A high-speed train brake stick-slip test simulation device

Abstract

This invention discloses a high-speed train braking stick-slip test simulation device, belonging to the field of friction braking technology. Addressing the problems of existing braking simulation devices lacking vibration isolation measures, failing to accurately collect vibration and noise signals from the friction interface, and being unable to simulate the stick-slip vibration phenomenon occurring during train braking, this invention provides a high-speed train braking stick-slip test simulation device. The device includes a test bench base, on which a brake disc and brake caliper are mounted. The brake disc is connected to a drive mechanism for rotating the brake disc, and the drive mechanism is connected to a control cabinet. The brake caliper device is used to mount the test sample and drive the test sample to contact or disconnect from the brake disc. The brake caliper device is installed radially along the brake disc. This invention can more accurately collect stick-slip vibration and noise signals from the friction interface, thereby precisely revealing the influencing factors of the interface tribological behavior, making the test results more realistic, reliable, and of reference value.

Description

Technical Field

[0001] This invention belongs to the field of high-speed train braking tribology technology, and is particularly suitable for friction simulation tests of various planar contacts. Specifically, it relates to a high-speed train braking stick-slip test simulation device. Technical Background

[0002] Studies have found that during the braking process of high-speed trains, under low relative speed and high braking pressure, the intense dry friction at the braking interface can induce high-frequency vibrations (typically greater than 1000 Hz) and low-frequency vibrations (typically between 100 Hz and 1000 Hz), depending on the properties of the friction interface and the frequency range of the friction system. Common friction-induced high-frequency vibrations can cause brake screeching noise (frequency greater than 1000 Hz and sound pressure level greater than 78 dB), resulting in serious noise pollution; low-frequency friction-induced vibrations can cause a series of problems such as creep screeching, frictional flutter, and abnormal wear of friction materials. These adverse effects can seriously impact the stability and safety of bogie components, in-car equipment, and braking systems, while also affecting passenger comfort and experience, becoming a significant factor restricting the continued promotion and development of high-speed trains.

[0003] At low relative velocities, stick-slip vibration is prone to occur. As a typical type of non-smooth vibration, stick-slip vibration refers to a frictional phenomenon caused by the difference in dynamic and static friction coefficients under certain conditions, resulting in a "motion-rest-re-motion-re-rest" cycle between friction pairs; it is a self-excited, jumping motion. Stick-slip vibration is widely present in train braking systems. It not only causes numerous negative problems such as brake system chatter, limit ring oscillation, and braking noise during braking, but it is also a major cause of system instability and braking safety hazards (such as brake pad slippage, abnormal wear, and breakage of friction pads).

[0004] To study the generation mechanism of frictional vibration noise during the braking process of high-speed trains, patent CN201810500008.2 proposed a comprehensive braking performance test bench for high-speed train brake pads. This device can simulate the friction process between the brake pads and the brake disc during train braking to a certain extent. However, through field investigation, it was found that the train braking process adopts double-sided loading, so it cannot simulate the train braking process well to a certain extent. Patent CN201920336171.X proposed a modular comprehensive braking performance test bench. This device adopts a double-sided loading method and can simulate the frictional vibration noise test of the contact interface between the brake disc and the brake pads during braking well. However, due to the lack of vibration isolation measures, it cannot accurately collect the vibration and noise signals of the friction interface. At the same time, due to the excessive stiffness of the clamp, it cannot simulate the stick-slip vibration phenomenon that occurs during train braking. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a high-speed train braking stick-slip test simulation device. This test device can simulate the braking conditions of a high-speed train brake disc.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0007] A high-speed train brake stick-slip test simulation device includes a test bench base, on which a brake disc and a brake caliper device are mounted. The brake disc is connected to a drive mechanism for rotating the brake disc, and the drive mechanism is connected to a control cabinet. The brake caliper device is used to mount a test sample and drive the test sample to contact or disconnect from the brake disc. The brake caliper device is installed radially along the brake disc, and a data acquisition device is mounted on the brake caliper device.

[0008] By adopting this technical solution, the present invention employs a double-sided loading method, utilizing the air-floating platform to isolate the vibration generated by the device itself, and employing a clamping method with adjustable stiffness to simulate the stick-slip vibration process. This effectively shields against external interference, accurately captures the interface stick-slip phenomenon, and allows for precise analysis of the influencing factors of interface tribological behavior. This device has significant academic and theoretical value for enriching and developing theories related to stick-slip motion. It also has significant practical and engineering application value for reducing problems caused by stick-slip motion in actual mechanical systems, improving the design of mechanical equipment, enhancing its performance and lifespan, and saving energy. The present invention uses a control cabinet to provide corresponding loads, rotational speeds, and friction radii. The drive mechanism moves according to the rotational speed given by the control cabinet, driving the brake disc. The brake caliper device applies a load to the friction sample according to the load given by the control cabinet. This experimental device can realistically simulate the braking conditions of a high-speed train brake disc, allowing for a more accurate subsequent analysis of the influencing factors of interface tribological behavior.

[0009] Preferably, the brake caliper device includes a caliper support base, which is fixedly installed in a T-shaped slot in the test bench base. A sliding device is provided on the caliper support base, and a vibration damping device is connected to the sliding device. A clamping device is provided on the vibration damping device. A friction radius adjustment device is also provided on the caliper support base, and the friction radius adjustment device is connected to the vibration damping device.

[0010] After adopting this technical solution, the caliper support is fixed in the T-shaped slot in the test bench base, and its position can be freely adjusted according to the position of the brake disc. The sliding device is used in conjunction with the friction radius adjustment device. The distance between the test sample and the brake disc can be precisely adjusted by the sliding device and the friction radius adjustment device, thereby adjusting the friction radius of the test sample, which facilitates the subsequent replacement of the test sample.

[0011] Preferably, the vibration damping device includes an air-floating platform with several air inlets and several air outlets. The air inlets are connected to air pumps. A support plate is fixedly mounted on the floating platform by bolts. The support plate is fixedly connected to a clamping device. The size of the floating platform matches the size of the floating platform.

[0012] By adopting this technical solution, a certain air pressure is given to the floating platform by a pneumatic pump, which can ensure that the device on the floating platform is always in a horizontal state and is not affected by the friction interface. At the same time, it can also isolate the interference of additional factors such as system vibration transmitted from the caliper support.

[0013] Preferably, the clamping device includes a bidirectional cylinder and a caliper mounting base fixedly mounted on the vibration damping device. The two telescopic ends of the bidirectional cylinder are respectively connected to a cylinder connecting plate. Two caliper arms are symmetrically arranged on both sides of the caliper mounting base. Both caliper arms are rotatably connected to the caliper mounting base. One end of each caliper arm is rotatably connected to the two caliper mounting bases. The other end of each caliper arm is provided with a fixing base for mounting the test sample.

[0014] By adopting this technical solution, the present invention achieves double-sided loading of the test sample by symmetrically mounting the caliper arms on the caliper mounting base, which can better simulate the train braking process.

[0015] Preferably, the caliper arm includes a retaining clamp at one end of the caliper mounting base and at the end of the forearm away from the retaining base. Several slots are provided on opposite sides of the two retaining clamps, and the number and position of the slots on the two retaining clamps correspond. A damping element is provided in the slot. An elastic element is provided between two damping elements on the two retaining clamps located on the same horizontal plane. Bolts are provided on the two retaining clamps, which pass through several elastic elements and several damping elements in sequence. The elastic elements and damping elements are clamped in the slots by the bolts.

[0016] After adopting this technical solution, damping elements and elastic elements of different quantities, sizes and materials can be selected and clamped on the fixed clamp according to the test requirements, so that the stiffness of the loading device can be adjusted and controlled. The stiffness adjustable bending arm structure can simulate the stick-slip vibration phenomenon during the braking process of high-speed trains.

[0017] Preferably, a clamp is rotatably connected to the caliper arm, the clamp is provided with a through groove that mates with the fixed seat, the fixed seat is bolted to the through groove, and the fixed seat is provided with a groove with the same cross-sectional shape as the test sample, and the test sample is fixed in the groove of the fixed seat by bolts.

[0018] With this technical solution, the caliper arm and the clamp are rotatably connected, making it easy to adjust the position of the test sample.

[0019] Preferably, the friction radius adjustment device includes two bearing seats symmetrically arranged on the top of the caliper support seat, a ball screw is arranged between the two bearing seats, the ball screw is rotatably connected to the two bearing seats, one end of the ball screw extends from one of the bearing seats and is connected to a rotating handle, and the nut on the ball screw is connected to a vibration damping device.

[0020] After adopting this technical solution, the contact distance between the friction test and the brake disc can be adjusted by rotating the handle.

[0021] Preferably, the sliding device includes two guide rails symmetrically arranged on the top of the caliper support, each guide rail having a guide rail limiter fixedly arranged at both ends, a sliding rod fixedly arranged between the two guide rail limiters, and at least one slider slidably arranged on each sliding rod, the slider being connected to the vibration damping device.

[0022] After adopting this technical solution, the sliding device can, on the one hand, connect to the upper damping device through the slider to share the upper pressure; on the other hand, it can also assist the friction radius adjustment device in sliding to adjust the friction radius.

[0023] Preferably, the drive mechanism includes a power unit, a flywheel assembly, and a transmission device mounted on the test bench base. The power unit includes a variable frequency motor and an electromagnetic clutch. The power unit transmits power to the electromagnetic clutch through the variable frequency motor. The electromagnetic clutch is connected to the flywheel assembly through a flywheel shaft and transmits power. The flywheel assembly is connected to the transmission device shaft, and the transmission device drives the brake disc to move.

[0024] After adopting this technical solution, the variable frequency motor moves at the speed given by the control cabinet and engages the clutch, and drives the flywheel to rotate through the electromagnetic clutch. The flywheel assembly drives the brake disc to move through the transmission device.

[0025] Preferably, the data acquisition device includes two acceleration sensors respectively mounted on the top of the clamps on the two caliper arms, a triaxial force sensor is provided on the side of each clamp connected to the caliper arm, and at least one of the clamps is provided with a sound acquisition mechanism. The sound acquisition mechanism, the acceleration sensors and the triaxial force sensors are electrically connected to the control cabinet.

[0026] With this technical solution, the brake caliper device is equipped with an acceleration sensor and a triaxial force sensor to measure acceleration and mechanical signals during the friction process, so that the measured signals can be processed and analyzed later. The noise generated by braking is collected by a sound acquisition mechanism to analyze the relationship between braking noise and stick-slip vibration.

[0027] Compared with the prior art, the beneficial effects of the present invention are:

[0028] (1) The present invention uses a sliding device and a friction radius adjustment device to support the vibration damping device and the clamping device, thereby realizing the adjustable friction radius between the friction test and the brake disc, and making it easier to disassemble and clamp the test sample.

[0029] (2) The present invention achieves double-sided loading of the test sample by symmetrically installing the caliper arm through the caliper mounting base, which can better simulate the train braking process.

[0030] (3) The present invention uses a pneumatic floating platform connected below the clamping device to ensure that the clamping device is always in a horizontal state and is not affected by the friction interface. At the same time, it can also isolate the interference of additional factors such as system vibration transmitted from the caliper support.

[0031] (4) The present invention can adjust the stiffness of the caliper arm by replacing the elastic elements of different materials, quantities and sizes, which can better simulate the stick-slip vibration test.

[0032] (5) The test device of the present invention can simulate the stick-slip vibration phenomenon during the braking process of high-speed trains, and can more accurately collect the friction vibration noise signal of the friction interface, thereby revealing the influencing factors of the interface tribological behavior more accurately, making the test results more realistic, reliable and of reference value.

[0033] In summary, this experimental setup can realistically simulate the braking conditions of high-speed train brake discs. It utilizes an air-bearing platform to isolate vibration interference signals caused by non-friction interfaces, and employs an adjustable stiffness method to simulate stick-slip vibration during braking. This allows for a more accurate understanding of the influencing factors of interfacial tribological behavior. Furthermore, by combining stick-slip vibration and noise tests under different operating conditions and with different braking materials, the relationship between braking conditions, braking materials, braking noise, and stick-slip vibration can be identified, leading to the development of effective solutions to suppress stick-slip vibration. Attached Figure Description

[0034] Figure 1 Yes: A three-dimensional schematic diagram of the high-speed train braking stick-slip test simulation device of the present invention.

[0035] Figure 2 Yes: A three-dimensional schematic diagram of the brake caliper of the present invention.

[0036] Figure 3 Yes: A detailed schematic diagram of the clamp arm of the device of the present invention.

[0037] In the attached diagram: 1-Variable frequency motor; 2-Electromagnetic clutch; 3-Flywheel support; 4-Flywheel assembly; 5-Torque sensor; 6-Transmission device; 7-Brake disc; 8-Brake caliper device; 9-Base; 81-Clamp; 82-Fixed seat; 83-Test sample; 84-Forearm; 85-Fixed clamp; 86-Damping element; 87-Elastic element; 88-Rear arm; 89-Support slide plate; 810-Floating platform; 811-Caliper mounting base; 812-Dual-actuator cylinder; 813-Cylinder connecting plate; 814-Slider; 815-Slide rod; 816-Guide rail limit seat; 817-Guide rail; 818-Ball screw; 819-Bearing seat; 820-Caliper support. Detailed Implementation

[0038] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0039] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0040] The following is combined with Figure 1-3 The present invention will be described in detail below.

[0041] like Figure 1-3 As shown, a high-speed train braking stick-slip test simulation device includes a test bench base 9. A power unit, a flywheel assembly 4, a transmission device 6, a brake disc 7, and a brake caliper device 8 are mounted on the test bench base 9. The power unit transmits power to an electromagnetic clutch 2 via a variable frequency motor 1. The electromagnetic clutch 2 is connected to the flywheel assembly 4 via a flywheel shaft and transmits power. The flywheel assembly 4 is shaft-connected to the transmission device 6, which drives the brake disc 7 to move. The brake caliper device 8 is installed radially along the brake disc 7, and a data acquisition device is provided on the brake caliper device 8.

[0042] The data acquisition device includes two accelerometers 81 respectively mounted on the top of the clamps 81 on the two caliper arms. Each clamp 81 is equipped with a triaxial force sensor on the side connected to the caliper arm. The two clamps 81 are equipped with a sound acquisition mechanism. The sound acquisition mechanism, the accelerometers, and the triaxial force sensors are electrically connected to the control cabinet.

[0043] The control cabinet sets the corresponding load, speed, and friction radius. The variable frequency motor 1 moves at the speed set by the control cabinet, engaging the clutch 2 and driving the flywheel 4 via the electromagnetic clutch 2. The flywheel assembly 4 drives the brake disc 7 via the transmission device 6. The brake caliper device 8 applies a given load to the friction sample 83. The friction radius is adjusted and set in the control cabinet via a friction radius adjustment device. The brake caliper device 8 is equipped with a sound acquisition mechanism, an acceleration sensor, and a triaxial force sensor to measure acceleration and mechanical signals during the friction process for subsequent processing and analysis. The sound acquisition mechanism includes a microphone, which transmits the collected sound data to the control cabinet for storage, facilitating subsequent analysis of the relationship between braking noise and stick-slip vibration. The microphone is positioned on top of the fixture 81 for easy noise acquisition.

[0044] The brake caliper device 8 includes a caliper support base 820, which is fixedly mounted in a T-shaped slot in the test bench base 9. A sliding device is provided on the caliper support base 820, and a vibration damping device is connected to the sliding device. A clamping device is provided on the vibration damping device. A friction radius adjustment device is also provided on the caliper support base 820, and the friction radius adjustment device is connected to the vibration damping device. The sliding device, in conjunction with the friction radius adjustment device, allows for precise adjustment of the distance between the test sample and the brake disc via a guide rail and a ball screw, thereby adjusting the friction radius of the test sample and facilitating subsequent replacement of the test sample.

[0045] The sliding device includes two guide rails 817 symmetrically arranged on the top of the caliper support 820. Each guide rail 817 has a guide rail limiter 816 fixedly installed at both ends. A sliding rod is fixedly installed between the two guide rail limiters 816. Two sliders 814 are slidably mounted on each sliding rod 815. The four sliders 814 are evenly distributed and connected to the bottom of the vibration damping device. The sliding device serves two purposes: firstly, it connects the upper vibration damping device and the clamping device through the sliders 814, sharing the upper pressure; secondly, it assists the friction radius adjustment device in sliding and adjusting the friction radius.

[0046] The friction radius adjustment device includes two bearing seats 819 symmetrically arranged on the top of the caliper support seat 820. A ball screw 818 is arranged between the two bearing seats 819. The ball screw 818 is rotatably connected to the two bearing seats 819. One end of the ball screw 818 extends from one of the bearing seats 819 and is connected to a rotating handle. The nut on the ball screw 818 is connected to a vibration damping device. By rotating the handle, the contact distance between the friction test and the brake disc can be adjusted.

[0047] The vibration damping device includes an air-floating platform 810 with several air inlets and outlets. Each air inlet is connected to an air pump. A support slide plate 89 is bolted to the floating platform 810 and fixedly connected to a clamping device. The dimensions of the floating platform 810 are matched to the dimensions of the air-floating platform 810. The floating platform 810 includes an upper boss and a lower boss, with the lower boss being larger than the upper boss. The upper boss is covered with square-arranged threaded holes. The support slide plate 89 can be bolted to the floating platform 810. By supplying a certain air pressure to the floating platform 810 through the air pump, the device on the floating platform 810 can always remain horizontal, unaffected by friction interfaces, and also isolated from interference from system vibrations and other factors transmitted from the caliper support 820.

[0048] The clamping device includes a bidirectional cylinder 812 and a caliper mounting base 811 fixedly mounted on the vibration damping device. The two telescopic ends of the bidirectional cylinder 812 are respectively connected to a cylinder connecting plate 813. Two caliper arms are symmetrically arranged on both sides of the caliper mounting base 811. Both caliper arms are rotatably connected to the caliper mounting base 811. One end of each caliper arm is rotatably connected to the two caliper mounting bases 811. The other end of each caliper arm is provided with a fixing base 82 for mounting the test sample 83. The caliper arm includes a rear arm 88 rotatably connected to the caliper mounting base 811 and a front arm 84 provided with a fixing base 82. The end of the rear arm 88 away from the bidirectional cylinder 812 and the end of the front arm 84 away from the fixing base 82 are both provided with fixing clips 85. Several slots are provided on opposite sides of the two fixing clips 85. The number and position of the slots on the two fixing clips 85 correspond. A damping element 86 is provided in the slot. An elastic element 87 is provided between the two damping elements 86 located on the same horizontal plane on the two fixing clips 85. Bolts are provided on the two fixing clips 85, which pass through several elastic elements 87 and several damping elements 86 in sequence. The elastic elements 87 and damping elements 86 are clamped in the slot by the bolts.

[0049] By supplying or cutting off air to the bidirectional cylinder 812 via a pneumatic pump, the test sample 83 can be simultaneously contacted and disconnected from the brake disc 7, thus achieving double-sided loading.

[0050] According to the test requirements, damping elements and elastic elements of different quantities, sizes and materials can be selected and clamped on the fixed clamp 35 to achieve adjustable and controllable stiffness of the loading device.

[0051] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A high-speed train braking stick-slip test simulation device, characterized in that: The test bench includes a test bench base (9), on which a brake disc (7) and a brake caliper device (8) are provided. The brake disc (7) is connected to a drive mechanism for driving the brake disc (7) to rotate. The drive mechanism is connected to a control cabinet. The brake caliper device (8) is used to install a test sample (83) and drive the test sample (83) to contact or disconnect from the brake disc (7). The brake caliper device (8) is installed radially along the brake disc (7). The brake caliper device (8) is provided with a data acquisition device. The brake caliper device (8) includes a caliper support (820), which is fixedly installed in a T-shaped slot in the test bench base (9). A sliding device is provided on the caliper support (820), and a vibration damping device is connected to the sliding device. A clamping device is provided on the vibration damping device. A friction radius adjustment device is also provided on the caliper support (820), and the friction radius adjustment device is connected to the vibration damping device. The clamping device includes a bidirectional cylinder (812) and a caliper mounting base (811) fixedly mounted on the vibration damping device. The two telescopic ends of the bidirectional cylinder (812) are respectively connected to a cylinder connecting plate (813). Two caliper arms are symmetrically arranged on both sides of the caliper mounting base (811). The middle part of the two caliper arms is rotatably connected to the caliper mounting base (811). One end of the two caliper arms is rotatably connected to the two caliper mounting bases (811). The other end of the two caliper arms is provided with a fixing base (82) for mounting the test sample (83). The caliper arm includes a rear arm (88) rotatably connected to the caliper mounting base (811) and a front arm (84) provided with a fixing base (82). The end of the rear arm (88) away from the bidirectional cylinder (812) and the end of the front arm (84) away from the fixing base (82) are both provided with fixing clips (85). Several slots are provided on the opposite side of the two fixing clips (85). The number and position of the slots on the two fixing clips (85) correspond to each other. Damping elements (86) are provided in the slots. An elastic element (87) is provided between the two damping elements (86) located on the same horizontal plane on the two fixing clips (85). Bolts are provided on the two fixing clips (85) and several elastic elements (87) and several damping elements (86) passing through them in sequence. The elastic elements (87) and damping elements (86) are clamped in the slots by bolts. A clamp (81) is rotatably connected to the caliper arm. The clamp (81) is provided with a through groove that cooperates with the fixed seat (82). The fixed seat (82) is bolted to the through groove. The fixed seat (82) has a groove with the same cross-sectional shape as the test sample (83). The test sample (83) is fixed in the groove of the fixed seat (82) by bolts.

2. The high-speed train braking stick-slip test simulation device according to claim 1, characterized in that: The vibration damping device includes a floating platform (810) using air flotation. The floating platform (810) has an air inlet and an air outlet. The air inlet is connected to an air pressure pump. A support plate (89) is fixedly installed on the floating platform (810) by bolts. The support plate (89) is fixedly connected to a clamping device. The size of the floating platform (810) matches the size of the floating platform (810).

3. The high-speed train braking stick-slip test simulation device according to claim 1, characterized in that: The data acquisition device includes two acceleration sensors on the top of the clamps (81) respectively mounted on the two caliper arms. A triaxial force sensor is provided on the side of each clamp (81) connected to the caliper arm. At least one of the clamps (81) is provided with a sound acquisition mechanism. The sound acquisition mechanism, the acceleration sensor and the triaxial force sensor are electrically connected to the control cabinet.

4. A high-speed train braking stick-slip test simulation device according to any one of claims 1-2, characterized in that: The friction radius adjustment device includes two bearing seats (819) symmetrically arranged on the top of the caliper support seat (820). A ball screw (818) is arranged between the two bearing seats (819). The ball screw (818) is rotatably connected to the two bearing seats (819). One end of the ball screw (818) extends from one of the bearing seats (819) and is connected to a rotating handle. The nut on the ball screw (818) is connected to the vibration damping device.

5. A high-speed train braking stick-slip test simulation device according to any one of claims 1-2, characterized in that: The sliding device includes two guide rails (817) symmetrically arranged on the top of the caliper support (820). Each guide rail (817) has a guide rail limiter (816) fixedly arranged at both ends. A sliding rod is fixedly arranged between the two guide rail limiters (816). At least one slider (814) is slidably arranged on each slider (815). The slider (814) is connected to the vibration damping device.

6. A high-speed train braking stick-slip test simulation device according to any one of claims 1-2, characterized in that: The drive mechanism includes a power unit, a flywheel assembly (4) and a transmission device (6) mounted on the test bench base (9). The power unit includes a variable frequency motor (1) and an electromagnetic clutch (2). The power unit transmits power to the electromagnetic clutch (2) through the variable frequency motor (1). The electromagnetic clutch (2) is connected to the flywheel assembly (4) through the flywheel shaft and transmits power. The flywheel assembly (4) is connected to the transmission device (6) shaft. The transmission device (6) drives the brake disc (7) to move.

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