 414, the second pressure gauge 46, the second overflow valve 47 and the second inlet 415 in sequence. The pressure of the piston 42 can be read through the second pressure gauge 46. By adjusting the pressure of the second overflow valve 47, the resistance applied by the piston 42 to the track 3 through the piston rod 43 can be adjusted. The first overflow valve 45 and the second overflow valve 47 work independently, which is more convenient to adjust the pressure during testing, and the one-way valve can prevent the hydraulic oil from flowing back.

[0056] See Figure 1 and Figure 2 As shown, in some alternative embodiments, the pressure mechanism 5 may include: a second oil cylinder 51 connected with a third pressure gauge 52; a compression spring 55 connected with the output end of the second oil cylinder 51. The second oil cylinder 51 is used to drive the compression spring 55 to press the wheel 2 tightly. In this embodiment, to simulate the positive pressure of the 23T axle weight of the locomotive, a loading oil cylinder is adopted in this solution to apply a pressure of 11.5T to the wheel 2, and this pressure can be applied to the wheel 2 as a positive pressure through a group of compression springs 55 with gravity. The compression spring 55 can play a buffering role. Moreover, the second oil cylinder 51 is connected with a first oil pump 54 through a pipeline, and a first control valve 53 is also installed on the pipeline. The positive pressure can be directly read through the third pressure gauge 52, so as to calculate the friction coefficient when the positive pressure and the friction force are known. In other embodiments, the wheel 2 can also be pressured in other ways, such as loading gravity blocks, etc.

[0057] See Figure 1 and Figure 2As shown, preferably, a base 56 may be installed at one end of the compression spring 55 away from the second oil cylinder 51. A wheel axle 57 is installed on the base 56, and the wheel 2 is installed on the wheel axle 57. In this embodiment, the output end of the second oil cylinder 51 installs the compression spring 55, the lower end of the compression spring 55 installs the slider 58, the bottom of the slider 58 installs the base 56, and the wheel axle 57 is arranged on the base 56. By installing the center of the wheel 2 on the wheel axle 57, the second oil cylinder 51 transfers the pressure to the wheel 2 through the compression spring 55, making the force-bearing structure more stable and avoiding the change of the position of the wheel 2 during the compression process or the traction process.

[0058] See Figure 1 and Figure 3 As shown, in some alternative embodiments, the traction power mechanism 1 may include: a third oil cylinder 11, which is connected with a fourth pressure gauge 12; a crank mechanism 13, which connects the third oil cylinder 11 and the wheel 2. The third oil cylinder 11 drives the wheel 2 to rotate through the crank mechanism 13. In this embodiment, the crank mechanism 13 that uses the third oil cylinder 11 to push (pull) the wheel 2 generates a maximum torque of 5000 N·M for the single wheel 2. When the crank radius is 0.5 meters, a pulling force or a pushing force of 10T is required. For an oil cylinder with a cylinder diameter of φ80, the oil pressure only needs to be 20 MPa, so that the traction force problem of the wheel 2 can be easily solved. Among them, the third oil cylinder 11 is connected with the second oil pump 15 through a fourth pipeline 14, and a second control valve 16 is also installed on the fourth pipeline 14. In other embodiments, the wheel 2 can also be driven by other means.

[0059] See Figure 1 As shown, it is a test method of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention as described in any one of the above. It may include the following steps: applying pressure to the wheel 2 through the pressure mechanism 5; driving the wheel 2 to rotate through the traction power mechanism 1, and the wheel 2 drives the track 3 to move along the tangent direction of the wheel 2; testing the friction force between the wheel 2 and the track 3 through the force measuring mechanism 4. In this embodiment, the specific operation steps are: turning on the first oil pump 54. When the first oil pump 54 pressurizes the second oil cylinder 51, the second oil cylinder 51 applies pressure to the wheel 2 and the track 3 through the spring system, operating the second control valve 16, applying force to the eccentric shaft of the wheel 2 through the third oil cylinder 11, and driving the wheel 2 to rotate; the wheel 2 drives the track 3 to move, the track 3 drives the piston 42 to move, so that the hydraulic pressure on one side of the first oil cylinder 41 increases and flows to the other side. Among them, in order to make each force-bearing member stable, when measuring the force, each oil cylinder works under the condition of the tension state.

[0060] See Figure 1 and Figure 4As shown, the method of testing the frictional force between the wheel 2 and the track 3 through the force measuring mechanism 4 may include: driving the piston 42 to move through the track 3 to increase the hydraulic oil pressure in the first oil cylinder 41, and the hydraulic oil flows to the other side through the first overflow valve 45 or the second overflow valve 47; adjusting the pressure of the first overflow valve 45 or the second overflow valve 47 to change the resistance applied by the piston 42 to the track 3 through the piston rod 43; reading the values of the first pressure gauge 44 or the second pressure gauge 46, and calculating the frictional force. In this embodiment, not only can the change value of the motion state from rolling to sliding transient between the wheel 2 and the track 3 be tested, but also its continuous change value can be measured.

[0061] The principle of a railway locomotive adhesion traction simulation test device and test method provided by an embodiment of the present invention is as follows:

[0062] By combining and utilizing a low-power hydraulic system, and through a bidirectional force-measuring passive oil cylinder, the change of the motion state of the railway locomotive wheel 2 from "rolling to sliding" with the track 3 is tested, so as to measure the friction coefficient of the friction material. The present invention can use existing locomotives to tow freight trains with greater loads, thereby increasing the transportation capacity of railways, which is of great significance to railway transportation and the development of the national economy.

[0063] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Unless otherwise clearly defined and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0064] It should be noted that in the present invention, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0065] The above are only specific embodiments of the present invention, enabling those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features claimed herein.

Claims

1. A simulation test device for the adhesion traction force of a railway locomotive, characterized in that, it includes: A traction power mechanism (1), which is connected to the wheel (2); A track (3), which is supported below the wheel (2). When the traction power mechanism (1) drives the wheel (2) to rotate, the wheel (2) drives the track (3) to move along the tangent direction of the wheel (2); A force measuring mechanism (4), which is connected to the track (3), and the force measuring mechanism (4) is used to measure the frictional force between the wheel (2) and the track (3); And a pressure mechanism (5), which is installed above the wheel (2), and the pressure mechanism (5) is used to apply pressure to the wheel (2); The force measuring mechanism (4) includes: A first oil cylinder (41), which is connected with a first pressure gauge (44); A piston (42), which is installed inside the first oil cylinder (41), and the piston (42) is connected to the track (3) through a piston rod (43). The track (3) can drive the piston (42) to move through the piston rod (43); Both ends of the first oil cylinder (41) are respectively provided with a first outlet (411) and a first inlet (412). The first outlet (411) and the first inlet (412) are connected through a first pipeline (413), and the first pressure gauge (44) is installed on the first pipeline (413); A first overflow valve (45) is installed on the first pipeline (413); Both ends of the first oil cylinder (41) are respectively provided with a second outlet (414) and a second inlet (415). The second outlet (414) and the second inlet (415) are connected through a second pipeline (416), and a second pressure gauge (46) and a second overflow valve (47) are installed on the second pipeline (416); Both the first overflow valve (45) and the second overflow valve (47) are one-way overflow valves, and their directions are opposite.

2. The simulation test device for the adhesion traction force of a railway locomotive according to claim 1, characterized in that, The pressure mechanism (5) includes: A second oil cylinder (51), which is connected with a third pressure gauge (52); A compression spring (55), which is connected to the output end of the second oil cylinder (51), and the second oil cylinder (51) is used to drive the compression spring (55) to press against the wheel (2).

3. The simulation test device for the adhesion traction force of a railway locomotive according to claim 2, characterized in that: One end of the compression spring (55) away from the second oil cylinder (51) is installed with a base (56), a wheel axle (57) is installed on the base (56), and the wheel (2) is installed on the wheel axle (57).

4. The simulation test device for the adhesion traction force of a railway locomotive according to claim 1, characterized in that, The traction power mechanism (1) includes: A third oil cylinder (11), which is connected with a fourth pressure gauge (12); A crank mechanism (13), which connects the third oil cylinder (11) and the wheel (2), and the third oil cylinder (11) drives the wheel (2) to rotate through the crank mechanism (13).

5. A test method for a railway locomotive adhesion traction simulation test device as described in any one of claims 1 - 4, characterized in that, it includes the following steps: applying pressure to the wheel (2) through the pressure mechanism (5); driving the wheel (2) to rotate through the traction power mechanism (1), and the wheel (2) driving the track (3) to move along the tangent direction of the wheel (2); testing the frictional force between the wheel (2) and the track (3) through the force measuring mechanism (4).

6. The test method as described in claim 5, characterized in that, the testing of the frictional force between the wheel (2) and the track (3) through the force measuring mechanism (4) includes: driving the piston (42) to move through the track (3), so that the hydraulic oil pressure on one side in the first oil cylinder (41) increases and flows to the other side; adjusting the pressure of the first overflow valve (45) or the second overflow valve (47) to change the resistance applied by the piston (42) to the track (3) through the piston rod (43); reading the value of the first pressure gauge (44) or the second pressure gauge (46) and calculating the frictional force.

Images