Railway Bridge Vehicle Aerodynamic Simulation System

Abstract

The present invention discloses a pneumatic simulation system for railway bridge vehicles, which includes a bridge model component, a train model, a first moving component and a base; the bridge model component includes a bridge main girder, a support frame, a support cross beam and a bridge tower. The support cross beam is installed on the base, the support frame is installed on the support cross beam, the bridge main girder is installed on the support frame, and the bridge tower is installed on the slide rail of the support cross beam. The first moving component includes a piston rod, a piston, a piston cylinder, a plug head, a linear drive component and a clutch. One end of the piston rod is installed with the piston and inserted into the piston cylinder. The rod chamber of the piston cylinder is closed, and the plug head is fixed on the bridge tower; the linear drive component drives the piston rod to move back and forth, and the clutch realizes the separation and combination of the linear drive component and the piston rod. The pneumatic simulation system for railway bridge vehicles of the present invention uses the first moving component to drive the bridge tower to move quickly, realizing the indirect simulation of the train running at high speed on the bridge surface, making the results of the pneumatic simulation experiment of the railway bridge vehicle more accurate.

Description

Technical Field

[0001] The present invention relates to the field of construction, and particularly to a pneumatic simulation system for a railway bridge and a train. Background Art

[0002] Large-scale buildings (such as railway bridges) are greatly affected by natural winds. During the construction period, the prior art often conducts pneumatic simulation experiments on large-scale buildings. The specific method is to construct a scale model of the large-scale building and place various sensors such as six-component balances and wind pressure sensors at the set points of the building model, and then place the building model in a wind field to measure various data of the building in the wind field environment, so as to conduct more precise analysis and research on the large-scale building. If the large-scale building is a type of building that carries high-speed trains, such as a railway bridge, a train model will be arranged on the railway bridge and sensors will be arranged on the train model to achieve a joint simulation experiment of the railway bridge and the train. Currently, most of the simulation experiments for railway bridge cars are static experiments, and the train is in a stationary state; if the railway bridge includes huge bridge towers, the measured data of the train are greatly affected by the different positions of the train on the bridge deck, and it is difficult to obtain relatively real simulation data. On the other hand, for traditional segment tests, the size of the large bridge model is limited and both ends are cross-sections, which is different from the actual large bridge, and the three-dimensional effect generated by the airflow at the end face of the large bridge has a great influence on the test data of the large bridge. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a new pneumatic simulation system for railway bridge cars, which overcomes the influence of the bridge tower on the train and reduces the influence of the airflow effect at the end face of the large bridge.

[0004] To solve the above technical problem, the technical solution adopted by the present invention is: a pneumatic simulation system for railway bridge cars, including a bridge model assembly, a train model, a first moving assembly, and a base;

[0005] The bridge model assembly includes a bridge girder, a support frame, a support cross beam, and a bridge tower. The support cross beam is installed on the base, the support frame is installed on the support cross beam, the bridge girder is installed on the support frame, and a train track is arranged on the surface of the bridge girder. The train model is placed on the train track; a slide rail is arranged on the support cross beam, the inner cavity of the bridge tower is hollow, the bridge tower is installed on the slide rail of the support cross beam, and the bridge tower can move along the length direction of the slide rail; sensors are installed on the bridge girder, the support frame, and the train model according to the setting to measure various parameters of the bridge girder, the support frame, and the train model in the wind field;

[0006] The first moving component includes a piston rod, a piston, a piston cylinder, a plug head, a linear drive assembly, and a clutch. One end of the piston rod is installed with the piston and inserted into the piston cylinder. The rod chamber of the piston cylinder is closed, and a plug hole matching the plug head is provided in the rodless chamber of the piston cylinder. The plug head is fixed on the bridge tower. The linear drive assembly drives the piston rod to reciprocate, and the clutch realizes the separation and engagement of the linear drive assembly and the piston rod. Before the pneumatic simulation test, the bridge tower moves to the position of the piston cylinder, the plug head is inserted into the plug hole of the piston cylinder, and the linear drive assembly drives the piston rod to move so that the piston compresses the air in the rod chamber of the piston cylinder to achieve the effect of energy storage. During the pneumatic simulation test, the linear drive assembly releases the piston rod, and the piston rod moves towards the rodless chamber of the piston cylinder under the action of the compressed air, thereby causing the plug head to be ejected by the air, and the bridge tower is ejected from the piston cylinder at high speed.

[0007] The purpose of moving the bridge tower is to simulate the situation of a train moving at high speed on the bridge surface. In the simulation system of the present invention, the length of the main beam of the bridge body in the bridge model component is limited. It is difficult to achieve the high-speed movement of the train model on the surface of the main beam of the bridge body without adding additional mechanisms on the surface of the main beam of the bridge body (otherwise, it will damage the pneumatic simulation experiment of the railway bridge itself). Considering that when a train travels on the surface of a railway bridge in a real environment, the action of the natural wind on the train is mainly affected by the huge bridge tower, that is, the relative displacement between the train and the bridge tower is the main factor affecting the action of the natural wind on the train. Therefore, the present invention realizes the relative displacement between the train and the bridge tower by moving the bridge tower.

[0008] In a real environment, both ends of a railway bridge are connected to the railway and there is no cross-section. However, in a simulation experiment, the two ends of the main girder of the bridge model component are directly disconnected, which will cause a three-dimensional effect to occur at the cross-section of the two ends of the main girder of the bridge in the simulated wind field. To reduce the influence of this three-dimensional effect on the simulation experiment, one of the existing techniques is to set an end plate parallel to the wind direction at each end of the main girder of the bridge. Since various wind fields with different wind directions will be provided in the aerodynamic simulation experiment of a railway bridge vehicle, in a traditional simulation experiment, the experimenter needs to adjust the direction of the end plate multiple times to ensure that the end plate is always parallel to the wind direction. To simplify the experimental operation, the present invention provides a compensation component with an end plate to achieve automatic adjustment of the end plate direction. The specific method is as follows: Compensation components are installed at both ends of the main girder of the bridge. The compensation component includes an end plate, an outer cylinder, a middle plate, a flap, a first driving wheel, and a second driving wheel. The outer cylinder is vertically installed at the end of the main girder of the bridge and can freely rotate within the main girder of the bridge. An annular groove is provided on the circumferential surface of the outer cylinder. The middle plate is installed in the annular groove. The width of the annular groove is greater than the thickness of the middle plate. A threaded hole inserted into the interior of the outer cylinder is provided at the center of the middle plate, that is, the middle plate can move up and down in the annular groove of the outer cylinder, but the middle plate cannot rotate relative to the outer cylinder. The end plate is fixed to the outer cylinder. One end of the flap is provided with a threaded shaft, and the threaded shaft is inserted into the outer cylinder and is threadedly connected to the threaded hole of the middle plate. When the flap rotates relative to the outer cylinder, the threaded shaft on the flap will cause the middle plate with the threaded hole to move up or down. The end plate is provided with a notch matching the flap, and the flap is located in the notch. The first driving wheel and the second driving wheel are respectively located above and below the middle plate. When the middle plate contacts the first driving wheel or the second driving wheel, the first driving wheel or the second driving wheel will drive the middle plate to rotate and the rotation directions are opposite.

[0009] In the initial state of the compensation component of the present invention, the flap should be coplanar with the end plate, and at this time, the middle plate is in the middle in the vertical direction between the first driving wheel and the second driving wheel and does not contact either of the two driving wheels. When the compensation component of the present invention is in a wind field, the flap is first affected by the wind force and rotates. The rotating threaded shaft will cause the middle plate to move up or down and then touch the first driving wheel or the second driving wheel. The first driving wheel or the second driving wheel will drive the middle plate to rotate. The middle plate drives the outer cylinder and the end plate to rotate, so that the end plate and the flap are coplanar again. This means that no matter how the flap rotates, the first driving wheel and the second driving wheel will finally drive the end plate to rotate to a state coplanar with the flap. Since the threaded shaft is located at one end of the flap, the flap in the wind field will automatically rotate until it is parallel to the wind direction, and the end plate will also rotate with the flap to be parallel to the wind direction.

[0010] Furthermore, friction belts are provided on the upper surface and the lower surface of the middle plate, and the friction belts are used to increase the friction force between the middle plate and the first driving wheel and the second driving wheel.

[0011] In the present invention, the first moving component uses components such as a piston to drive the movement of the bridge tower, and the movement speed of the bridge tower is very fast, which is mainly used to simulate the situation of high-speed train movement; in order to be able to simulate the situation of low-speed train movement, the present invention also provides a second moving component, the second moving component includes a conveyor belt, a pulley and a connecting mechanism, the conveyor belt is wound around the pulley, the connecting mechanism is installed on the bridge tower, the bridge tower is connected to the conveyor belt through the connecting mechanism, and the conveyor belt drives the bridge tower to move at a lower speed, thereby simulating the situation of low-speed train movement. Specifically, the connecting mechanism includes a connecting seat, an electromagnet and a clamping plate, the connecting seat is fixed on the bridge tower, the electromagnet is fixed on the connecting seat, the clamping plate is inserted into the connecting seat, the clamping plate is made of steel material, there is a gap between the clamping plate and the electromagnet, and the conveyor belt is located in the gap between the clamping plate and the electromagnet; when the electromagnet is energized, it attracts the clamping plate to clamp the conveyor belt. When the first moving component is used in the simulation experiment, the electromagnet should be powered off to ensure that the bridge tower is separated from the conveyor belt.

[0012] Specifically, the linear drive component includes a first motor, a first gear and a rotating shaft, the first gear is installed on the rotating shaft, the first motor drives the rotating shaft to rotate, the piston rod is provided with teeth and meshes with the first gear, and the rotation of the first gear can drive the piston rod to move horizontally; the clutch includes a second motor, a second gear, a rack and a spring, the spring is sleeved on the rotating shaft and abuts against one side of the first gear, the rack abuts against the other side of the first gear, and the second gear meshes with the rack. When the second gear drives the rack to move, the rack can push the first gear to move along the rotating shaft, so that the first gear is separated from the piston rod.

[0013] Furthermore, a turntable is arranged on the base, the support cross beam is installed on the turntable, and the turntable can rotate the entire railway bridge vehicle pneumatic simulation system. In the pneumatic simulation experiment, generally speaking, it is difficult to change the wind direction of the wind field. By rotating the entire railway bridge vehicle pneumatic simulation system through the turntable, the effect of indirectly changing the wind direction of the wind field can be achieved.

[0014] Advantageous effects: (1) The railway bridge vehicle pneumatic simulation system of the present invention uses the first moving component to drive the rapid movement of the bridge tower, realizing the indirect simulation of the high-speed driving of the train on the bridge surface, making the results of the railway bridge vehicle pneumatic simulation experiment more accurate. (2) The railway bridge vehicle pneumatic simulation system of the present invention is provided with compensation components at both ends of the main beam of the bridge body, and uses the flap to realize the automatic adjustment of the end plate, ensuring that the flap always remains parallel to the wind direction of the wind field, simplifying the experimental operation. (3) The railway bridge vehicle pneumatic simulation system of the present invention is configured with a second moving component to realize the low-speed movement of the bridge tower, indirectly simulating the low-speed driving of the train on the bridge surface, making the simulation situation of the simulation system richer. (4) The railway bridge vehicle pneumatic simulation system of the present invention is configured with a turntable to rotate the entire system, enabling the simulation experiment system to achieve the effect of indirectly adjusting the wind direction of the wind field even in a fixed wind field. Description of the Drawings

[0015] Figure 1 It is a perspective view of the pneumatic simulation system of the railway bridge vehicle in Embodiment 1.

[0016] Figure 2 It is a perspective view (from another angle) of the pneumatic simulation system of the railway bridge vehicle in Embodiment 1.

[0017] Figure 3 It is a perspective view of the first moving component in Embodiment 1 (with the piston cylinder sectioned).

[0018] Figure 4 It is the front view of the first moving component in Embodiment 1 (with the piston cylinder sectioned).

[0019] Figure 5 It is a perspective view of the second moving component in Embodiment 1 (with the conveyor belt sectioned).

[0020] Figure 6 It is a perspective view of the compensation component in Embodiment 1 (with the outer cylinder and the middle plate sectioned).

[0021] Figure 7 It is the part drawing of the middle plate in Embodiment 1.

[0022] Figure 8 It is the application state diagram of the compensation component in Embodiment 1 (with the main beam of the bridge body sectioned).

[0023] Figure 9 It is Figure 8 a partial view of.

[0024] Figure 10 It is Figure 8 a partial view of (with the rotary flap).

[0025] Figure 11 It is Figure 8 a partial view of (with the outer cylinder and the middle plate sectioned).

[0026] Figure 12 It is Figure 8 a partial view of (with the outer cylinder and the middle plate sectioned and the flap hidden).

[0027] Wherein: 100, bridge model component; 110, bridge main beam; 120, support frame; 130, support cross beam; 140, bridge tower; 200, train model; 300, first moving component; 310, piston rod; 320, piston; 330, piston cylinder; 331, plug hole; 340, plug head; 350, linear drive component; 351, first motor; 352, first gear; 353, rotating shaft; 360, clutch; 361, second motor; 362, second gear; 363, rack; 364, spring; 400, base; 410, turntable; 500, second moving component; 510, conveyor belt; 520, pulley; 530, connecting mechanism; 531, connecting seat; 532, electromagnet; 533, clamping plate; 600, compensation component; 610, end plate; 611, notch; 620, outer cylinder; 621, annular groove; 630, middle plate; 631, friction belt; 632, threaded hole; 640, flap; 641, threaded shaft; 650, first driving wheel; 660, second driving wheel. Detailed implementation mode

[0028] The present invention will be further described in detail below in conjunction with the specific implementation mode.

[0029] Embodiment 1

[0030] As Figure 1 and Figure 2 shown, the pneumatic simulation system of the railway bridge vehicle in this embodiment includes a bridge model component 100, a train model 200, a first moving component 300, a base 400, a second moving component 500 and a compensation component 600.

[0031] The bridge model component 100 includes a bridge main beam 110, a support frame 120, a support cross beam 130 and a bridge tower 140. A turntable 410 is provided on the base 400. The support cross beam 130 is installed on the turntable 410. The support frame 120 is installed on the support cross beam 130. The bridge main beam 110 is installed on the support frame 120. A train track is provided on the surface of the bridge main beam 110. The train model 200 is placed on the train track. A slide rail is provided along the length direction of the support cross beam 130. The inner cavity of the bridge tower 140 is hollow. The bridge tower 140 is installed on the slide rail of the support cross beam 130 and can move along the length direction of the slide rail. Sensors are installed on the bridge main beam 110, the support frame 120 and the train model 200 according to the settings of the pneumatic simulation experiment to measure various parameters of the bridge main beam 110, the support frame 120 and the train model 200 in the wind field.

[0032] As Figure 3 and Figure 4As shown in the figure, the first moving component 300 includes a piston rod 310, a piston 320, a piston cylinder 330, a plug head 340, a linear drive assembly 350, and a clutch 360. One end of the piston rod 310 is installed with the piston 320 and inserted into the piston cylinder 330. The rod chamber of the piston cylinder 330 is closed, and a plug hole 331 matching the plug head 340 is provided in the rodless chamber of the piston cylinder 330. The plug head 340 is fixed on the bridge tower 140. The linear drive assembly 350 includes a first motor 351, a first gear 352, and a rotating shaft 353. The first gear 352 is installed on the rotating shaft 353. The first motor 351 drives the rotating shaft 353 to rotate. The piston rod 310 is provided with teeth and meshes with the first gear 352. When the first gear 352 rotates, it can drive the piston rod 310 to move horizontally. The clutch 360 includes a second motor 361, a second gear 362, a rack 363, and a spring 364. The spring 364 is sleeved on the rotating shaft 353 and abuts against one side of the first gear 352. The rack 363 abuts against the other side of the first gear 352. The second gear 362 meshes with the rack 363. The second motor 361 drives the second gear 362 to rotate. When the second gear 362 drives the rack 363 to move, the rack 363 can push the first gear 352 to move along the rotating shaft 353, so that the first gear 352 is separated from the piston rod 310. The first moving component 300 is used to drive the bridge tower 140 to move quickly along the support beam 130. Specifically, when the bridge tower 140 moves to the position of the piston cylinder 330, the plug head 340 is inserted into the plug hole 331 of the piston cylinder 330. The linear drive assembly 350 drives the piston rod 310 to move, so that the piston 320 compresses the air in the rod chamber of the piston cylinder 330 to achieve the effect of energy storage. Then the clutch 360 releases the piston rod 310. The piston rod 310 moves towards the rodless chamber of the piston cylinder 330 under the action of the compressed air, and further the plug head 340 is extruded by the air, and the bridge tower 140 pops out from the piston cylinder 330 at high speed.

[0033] As Figure 2 and Figure 5 shown in the figure, the second moving component 500 includes a conveyor belt 510, a pulley 520, and a connecting mechanism 530. The conveyor belt 510 is wound around the pulley 520. The connecting mechanism 530 includes a connecting seat 531, an electromagnet 532, and a clamping plate 533. The connecting seat 531 is fixed on the bridge tower 140. The electromagnet 532 is fixed on the connecting seat 531. The clamping plate 533 is inserted into the connecting seat 531. The clamping plate 533 is made of steel material. There is a gap between the clamping plate 533 and the electromagnet 532. The conveyor belt 510 is located in the gap between the clamping plate 533 and the electromagnet 532. The second moving component 500 is used to drive the bridge tower 140 to move slowly along the support beam 130. Specifically, after the electromagnet 532 is energized, it attracts the clamping plate 533 to clamp the conveyor belt 510, and the conveyor belt 510 drives the connecting mechanism 530 and the bridge tower 140 to move slowly along the support beam 130.

[0034] As Figure 1 and Figure 2 shown, a compensation component 600 is installed at each end of the bridge main beam 110. The structure of the compensation component 600 is as Figures 6 to 12 shown. The compensation component 600 includes an end plate 610, an outer cylinder 620, a middle plate 630, a flap 640, a first driving wheel 650 and a second driving wheel 660. The outer cylinder 620 is vertically installed at the end of the bridge main beam 110. The outer cylinder 620 can freely rotate within the bridge main beam 110. An annular groove 621 is provided on the circumferential surface of the outer cylinder 620. The middle plate 630 is installed in the annular groove 621. The width of the annular groove 621 is greater than the thickness of the middle plate 630; as Figure 7 shown, friction belts 631 are provided on the upper and lower surfaces of the middle plate 630. A threaded hole 632 inserted into the interior of the outer cylinder 620 is provided at the center of the middle plate 630. That is, the middle plate 630 can move up and down in the annular groove 621 of the outer cylinder 620, but the middle plate 630 cannot rotate relative to the outer cylinder 620; the end plate 610 is fixed to the outer cylinder 620; one end of the flap 640 is provided with a threaded shaft 641. The threaded shaft 641 is inserted into the outer cylinder 620 and is threadedly connected to the threaded hole 632 of the middle plate 630. When the flap 640 rotates relative to the outer cylinder 620, the threaded shaft 641 on the flap 640 will cause the middle plate 630 with the threaded hole 632 to move up or down; as Figure 9 and Figure 10 shown, the end plate 610 is provided with a notch 611 matching the flap 640. The flap 640 is located in the notch 611; the first driving wheel 650 and the second driving wheel 660 are respectively located above and below the middle plate 630. When the middle plate 630 contacts the first driving wheel 650 or the second driving wheel 660, the first driving wheel 650 or the second driving wheel 660 will drive the middle plate 630 to rotate and the rotation directions are opposite.

[0035] The function of the compensation component 600 is to provide an end plate 610 parallel to the wind direction of the wind field at both ends of the bridge main beam 110, and reduce the three-dimensional effect generated by the wind field at the cross-section at both ends of the bridge main beam 110. Moreover, the compensation component 600 of this embodiment has the function of automatically adjusting the end plate 610 to ensure that the end plate 610 automatically rotates to be parallel to the wind direction. The specific principle is:

[0036] (1) As Figure 9 shown, in the initial state of the compensation component 600, the flap 640 should be coplanar with the end plate 610 and at this time the middle plate 630 is in the middle of the first driving wheel 650 and the second driving wheel 660 in the vertical direction;

[0037] (2) When the compensation component 600 of the present invention is in the wind field, as Figure 10As shown, the flap 640 first rotates under the action of wind force. The rotating threaded shaft 641 will cause the middle plate 630 to move upward or downward and then touch the first driving wheel 650 or the second driving wheel 660. The first driving wheel 650 or the second driving wheel 660 will drive the middle plate 630 to rotate. The middle plate 630 drives the outer cylinder 620 and the end plate 610 to rotate, so that the end plate 610 and the flap 640 are coplanar again.

[0038] (3) If the flap 640 still does not reach parallel to the wind direction, then the flap 640 will continue to deflect, and the end plate 610 will then rotate to be coplanar with the flap 640. Since the threaded shaft 641 is located at one end of the flap 640, the flap 640 in the wind field will continuously deflect until it is parallel to the wind direction, and the end plate 610 will also rotate to be parallel to the wind direction along with the flap 640.

[0039] The pneumatic simulation system of the railway bridge vehicle in this embodiment is mainly used to conduct pneumatic simulation experiments with the railway bridge vehicle. The first moving component 300 or the second moving component 500 drives the bridge tower 140 to move relative to the train model 200 to simulate the pneumatic influence of the bridge tower 140 on the running train. The turntable 410 is used to rotate the entire pneumatic simulation system of the railway bridge vehicle to indirectly change the wind direction of the wind field for multi-directional pneumatic experiments. The end plate 610 in the compensation component 600 rotates automatically in cooperation with the change of the wind direction, always ensuring that the end plate 610 is parallel to the wind direction, improving the convenience and intelligence of the entire simulation system.

[0040] Although the embodiments of the present invention are described in the specification, these embodiments are only for reference and should not limit the protection scope of the present invention. All omissions, substitutions and changes within the scope not departing from the gist of the present invention should be included in the protection scope of the present invention.

Claims

1. A pneumatic simulation system for railway bridge vehicles, characterized in that: It includes a bridge model component (100), a train model (200), a first moving component (300), a base (400), and a compensation component (600); the bridge model component (100) includes a bridge main beam (110), a support frame (120), a support cross beam (130), and a bridge tower (140), the support cross beam (130) is installed on the base (400), the support frame (120) is installed on the support cross beam (130), the bridge main beam (110) is installed on the support frame (120), a train track is provided on the surface of the bridge main beam (110), and the train model (200) is placed on the train track; a slide rail is provided on the support cross beam (130), and the bridge tower (140) is installed on the slide rail of the support cross beam (130); The first moving component (300) includes a piston rod (310), a piston (320), a piston cylinder (330), a plug head (340), a linear drive component (350), and a clutch (360). One end of the piston rod (310) installs the piston (320) and inserts it into the piston cylinder (330). The rod chamber of the piston cylinder (330) is closed, and a plug hole (331) matching the plug head (340) is provided in the rodless chamber of the piston cylinder (330). The plug head (340) is fixed on the bridge tower (140); the linear drive component (350) drives the piston rod (310) to reciprocate, and the clutch (360) realizes the separation and engagement of the linear drive component (350) and the piston rod (310); Compensation components (600) are installed at both ends of the bridge main beam (110), and the compensation component (600) includes an end plate (610), and the end plate (610) is installed at the end of the bridge main beam (110); The compensation component (600) further includes an outer cylinder (620), a middle plate (630), a flap (640), a first drive wheel (650), and a second drive wheel (660). The outer cylinder (620) is vertically installed at the end of the bridge main beam (110), and an annular groove (621) is provided on the circumferential surface of the outer cylinder (620). The middle plate (630) is installed in the annular groove (621). The width of the annular groove (621) is greater than the thickness of the middle plate (630). A threaded hole (632) is provided at the center of the middle plate (630), and the end plate (610) is fixed on the outer cylinder (620); one end of the flap (640) is provided with a threaded shaft (641), and the threaded shaft (641) is inserted into the outer cylinder (620) and is threadedly connected to the threaded hole (632) of the middle plate (630); the end plate (610) is provided with a notch (611) matching the flap (640), and the flap (640) is located in the notch (611); The first drive wheel (650) and the second drive wheel (660) are respectively located above and below the middle plate (630). When the middle plate (630) contacts the first drive wheel (650) or the second drive wheel (660), the first drive wheel (650) or the second drive wheel (660) will drive the middle plate (630) to rotate in opposite directions.

2. The pneumatic simulation system for railway bridge vehicles according to claim 1, wherein: Friction belts (631) are provided on the upper and lower surfaces of the middle plate (630).

3. The pneumatic simulation system of a railway bridge vehicle according to claim 1, characterized in that: It further includes a second moving component (500). The second moving component (500) includes a conveyor belt (510), belt pulleys (520), and a connecting mechanism (530). The conveyor belt (510) is wound around the belt pulleys (520). The connecting mechanism (530) is installed on the bridge tower (140), and the bridge tower (140) is connected to the conveyor belt (510) through the connecting mechanism (530).

4. The pneumatic simulation system of a railway bridge vehicle according to claim 3, characterized in that: The connecting mechanism (530) includes a connecting seat (531), an electromagnet (532), and a clamping plate (533). The connecting seat (531) is fixed on the bridge tower (140), the electromagnet (532) is fixed on the connecting seat (531), the clamping plate (533) is inserted into the connecting seat (531), the clamping plate (533) is made of steel material, there is a gap between the clamping plate (533) and the electromagnet (532), and the conveyor belt (510) is located in the gap between the clamping plate (533) and the electromagnet (532).

5. The pneumatic simulation system for railway bridge vehicles according to claim 1, characterized in that: The linear drive component (350) includes a first motor (351), a first gear (352), and a rotating shaft (353). The first gear (352) is installed on the rotating shaft (353). The first motor (351) drives the rotating shaft (353) to rotate. The piston rod (310) is provided with teeth and meshes with the first gear (352).

6. The pneumatic simulation system of a railway bridge vehicle according to claim 5, characterized in that: The clutch (360) includes a second motor (361), a second gear (362), a rack (363), and a spring (364). The spring (364) is sleeved on the rotating shaft (353) and abuts against one side of the first gear (352). The rack (363) abuts against the other side of the first gear (352). The second gear (362) meshes with the rack (363), and the second motor (361) drives the second gear (362) to rotate.

7. The pneumatic simulation system of a railway bridge vehicle according to claim 1, characterized in that: A turntable (410) is provided on the base (400), and the support cross beam (130) is installed on the turntable (410).

8. The pneumatic simulation system of a railway bridge vehicle according to claim 1, wherein: The inner cavity of the bridge tower (140) is hollow.

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