An integrated running gear test system for rail vehicles

Abstract

The present invention relates to an integrated running gear test system for rail vehicles, which system comprises: a wheel set simulation subsystem for simulating the axial and radial loads between the train wheels and the rails; a traction motor bearing simulation subsystem for simulating the actual rotational speed of the train traction motor bearings and applying radial loads to the test bearings to simulate the faults of the train traction motor bearings; an auxiliary subsystem for controlling the transmission of loads, the rotational speed of the servo motors and the operation of the hydraulic control devices; and a data acquisition subsystem for realizing the acquisition of simulation data. Compared with the prior art, the present invention can simulate the running conditions of a real train, and has the advantages of good experimental repeatability, low cost, high reliability, and can provide an experimental platform for on-vehicle sensors, etc.

Description

Technical Field

[0001] The present invention relates to the field of simulation experiments for rail vehicles, and particularly to an integrated running gear test system for rail vehicles. Background Art

[0002] Newly built railway locomotives need to conduct line test research and verification, and overhauled locomotives need to conduct commissioning tests before leaving the factory. This requires occupying the formal railway line, thus triggering the contradiction between the line operation assessment of test locomotives and the competition for resources in transportation production. Moreover, this kind of line operation has high investment, long time consumption, many uncertain factors, and some tests cannot be realized through the line (such as lines that do not adapt to the gauge of export locomotives, lines that do not meet the highest test speed designed for locomotives, etc.). At the same time, with the batch introduction and operation of high-power AC drive locomotives and reaching the overhaul years, each overhaul base and overhaul factory are facing the problems of performance testing and factory inspection of locomotives after overhaul. In addition, with the further localization of locomotives in each main engine factory, new locomotives also need to conduct performance tests.

[0003] The above requirements have all promoted the exploration of using a complete vehicle test bench to replace line commissioning. Currently, the research can be divided into actual train line operation tests and laboratory model tests. Due to the disadvantages of high test costs, long test cycles, and many limiting factors in actual train line operation tests, laboratory model tests are generally widely used. However, most laboratory tests are still limited to independent tests of each subsystem with a single component as the object, and only relevant excitations are applied to the corresponding object, with little consideration of the coupling and transmission methods between various systems in the real train operation environment. These tests are carried out without coupling, without line excitation, and without the transmission path under the vehicle. Although they can better explain the dynamic interaction mechanisms such as rolling bearings and motor bearings, they cannot fully reflect the real operating state from the wheel set to the motor and then to the running gear during the actual train operation, which poses no small difficulty for the research and diagnosis of real faults of these components. Summary of the Invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned existing technologies and provide an integrated running gear test system for rail vehicles, so as to simulate the operating state of the running gear of rail vehicles under complex working conditions, reduce the cost of on-line experiments, and provide an experimental platform for on-vehicle sensor devices.

[0005] The purpose of the present invention can be achieved through the following technical solutions:

[0006] An integrated running gear test system for rail vehicles, the system includes:

[0007] Including a wheel set simulation subsystem: used to simulate the axial and radial loads between the train wheel and rail;

[0008] Traction motor bearing simulation subsystem: used to simulate the actual speed of the train traction motor bearing and to apply radial load to the test bearing to simulate the train traction motor bearing failure;

[0009] Auxiliary subsystem: used to control the transmission load, servo motor speed and hydraulic control device operation;

[0010] Data acquisition subsystem: used to collect simulation data.

[0011] The wheelset simulation subsystem includes a wheelset consisting of a track wheel and a test wheel whose outer contours are in mutual extrusion contact and are replaceable, a wheelset support shaft for driving the wheelset to rotate, a wheelset axle box fixing both ends of the wheelset support shaft by bearings, and a wheelset support seat fixing the wheelset axle box. The bottom of the wheelset support seat is fixedly mounted on the running gear test plane by an axial or radial slide rail, and the axial and radial loads are loaded by an actuator.

[0012] The wheelset support seat corresponding to the rail wheel is loaded with axial load through an axial actuator, and the wheelset support seat corresponding to the test wheel is loaded with radial load through a radial actuator.

[0013] The traction motor bearing simulation subsystem includes a traction motor, a first rotating shaft, a gear box and a flange joint that are driven in sequence. The flange joint is connected to the test wheel in a transmission manner, and the wheelset resistance is introduced through the flange joint to realize various types of state simulations under actual working conditions of the train traction motor bearing.

[0014] The traction motor bearing simulation subsystem also includes an external platform support device fixedly installed on the wheelset support seat corresponding to the test wheel, and a support bearing seat D, a support bearing seat B, a test bearing radial loading device B, a test bearing radial loading device A, and a support bearing seat A, which are sequentially passed through the first rotating shaft along the axial direction of the first rotating shaft and fixedly installed on the external platform support device. The support bearing seat D is equipped with a test bearing rotatably connected to the first rotating shaft.

[0015] The auxiliary subsystem includes a servo motor, a second rotating shaft and a universal joint, an industrial computer and a hydraulic control device which are sequentially connected in transmission. The universal joint is connected in transmission with the rail wheel. The industrial computer controls the rotation speed of the servo motor through a frequency converter and controls the hydraulic control device through an electronic control box to drive the actuator.

[0016] The hydraulic control device includes an oil tank, an oil pump motor, an oil cooler, an air tank, an air tank seat overflow valve and an electromagnetic valve. The oil tank is connected to the oil pump motor through an oil pipe and a butterfly valve. The oil tank controls the extension or retraction of the piston rod of the actuator through the air tank seat overflow valve and the electromagnetic valve. The oil cooler is used to cool the oil temperature.

[0017] The described data acquisition subsystem includes the following components that are respectively connected to the industrial control computer:

[0018] A vibration acceleration sensor installed on the axle box corresponding to the test wheel to collect the vibration acceleration signal of the wheel set, a displacement sensor installed on the support bearing block B to detect whether the second rotating shaft is eccentric, a force sensor installed on the test bearing radial loading device B to measure the radial load applied to the second rotating shaft, a magnetoresistive speed sensor installed on the support bearing block A to detect the rotational speed of the second rotating shaft, a triaxial acceleration sensor installed on the support bearing block C to collect the vibration acceleration signal of the test bearing, and a torque sensor installed on the second rotating shaft through the coupling B to collect and transmit the load.

[0019] The transmitted and excitation signals of the described traction motor bearing simulation subsystem include:

[0020] (1) The transmission path of the bearing vibration signal x d is divided into track wheel - test wheel - gearbox - traction motor, and its signal expression is:

[0021] x d = h b * e b + h e * e n + h d * d n

[0022] where h b * e b is the vibration response of the bogie, h e * e n is the random noise interference, and h d * d n is the motor fault impact;

[0023] (2) The vibration response h b * e b of the bogie is related to the transmission paths of the wheel set, axle box, primary suspension, and secondary suspension, and there is:

[0024] h b * e b = h a * e a + h s1 * e s1 + h s2 * e s2 + h g * u g + h w * u w + h r * u r

[0025] Among them, h a *e a is the axle box vibration signal, h s1 *e s1 , h s2 *e s2 are respectively the vibration excitations of the primary and secondary suspensions, h g *u g is the vibration excitation of the gear box, h w *u w is the wheel set vibration excitation, h r *u r is the rail vibration excitation;

[0026] In the wheel set vibration excitation in the transmission path, the tread damage and wheel set wear are simulated by replacing the wheel set and changing the form of the excitation signal. At the same time, the operating conditions of the gear box during the operation of a real train are simulated by using radial and vertical excitation loading, so that the traction motor signal collected is closer to the operation of a real train and the operation of real vehicle components under fault conditions is restored;

[0027] (3) The transmission path of the wheel set bearing test signal x n and the signal components transmitted to the bearing are expressed as:

[0028] x n = h n *u n + h e *e n + h d *d n

[0029] Among them, x n is the measurement signal, h n *u n is the dynamic response of the system, h e *e n is the random noise interference, h d *d n is the bearing fault impact.

[0030] This system realizes the vehicle simulation under different real train conditions according to the simulated different working conditions, fault types and transmission excitations, specifically including:

[0031] Wheel set simulation test: The corresponding working condition types include track irregularity, wheel set tread loss / stripping and track fastener looseness. The excitation signals are generated by the test wheel and the track wheel. The test method is to replace the test wheel and the track wheel with tread faults and change the applied load;

[0032] Alignment test: The corresponding working conditions include misalignment of couplings, universal joints, and rotors. The excitation signals are generated by couplings, universal joints, and rotors respectively. The test method is to manually adjust their misalignment and collect the eccentricity through displacement sensors.

[0033] Traction motor bearing simulation test: The corresponding working conditions include rotor faults, stator faults, traction motor bearing faults, and gearbox gear mismatches. The excitation signals are generated by the traction motor bearing simulation subsystem. The test methods are to replace the faulty rotor, replace the faulty stator, replace the faulty bearing, and replace the gears with mismatched sizes respectively.

[0034] Compared with the prior art, the present invention has the following advantages:

[0035] First, the present invention provides an integrated train running gear test system, which has good repeatability and strong anti-interference ability. It can simulate the running tests of real trains and can also conduct tests that cannot be completed on the line, including the running states under various extreme working conditions.

[0036] Second, while the system can complete combined tests of various waveforms, it can simulate the complex working conditions during the operation of real trains. By means of the transmission device, it restores the running states of multiple couplings and multiple transmission paths among the various components of real trains, realizing relevant tests on the running gear of real trains, thereby reducing the test cost and improving the safety of the tests.

[0037] Third, the system can be used for verification and assessment tests of subsequent development of related on-vehicle sensors and other equipment, thereby reducing the test cost and the safety risks of the equipment installed in the real line assessment, and providing an experimental platform for digital perception of rail vehicles. Description of the Drawings

[0038] Figure 1 It is a structural schematic diagram of the present invention.

[0039] Figure 2 It is a structural diagram of the wheel set simulation subsystem of the present invention.

[0040] Figure 3 It is a structural diagram of the traction motor bearing simulation subsystem of the present invention.

[0041] Figure 4 It is a structural diagram of the auxiliary subsystem of the present invention.

[0042] Figure 5 It is an operation flow chart of the present invention.

[0043] Figure 6 It is a signal transmission path model of the rail vehicle running gear.

[0044] Marking description in the figure:

[0045] 1. Running gear test plane, 101. Rail wheel, 102. Test wheel, 103. Axial actuator, 104. Radial actuator, 105. Vibration acceleration sensor, 8. Wheelset axle box, 9. Wheelset support seat, 10. Wheelset support shaft, 11. Bearing, 12. Flange joint, 13. Coupling A, 14. Gearbox, 15. Coupling C, 16. Support bearing seat A, 17. Test bearing radial loading device A, 18. Test bearing radial loading device B, 19. Support bearing seat B, 20. Support bearing seat D, 201. External platform support device, 202. Force sensor, 203. Reluctance speed sensor, 204. Displacement sensor, 205. Triaxial acceleration sensor, 21. Coupling D, 22. Traction motor, 23. Handwheel, 24. First rotating shaft, 25. Torque sensor, 26. Universal joint, 27. Industrial control computer, 28. Frequency converter, 29. Coupling B, 30. Second rotating shaft, 31. Air tank, 32. Air tank seat overflow valve, 33. Test bearing, 34. Solenoid valve, 35. Auxiliary subsystem cabinet, 36. Support bearing seat C, 37. Piston rod, 301. Oil tank, 302. Oil pump motor, 303. Oil cooler, 304. Electric control box, 305. Butterfly valve, 306. Servo motor, 307. Motor seat, 308. Oil pipe, 7. Platform protective cover. Detailed implementation mode

[0046] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0047] Embodiment

[0048] As Figure 1 shown, the present invention provides an integrated train running gear test system, which is used to simulate the running state of the running gear of rail vehicles under complex working conditions, can reduce the cost of on-line experiments, and provide an experimental platform for various types of on-vehicle sensor devices. The system includes a wheelset simulation subsystem, a traction motor bearing simulation subsystem, an auxiliary subsystem, and a data acquisition subsystem.

[0049] As Figure 2As shown in the figure, the wheel set simulation subsystem includes: the running gear test plane 1, the wheel set, the wheel set support shaft 10, the wheel set support seat 9, the wheel set axle box 8, the bearing 11, the axial actuator 103, the radial actuator 104, and the vibration acceleration sensor 105. The wheel set includes the replaceable test wheel 101 and the track wheel 102 mounted on the wheel set support shaft 10. The outer contours of the test wheel 101 and the track wheel 102 are in extrusion contact with each other. The wheel set support shaft 10 is mounted on the wheel set axle box 8, the wheel set axle box 8 is mounted on the wheel set support seat 9, and the wheel set support seat 9 is mounted on the running gear test plane 1 through a slide rail. By extending or retracting the piston rod 37 of the axial actuator 103 and the radial actuator 104, the test wheel 101 and the track wheel 102 on the wheel set support seat 9 with a slide rail at the bottom are pushed to generate extrusion with each other, thereby realizing the simulation of the axial and radial loads between the train wheels and the rails. At the same time, the torque sensor 25 of the auxiliary subsystem is used to accurately measure the magnitude of the applied torque, and the vibration acceleration sensor 105 mounted on the wheel set axle box 8 collects the vibration acceleration signal of the wheel set.

[0050] As Figure 3 shown, the traction motor bearing simulation subsystem mainly includes: the detachable flange joint 12, the coupling A 13, the gearbox 14, the coupling C 15, the support bearing seat 16, the first rotating shaft 24, the test bearing 33, the test bearing radial loading device A 17, the test bearing radial loading device B 18, the support bearing seat B 19, the coupling D 21, the traction motor 22, the external platform support device 201, the force sensor 202, the reluctance speed sensor 203, the displacement sensor 204, and the three-axis acceleration sensor 205. Among them, the test bearing 33 includes a replaceable split inner ring, outer ring, cage, and rollers. The inner ring, outer ring, and cage of the bearing have different fault levels to simulate the faults of the train traction motor bearing. The flange joint 12, the coupling A 13, and the coupling C 15 are mainly used to transmit the torque generated by the servo motor 306. The gearbox 14 is used to increase the bearing speed to achieve the simulation of the actual speed of the train traction motor bearing. The test bearing radial loading device A 17 and the test bearing radial loading device B 18 are designed according to the positions of the driving end and the non-driving end of the traction motor. Appropriate loads are applied to the first rotating shaft 24 through the force sensor 202, and the first rotating shaft 24 presses down the test bearing 33, thereby completing the application of the radial load to the test bearing 33.

[0051] The external platform support device 201 is fixedly connected to the test wheel axle support seat 9 of the axle simulation subsystem through bolts and welding, mainly playing the role of supporting the traction motor bearing simulation subsystem. The reluctance speed sensor 203 is fixedly installed through the extension device of the support bearing seat A16 and can monitor the speed in real time. The displacement sensor 204 installed on the support bearing seat B19 is used to detect whether the first rotating shaft 24 is eccentric and prevent the first rotating shaft 24 from being locked. The three-axis acceleration sensor 205 is installed on the support bearing seat C36 to collect the vibration acceleration signal of the test bearing 33. At the same time, the axle resistance can also be introduced through the flange joint 12 to simulate various types of states under the actual working conditions of the train traction motor bearing.

[0052] As Figure 4 shown, the auxiliary subsystem mainly includes: servo motor 306, oil pump motor 302, motor seat 307, second rotating shaft 30, universal joint 26, coupling B29, torque sensor 25, gas tank 31, gas tank seat overflow valve 32, solenoid valve 34, fuel tank 301, oil cooler 303, electric control box 304, industrial control computer 27, frequency converter 28, platform protective cover 7. The industrial control computer 27 controls the transmission load through the torque sensor 25, controls the rotation speed of the servo motor 306 through the frequency converter 28, and controls the operation of the hydraulic control device through the electric control box 304. The oil pump motor 302, gas tank 31, gas tank seat overflow valve 32, and solenoid valve 34 form a hydraulic control device to drive the piston rod 37 of the radial actuator 104 to extend or retract, so that the axle support seat 9 slides on the slide rail. The servo motor 306 is installed on the motor seat 307 and drives the connection of the second rotating shaft 30, coupling B29, torque sensor 25, and universal joint 26 to provide rotational power for the axle simulation subsystem. The universal joint 26 mainly transmits variable-angle torque and compensates for the axial mating error. The fuel tank 301 is connected to the oil pump motor 302 through the oil pipe 308 and the butterfly valve 305. The oil pump motor 302 provides pressure for the hydraulic device and cools the oil temperature through the oil cooler 303.

[0053] As Figure 5 shown, the specific operation method of this test system is as follows:

[0054] The first step: Turn on the industrial control computer and start the motor in the low-voltage state to protect the equipment safety;

[0055] The third step: After the motor starts, obtain whether the position value of the servo actuator, that is, the current control given value, is consistent with the actual value. If the gap is large, manually input the current value;

[0056] The fourth step: Turn on the loading system and perform parameter settings including control mode, waveform, median value, amplitude, frequency, and speed.

[0057] The fifth step: Switch to high voltage and run the system.

[0058] Step 6: Start the test. To ensure test safety, monitor the force / torque value in real time. If it exceeds its rated value, the device will stop urgently.

[0059] Step 7: Complete the experiment, collect and store the data, switch to low voltage, and turn off the motor and related control boxes.

[0060] Step 8: Generate an experiment report and shut down the system.

[0061] As Figure 6 shown, the transmission and excitation signals of the traction motor bearing simulation subsystem can be classified into the following categories:

[0062] 1) The transmission path of the bearing vibration signal x d can be divided into: track wheel - test wheel set - gearbox - motor. Its signal can be expressed by the following formula:

[0063] x d = h b * e b + h e * e n + h d * d n

[0064] where h b * e b is the vibration response of the bogie, h e * e n is the random noise interference, and h d * d n is the motor fault impact.

[0065] 2) The vibration response signal h b of the bogie is related to the transmission paths of the wheel set, axle box, primary suspension, and secondary suspension.

[0066] h b * e b = h a * e a + h s1 * e s1 + h s2 * e s2 + h g * u g + h w * u w + h r * u r

[0067] where h a * e a is the axle box vibration signal, h s1 * e s1 + h s2 * es2 For the vibration excitation of the primary and secondary suspensions, h g *u g For the vibration excitation of the gearbox, h w *u w For the vibration excitation of the wheel set, h r *u r For the vibration excitation of the rail.

[0068] The vibration excitation of the wheel set in this transmission path can simulate the tread damage and wheel set wear by replacing the wheel set and changing the form of the excitation signal. At the same time, in this invention patent, the operating conditions of the gearbox during the operation of a real train can be simulated by using the radial and vertical excitation loading systems to restore the real excitation, so that the collected traction motor signals are closer to the operation of a real train and restore the operation of real vehicle components under fault conditions, ultimately achieving the purpose of fault diagnosis and analysis.

[0069] 3) The transmission path of the wheel set bearing test signal x n and the signal components transmitted to the bearing therein can be expressed by the following formula.

[0070] x n = h n *u n + h e *e n + h d *d n

[0071] wherein, x n is the measured signal, h n *u n is the dynamic response of the system, h e *e n is the random noise interference, h d *d n is the bearing fault impact. The dynamic response of the system can be simulated by the devices in the following figure for the excitation and transmission path under the real frame. For example: motor: h driver *e driver , axle box: h axle *e axle , gearbox: h gear *e gear , wheel set and track: h w *e w , h r *u r . The faults of the traction motor can be divided into stator faults h stator *e stator and rotor faults h roter *e roter , and the bearing faults of the wheel set and the traction motor can also be divided into inner rings according to different defects, hinner *e n , the outer ring h outer *e n and the rolling elements h ball *e n .

[0072] According to different simulated working conditions, fault types, and transmitted excitations, this system can achieve the vehicle simulation under different real train working conditions, mainly including the following experiments:

[0073] 1) Wheel set simulation test: The main types of its working conditions include: track irregularity, wheel tread loss / stripping, and track fastener looseness, etc. The excitation signals are generated by the test wheel and the track wheel. The test methods include replacing the test wheel and track wheel with tread faults, changing the applied load, etc.

[0074] 2) Alignment test: The main types of its working conditions include: coupling misalignment, universal joint misalignment, and rotor misalignment, etc. The excitation signals are generated by the coupling, universal joint, and rotor respectively. The test method is mainly to manually adjust its misalignment and collect data through displacement sensors.

[0075] 3) Traction motor bearing simulation test: Its working conditions mainly include: rotor fault, stator fault, traction motor bearing fault, and gearbox gear mismatch. Its excitation signals are mainly generated by the traction motor bearing simulation subsystem together. The test methods are respectively: replacing the faulty rotor, replacing the faulty stator, replacing the faulty bearing, and replacing the gears with mismatched sizes.

[0076] In summary, the present invention provides an integrated train running gear test system for simulating the running state of the track vehicle running gear under complex working conditions, which can reduce the cost of on-line experiments and provide an experimental platform for various types of on-vehicle sensor devices.

[0077] Finally, it is necessary to point out here that: The above is only the preferred specific implementation manner of this invention patent, but the protection scope of this invention patent is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by this invention patent should be covered within the protection scope of this invention patent.

Claims

1. An integrated rail vehicle running gear test system, It is characterized in that The system includes: Includes wheelset simulation subsystem: used to simulate the axial and radial loads between train wheels and rails; Traction motor bearing simulation subsystem: used to simulate the actual speed of the train traction motor bearing and to apply radial load to the test bearing to simulate the train traction motor bearing failure; Auxiliary subsystem: used to control the transmission load, servo motor speed and hydraulic control device operation; Data acquisition subsystem: used to collect simulation data; The wheelset simulation subsystem comprises a wheelset consisting of a track wheel (101) and a test wheel (102) whose outer contours are mutually squeezed and contacted and are replaceable, a wheelset support shaft (10) for driving the wheelset to rotate, a wheelset axle box (8) for fixing the two ends of the wheelset support shaft (10) through bearings (11), and a wheelset support seat (9) for fixing the wheelset axle box (8), wherein the bottom of the wheelset support seat (9) is fixedly mounted on the running gear test plane (1) through an axial or radial slide rail, and axial and radial loads are applied through an actuator; The traction motor bearing simulation subsystem comprises a traction motor (22), a first rotating shaft (24), a gear box (14) and a flange joint (12) which are driven in sequence; the flange joint (12) is drivingly connected to a test wheel (102); a wheelset resistance is introduced through the flange joint (12) to achieve simulation of various types of states of the train traction motor bearing under actual working conditions; The auxiliary subsystem comprises a servo motor (306), a second rotating shaft (30) and a universal joint (26), an industrial computer (27) and a hydraulic control device which are sequentially connected in a transmission manner, the universal joint (26) is connected in a transmission manner to the track wheel (101), the industrial computer (27) controls the rotation speed of the servo motor (306) through a frequency converter (28), and controls the hydraulic control device through an electric control box (304) to drive the actuator to move; The data acquisition subsystem comprises: a vibration acceleration sensor (105) installed on the axle box (8) of the test wheel (102) corresponding to the wheelset and used to collect the vibration acceleration signal of the wheelset; a displacement sensor (204) installed on the support bearing seat B (19) and used to detect whether the first rotating shaft (24) is eccentric; a force sensor (202) installed on the test bearing radial loading device B (18) and used to measure the radial load applied to the first rotating shaft (24); a magnetic resistance speed sensor (203) installed on the support bearing seat A (16) and used to detect the speed of the first rotating shaft (24); a three-axis acceleration sensor (205) installed on the support bearing seat C (36) and used to collect the vibration acceleration signal of the test bearing (33); and a torque sensor (25) installed on the second rotating shaft (30) through a coupling B (29) and used to collect the transmission load.

2. The integrated rail vehicle running gear test system according to claim 1, It is characterized in that The wheel set support seat (9) corresponding to the described track wheel (101) realizes the axial load application through the axial actuator (103), and the wheel set support seat (9) corresponding to the test wheel (102) realizes the radial load application through the radial actuator (104).

3. An integrated running gear test system for rail vehicles according to claim 1, characterized in that the traction motor bearing simulation subsystem further includes an external platform support device (201) fixedly installed on the wheel set support seat (9) corresponding to the test wheel (102), and a support bearing seat D (20), a support bearing seat B (19), a test bearing radial loading device B (18), a test bearing radial loading device A (17), and a support bearing seat A (16) that are sequentially axially arranged along the first rotating shaft (24) and passed through by the first rotating shaft (24) and fixedly installed on the external platform support device (201). A test bearing (33) rotatably connected to the first rotating shaft (24) is installed on the support bearing seat D (20).

4. An integrated running gear test system for rail vehicles according to claim 1, characterized in that the hydraulic control device includes an oil tank (301), an oil pump motor (302), an oil cooler (303), an air tank (31), an air tank seat overflow valve (32), and an electromagnetic valve (34). The oil tank (301) is connected to the oil pump motor (302) through an oil pipe (308) and a butterfly valve (305). The oil tank (301) controls the extension or retraction of the piston rod (37) of the actuator through the air tank seat overflow valve (32) and the electromagnetic valve (34), and the oil cooler (303) is used to cool the oil temperature.

5. An integrated running gear test system for rail vehicles according to claim 1, characterized in that the transmission and excitation signals of the traction motor bearing simulation subsystem include: (1) The transmission path of the bearing vibration signal x d is divided into the rail wheel - test wheel - gearbox - traction motor, and its signal expression is: x d = h b * e b + h e * e n + h d * d n where h b *e b is the vibration response of the bogie, h e *e n is the random noise interference, h d *d n is the impact of motor fault; (2) Vibration response h of the bogie b *e b Related to the transfer paths of the wheel set, axle box, primary suspension, and secondary suspension, there is: h b *e b = h a *e a + h s1 *e s1 + h s2 *e s2 + h g *u g + h w *u w + h r *u r where h a *e a is the axle box vibration signal, h s1 *e s1 , h s2 *e s2 are the vibration excitations of the primary and secondary suspensions respectively, h g *u g is the vibration excitation of the gear box, h w *u w is the wheel set vibration excitation, h r *u r is the rail vibration excitation; In the transmission path, the wheel set vibration excitation simulates the tread damage and wheel set wear by replacing the wheel set and changing the form of the excitation signal. At the same time, by using the radial and vertical excitation loading to simulate the operating conditions of the gearbox of a real train during operation, the collected traction motor signals are closer to the real train operation, and the operating conditions of real vehicle components under fault conditions are restored; (3) Transmission path of the wheel set bearing test signal x n and the signal components transmitted into the bearing are expressed as: x n = h n * u n + h e * e n + h d * d n where x n is the measurement signal, h n *u n is the dynamic response of the system, h e *e n is the random noise interference, h d *d n is the bearing fault impact.

6. An integrated running gear test system for rail vehicles according to claim 5, characterized in that the system realizes the vehicle simulation under different real train conditions according to the simulated different working conditions, fault types, and transmission excitations, specifically including: Wheel set simulation test: The corresponding working condition types include track unevenness, wheel set tread loss / stripping, and track fastener looseness. The excitation signals are generated by the test wheel and the track wheel. The test method is to replace the test wheel and the track wheel with tread faults and change the applied load; Alignment test: The corresponding working condition types include coupling misalignment, universal joint misalignment, and rotor misalignment. The excitation signals are generated by the coupling, the universal joint, and the rotor respectively. The test method is to manually adjust their misalignment, and the eccentricity is collected through a displacement sensor; Traction motor bearing simulation test: The corresponding working conditions include rotor faults, stator faults, traction motor bearing faults, and gearbox gear mismatches. The excitation signals are generated by the traction motor bearing simulation subsystem, and the test methods are respectively replacing the faulty rotor, replacing the faulty stator, replacing the faulty bearing, and replacing the gears with mismatched sizes.

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