A suspension system test bench and method

Abstract

This invention provides a suspension system test bench and method, relating to the field of train suspension testing. Addressing the problem that current test benches cannot simulate the wheelset alignment structure of vehicles, necessitating whole-vehicle testing to assess suspension system performance, this invention connects the suspension system to be tested via positioning components and a pressure beam, simulating the stress state of the suspension system on a railway freight car. A loading component applies load to the suspension system under test, accurately simulating the lateral wheel-rail forces, longitudinal impact forces, and vertical loads experienced by the suspension system during vehicle movement. This eliminates the need for whole-vehicle testing, reduces the footprint of the test site, and is adaptable to suspension systems of different specifications, meeting testing requirements.

Description

Technical Field

[0001] This invention relates to the field of train suspension testing, and specifically to a suspension system test bench and method. Background Technology

[0002] Static stiffness testing of the suspension system is a primary method for evaluating the dynamic performance of single-axle railway freight cars. Observing and analyzing the stiffness curve of the test object and comparing it with standards helps to understand its performance on curved tracks and its anti-hunting stability on straight tracks before the vehicle is put into formal operation. The obtained characteristics are then used as evaluation indicators and incorporated into the consideration of vehicle operation safety.

[0003] Traditional railway freight car suspension system test benches are bulky and complex in structure, typically requiring the entire train to be placed on the test site for testing. Some test sites are located outdoors, making it difficult to control interference from the surrounding environment during testing, consuming significant manpower and resources. After testing, extensive modifications and adjustments are required before the equipment can be used for static stiffness testing of other train models, resulting in long testing cycles and low efficiency. Poor adaptability to different types and sizes of suspension systems leads to difficulties in modification. Furthermore, traditional test benches cannot simulate the actual alignment structure of vehicle wheelsets, necessitating testing the entire train, which is uneconomical. Effective load application during testing further increases the size and height of the test bench equipment, occupying a large test site area and failing to meet testing requirements. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing a suspension system test bench and method. The test bench connects the suspension system to be tested through positioning components and pressure beams, simulating the stress state of the suspension system on a railway freight car. Loading components apply loads to the suspension system to be tested, accurately simulating the lateral force, longitudinal impact force, and vertical load on the suspension system during vehicle movement. This eliminates the need for testing the entire vehicle, reduces the occupation of the test site, and can be adapted to suspension systems of different specifications to meet testing requirements.

[0005] The first objective of this invention is to provide a suspension system test bench, which adopts the following scheme: including:

[0006] The positioning assembly includes multiple positioning frames arranged on the workbench. The positioning frames are distributed at the positions where the suspension system under test is connected to the wheelsets. The positioning frames are used to connect the suspension system under test.

[0007] A connecting assembly, including a pressure beam, is used to simultaneously connect two suspension systems under test;

[0008] The loading component, whose output end is connected to the pressure beam, is capable of loading the pressure beam in three axes and transmitting the load to the suspension system under test via the pressure beam.

[0009] Furthermore, the positioning frame is movably connected to the workbench, and a detachable locking component is fitted between the positioning frame and the workbench. Each end of the suspension system to be tested is connected to a positioning frame.

[0010] Furthermore, the positioning frame includes a crossbeam, columns, and a base plate. Two columns are respectively connected to the crossbeam and the base plate to form a U-shaped structure. The side of the crossbeam facing the base plate is used to connect the suspension system to be tested.

[0011] Furthermore, the pressure beam is provided with a longitudinal connecting seat, a transverse connecting seat, and a lifting lug. The longitudinal connecting seat is located on at least one side of the horizontal axis of the pressure beam and is connected to the first output end of the loading component. The transverse connecting seat is located on at least one end of the axial direction of the pressure beam and is connected to the second output end of the loading component. The lifting lug is arranged on the upper part of the vertical axis of the pressure beam and is connected to the third output end of the loading component.

[0012] Furthermore, the pressure beam has shaft holes at both ends, which are fitted with shafts for connecting the suspension system to be tested. The pressure beam is arranged below the suspension system to be tested.

[0013] Furthermore, the loading assembly includes a lateral actuator, a longitudinal actuator, and a vertical actuator. The lateral actuator loads along the axial direction of the pressure beam, the longitudinal actuator loads in a horizontal direction perpendicular to the axis of the pressure beam, and the vertical actuator loads in a vertical direction perpendicular to the axis of the pressure beam.

[0014] Furthermore, the lateral actuator is connected to the pressure beam via a hinge, the longitudinal actuator is connected to the pressure beam via a hinge, and the vertical actuator is suspended above the pressure beam via a steel wire rope to apply a lifting effect to the pressure beam.

[0015] Furthermore, a reinforcement component is provided at the output end of the pressure beam connecting the loading assembly.

[0016] A second objective of the present invention is to provide a testing method for a suspension system test bench as described in the first objective, comprising:

[0017] The suspension system to be tested is connected to the positioning frame, which is located at the position where the wheelset to be installed on the suspension system to be tested.

[0018] The two ends of the pressure beam are connected to the suspension system to be tested, simulating the stress state of the suspension system to be tested when it is installed on a railway freight car;

[0019] The load component output acts on the pressure beam, which then transmits the load to the suspension system under test.

[0020] Furthermore, the loading component can apply a three-axis loading effect to the suspension system under test through the pressure beam, simulating the wheel-rail lateral force, longitudinal impact force and vertical load on the suspension system during the movement of railway freight cars.

[0021] Compared with the prior art, the advantages and positive effects of this invention are:

[0022] (1) To address the problem that current test benches cannot simulate the wheel alignment structure of vehicles, which necessitates testing the entire vehicle to detect the performance of the suspension system, the suspension system to be tested is connected by a positioning component and a pressure beam to simulate the stress state of the suspension system on a railway freight car. The loading component applies a loading effect to the suspension system to be tested, accurately simulating the lateral force, longitudinal impact force, and vertical load on the suspension system during vehicle travel. This eliminates the need for testing the entire vehicle, reduces the occupation of the test site, and can adapt to different specifications of suspension systems to meet test requirements.

[0023] (2) Compared with traditional test benches, the active control device of the suspension system test bench in this invention uses a smaller and cheaper actuator. The whole mechanism has a simple structure, a small footprint, low manufacturing cost, and low operating energy cost.

[0024] (3) The present invention can improve the accuracy of static stiffness test of railway freight car suspension system. The test bench can simulate the real positioning structure of vehicle wheelset. Only the suspension system sample needs to be tested, without the need to use the whole vehicle for testing. This eliminates the interference of other parts of the vehicle body to the static stiffness test and minimizes the error.

[0025] (4) The present invention can improve the adaptability and testing efficiency of the static stiffness test equipment for railway freight car suspension system. The test bench adopts a modular assembly scheme and the position of the positioning frame can be adjusted to adapt to different sizes and models of suspension systems, so as to achieve the purpose of quickly setting up the test equipment. It can meet the static stiffness test requirements of the suspension system of different models of single-axle railway freight cars. After the test, it can be quickly disassembled and transformed, which greatly improves the adaptability and testing efficiency of the test equipment.

[0026] (5) The suspension system of the railway freight car is tested. The top of the suspension system is connected to the car body and the bottom is suspended and not connected to the ground. The test object is directly pressed down and there is no stable point of force. In this respect, the present invention uses a vertical actuator to pull the steel wire rope upward to achieve loading. The positioning frame provides a reaction force to simulate the vertical load. For this loading method, the suspension system under test is arranged according to the actual space size of the parts installed on the vehicle to simulate the stress state of the vehicle in operation. Attached Figure Description

[0027] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0028] Figure 1 This is a schematic diagram of the suspension system test bench in Embodiments 1 and 2 of the present invention.

[0029] Figure 2 This is a top view of the suspension system test bench in Embodiments 1 and 2 of the present invention.

[0030] Figure 3 This is a schematic diagram of the loading component connecting the pressure beam in embodiments 1 and 2 of the present invention.

[0031] Figure 4 This is a schematic diagram of the pressure beam in Embodiments 1 and 2 of the present invention.

[0032] Figure 5 This is a schematic diagram of the positioning frame installed on the workbench in embodiments 1 and 2 of the present invention.

[0033] Figure 6 This is a schematic diagram of the positioning frame in Embodiments 1 and 2 of the present invention.

[0034] Among them, 1. Loading component, 2. Connecting component, 3. Positioning component, 4. Lateral actuator, 5. Longitudinal actuator, 6. Vertical actuator, 7. Wire rope, 8. Pressure beam, 9. Lateral connecting seat, 10. Longitudinal connecting seat, 11. Lifting lug, 12. Reinforcing plate, 13. Strengthening plate, 14. Rib plate, 15. Positioning frame, 16. Workbench, 17. Crossbeam, 18. Column, 19. Seat plate, 20. Suspension system. Detailed Implementation

[0035] Example 1

[0036] In a typical embodiment of the present invention, such as Figures 1-6 As shown, a test bench for a suspension system is presented.

[0037] Current railway freight car suspension system test benches are large in size and difficult to adjust quickly, making it difficult to adapt to different car models. This affects the test cycle and results in low test efficiency. At the same time, traditional test benches can only test a single suspension structure. In order to simulate the stress on the whole car, the entire car needs to be placed on the test bench for suspension system testing, which is inefficient, time-consuming and uneconomical.

[0038] Based on this, this embodiment provides a suspension system test bench. Based on the design concepts of modularity, lightweight and intelligence, it can test the suspension system 20. Combined with the components of the test bench itself, it can simulate the real positioning structure of the vehicle wheelset, avoid using the whole railway freight car for testing, reduce the difficulty of testing, improve the efficiency of testing, eliminate the interference of other parts of the vehicle body to the static stiffness test, reduce the test error and improve the efficiency of testing.

[0039] The suspension system test bench will now be described in detail with reference to the accompanying drawings.

[0040] See Figure 1 The suspension system test bench includes a loading component 1, a connecting component 2, and a positioning component 3. The connecting component 2 includes a pressure beam 8, which connects to the suspension system 20 to be tested. The loading component 1 includes multiple actuators that connect to the pressure beam 8 from different directions. The pressure beam 8 serves as the main body for receiving, bearing, and transmitting forces during the test of the suspension system 20, thereby loading the force applied by the actuators onto the suspension system 20. The positioning component 3 is arranged at the position of the matching wheelset of the suspension system 20, simulating the vehicle body steel structure of the positioning wheelset, and connecting and fixing the suspension system 20. The positioning component 3 is installed on the workbench 16.

[0041] The static stiffness test of the suspension system 20 is a necessary testing step for single-axle railway freight cars. In this embodiment, the suspension system test bench is improved into a new type of test bench that is small in size, simple in structure, quick to assemble and disassemble, and can be tested with only a sample of the suspension system 20. It eliminates the need for testing the entire vehicle and enables the rapid construction of the required test scenarios for suspension systems 20 of different sizes and models. It can meet the static stiffness testing needs of the suspension system 20 of various models of single-axle railway freight cars, both domestically and internationally, including heavy-duty railway freight cars with an axle load of 25t.

[0042] It can reduce manpower and material resources, lower testing costs, shorten testing cycles and transition time, and eliminate interference from other parts of the vehicle body on static stiffness testing, minimizing errors to the greatest extent.

[0043] like Figure 5 As shown, the positioning component 3 includes multiple positioning frames 15 arranged on the workbench 16. The positioning frames 15 are distributed at the positions where the suspension system 20 to be tested connects to the wheelsets. The positioning frames 15 are used to connect the suspension system 20 to be tested, and after connection, they are as follows: Figure 1 , Figure 2 As shown, the positioning frame 15 serves as the reaction structure of the entire suspension system test bench. When loaded by the loading component 1, the positioning frame 15 simulates the wheelset of the suspension system 20 during actual operation, thereby achieving the effect of the required real positioning structure of the railway freight car wheelset and realizing the effect of testing under the same stress state as the whole vehicle.

[0044] Specifically, the positioning frame 15 is movably connected to the worktable 16, and a detachable locking component is fitted between the positioning frame 15 and the worktable 16; the positioning frame 15 can be adjusted in position according to different vehicle models, so that the positioning frame 15 is in the position of the suspension system 20 to be tested and the wheelset to be installed, so as to meet the requirements of simulating the real stress state of the suspension system 20.

[0045] Each suspension system 20 to be tested is connected to a positioning frame 15 at both ends, corresponding to the wheels connected to both ends of the suspension system 20 on the railway freight car. Each suspension system 20 corresponds to a set of wheelsets.

[0046] Regarding the structure of positioning frame 15, such as Figure 6 As shown, the positioning frame 15 includes a crossbeam 17, columns 18 and a seat plate 19. The two columns 18 are respectively connected to the crossbeam 17 and the seat plate 19 to form a U-shaped structure. The side of the crossbeam 17 facing the seat plate 19 is used to connect the suspension system 20 to be tested.

[0047] Understandably, while the column 18 connects the crossbeam 17 and the seat plate 19, it also creates a certain gap between the crossbeam 17 and the seat plate 19. This simulates the state where there is a gap between the suspension system 20 and the bottom surface after the actual suspension system 20 is installed, thus realistically simulating the spatial position of the suspension system 20.

[0048] The seat plate 19 is provided with through holes, and the locking parts can be fasteners such as bolts and screws. After the positioning frame 15 is adjusted, the positioning frame 15 is fixed on the worktable 16 by fasteners and through holes, so that the positioning frame 15 can be adjusted within the range of the worktable 16 to match different sizes of the suspension system 20 to be tested.

[0049] After simulating the spatial position of the suspension system 20 to be tested, it is necessary to simulate the stress state of the suspension system 20. Specifically, the pressure beam 8 is used as the connecting component 2, and the pressure beam 8 connects the two suspension systems 20 to be tested at the same time, simulating the state of the main body of the railway freight car connecting the two suspension systems 20.

[0050] The output end of the loading component 1 is connected to the pressure beam 8 and can load the pressure beam 8 in three axial directions, which is then transmitted to the suspension system 20 under test by the pressure beam 8.

[0051] In this embodiment, as Figure 4 As shown, the pressure beam 8 has shaft holes at both ends, and the shaft holes are fitted with a rotating shaft for connecting the suspension system 20 to be tested. The connection between the two suspension systems 20 is established by the rotating shaft and the shaft holes. The pressure beam 8 is arranged below the suspension system 20 to be tested.

[0052] The pressure beam 8 is provided with a longitudinal connecting seat 10, a transverse connecting seat 9 and a lifting lug 11. The longitudinal connecting seat 10 is located on at least one side of the horizontal axis of the pressure beam 8 and is connected to the first output end of the loading component 1. The transverse connecting seat 9 is located on at least one end of the axial direction of the pressure beam 8 and is connected to the second output end of the loading component 1. The lifting lug 11 is arranged on the upper part of the vertical axis of the pressure beam 8 and is connected to the third output end of the loading component 1.

[0053] The longitudinal connecting seat 10, the transverse connecting seat 9, and the lifting lug 11 connect actuators in three different control positions, receiving forces applied by the actuators in each direction and acting on the suspension system 20 under test through the pressure beam 8; the positioning component 3 simulates the steel structure of the positioning wheelset, serving a connecting and fixing function. The loading component 1 can simulate the lateral force, longitudinal impact force, and vertical load on the suspension system 20 during railway freight car travel.

[0054] like Figure 3 , Figure 2 As shown, the loading assembly 1 includes a lateral actuator 4, a longitudinal actuator 5, and a vertical actuator 6. The lateral actuator 4 loads along the axial direction of the pressure beam 8, the longitudinal actuator 5 loads along the horizontal direction perpendicular to the axis of the pressure beam 8, and the vertical actuator 6 loads along the vertical direction perpendicular to the axis of the pressure beam 8.

[0055] Simulating the actual arrangement of the wheelsets requires considering not only the stress on the suspension system 20 itself, but also the impact of the car body's torsion on the suspension system 20. Especially for railway freight cars with long fixed distances and high torsional stiffness coefficients, the influence of the car body's torsional factors on the suspension systems 20 at both ends of the freight car must be considered when analyzing the safety of the freight car through curves.

[0056] The loading component 1 can load the suspension system 20 under test according to a defined control law, including loading in the three spatial directions of lateral, longitudinal and vertical. It is equipped with corresponding actuators to provide loading forces in the three directions of lateral, longitudinal and vertical respectively, accurately simulating the wheel-rail lateral force, longitudinal impact force and vertical load on the suspension system 20 during the movement of railway freight cars.

[0057] It should be noted that the loading component 1 can be used for both static stiffness testing and, through actuators in multiple spatial directions, to apply lateral and longitudinal impact forces to the rails in non-load-bearing directions, simulating the dynamic operation of railway freight cars and enabling testing under dynamic conditions. The suspension system test bench can realistically simulate the spatial position and stress conditions of the test object, as well as the changes in the spatial position of the suspension system 20 and wheelsets when the railway freight car is subjected to forces in various directions, facilitating observation and recording.

[0058] The lateral actuator 4 is connected to the pressure beam 8 via a hinge, the longitudinal actuator 5 is connected to the pressure beam 8 via a hinge, and the vertical actuator 6 is suspended above the pressure beam 8 via a steel wire rope 7 to apply a lifting action to the pressure beam 8.

[0059] It should be noted that the lateral actuator 4 is connected to the end of the pressure beam 8, and the test process simulates the lateral force of the wheel and rail when a railway freight car passes through a curved track.

[0060] The longitudinal actuator 5 is connected to the middle of the pressure beam 8. The test process simulates the longitudinal impact force from the direction of travel of a railway freight car when it passes through a curved track.

[0061] The vertical actuator 6 is connected to the top of the pressure beam 8, and the test process simulates and matches the spatial height position and vertical load of the test object (suspension system 20).

[0062] The transverse connecting seat 9 provides a connection interface between the transverse actuator 4 and the pressure beam 8, the longitudinal connecting seat 10 provides a connection interface between the longitudinal actuator 5 and the pressure beam 8, and the lifting lug 11 provides a connection interface between the vertical actuator 6 and the pressure beam 8.

[0063] It should be noted that the axial direction of the pressure beam 8 mentioned in this embodiment is the direction of vehicle travel, which is the loading direction of the lateral actuator 4; the longitudinal direction refers to the direction perpendicular to the axis of the pressure beam 8 in the horizontal plane; and the vertical direction refers to the direction perpendicular to the axis of the pressure beam 8 in the vertical plane.

[0064] The movable positioning frame 15 of the positioning component 3 is positioned on the perfectly horizontal workbench 16. Before the test, the relative position of the positioning frame 15 and the workbench 16 is adjusted according to the dimensions in the drawing through the slide of the workbench 16 to accurately simulate the steel structure of the vehicle body of the positioning wheelset, and then the suspension system 20 to be tested is connected and fixed.

[0065] The pressure beam 8 is connected to the output end of the loading assembly 1, and a reinforcing member is provided, such as... Figure 4 As shown, the pressure beam 8, serving as the main structure for receiving, bearing, and transmitting force, is made of high-yield-strength rectangular steel tubing with an inner wall thickness of 8mm. Its length is set according to the 1435mm gauge parameter of mainstream railway vehicles. If static stiffness testing is conducted on meter-gauge or broad-gauge freight cars, two other models of pressure beam 8 can be selected based on their gauge differences. Transverse connecting seats 9 are arranged at both ends of the pressure beam 8, supporting single-sided or simultaneous connection of actuators to both sides.

[0066] A reinforcing plate 12 and a strengthening plate 13 are provided on the back side of the wing plate of the transverse connecting seat 9, which improves the structural strength. A longitudinal connecting seat 10 is arranged in the middle of the pressure beam 8, and a rib plate 14 is provided at its root for reinforcement, which also improves the structural strength. A lifting lug 11 is arranged at the top of the pressure beam 8. The lifting lug 11 is designed as an isosceles triangle with a large apex angle and a long side length, which helps to mitigate the impact of vertical forces on the material. The transverse connecting seat 9 and the longitudinal connecting seat 10 are connected to the transverse actuator 4 and the longitudinal actuator 5, respectively, by 8.8 grade bolts. The lifting lug 11 has pre-drilled connection holes and is connected to the vertical actuator 6 by a steel wire rope 7.

[0067] Combination Figure 1 and Figure 2 The positioning frame 15 is fixed to the calibrated and leveled workbench 16. Due to the special structure of the single-axle railway freight car running gear, four sets of movable positioning frames 15 are required to fully simulate the wheelset positioning layout. The crossbeam 17 simulates the crossbeam 17 of the vehicle and serves to connect the suspension system 20 to be tested. The crossbeam 17 is connected to two columns 18 on both sides and fixed to the seat through the seat plate 19. The positioning blocks of the seat plate 19 can be adjusted within the slide stroke of the workbench 16 to match the suspension system 20 of vehicles with different parameters.

[0068] The suspension system 20 of a railway freight car was tested. The top of the suspension system 20 is connected to the car body, while the bottom is suspended and not connected to the ground. Directly pressing the test object downwards does not provide a stable point of force. To address this, the present invention uses a vertical actuator 6 to pull the steel wire rope 7 upwards to achieve loading, and the positioning frame 15 provides a reaction force to simulate the vertical load. For this loading method, the suspension system 20 under test is arranged according to the actual spatial dimensions of the components installed on the vehicle to simulate the stress state of the vehicle during operation.

[0069] Example 2

[0070] In another typical embodiment of the present invention, such as Figures 1-6 As shown, a test method for a suspension system test bench is presented.

[0071] Using the suspension system test bench as described in Example 1, the following steps are included:

[0072] The suspension system 20 to be tested is connected to the positioning frame 15, and the positioning frame 15 is located at the position where the wheelset to be installed on the suspension system 20 to be tested.

[0073] The two ends of the pressure beam 8 are connected to the suspension system 20 to be tested, simulating the stress state of the suspension system 20 when it is installed on a railway freight car;

[0074] The output of the loading component 1 acts on the pressure beam 8, and the pressure beam 8 transmits the loading force to the suspension system 20 under test.

[0075] The loading component 1 can apply a three-axis loading effect to the suspension system 20 under test through the pressure beam 8, simulating the wheel-rail lateral force, longitudinal impact force and vertical load on the suspension system 20 during the movement of railway freight cars.

[0076] The suspension system 20 under test is connected by the positioning component 3 and the pressure beam 8 to simulate the stress state of the suspension system 20 on the railway freight car. The loading component 1 is used to apply a loading effect to the suspension system 20 under test, accurately simulating the wheel-rail lateral force, longitudinal impact force and vertical load on the suspension system 20 during vehicle movement. Therefore, it is not necessary to test the whole vehicle, reducing the occupation of the test site and being able to adapt to different specifications of suspension systems to meet the test requirements.

[0077] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A suspension system test bench, characterized in that, include: The positioning assembly includes multiple positioning frames arranged on the workbench. The positioning frames are distributed at the positions where the suspension system under test is connected to the wheelsets. The positioning frames are used to connect the suspension system under test. A connecting assembly, including a pressure beam, is used to simultaneously connect two suspension systems under test; The loading component has its output end connected to the pressure beam and can load the pressure beam in three axes, which is then transmitted to the suspension system under test. The pressure beam is provided with a longitudinal connecting seat, a transverse connecting seat and a lifting lug. The longitudinal connecting seat is located on at least one side of the horizontal axis of the pressure beam and is connected to the first output end of the loading component. The transverse connecting seat is located on at least one end of the axial direction of the pressure beam and is connected to the second output end of the loading component. The lifting lug is arranged on the upper part of the vertical axis of the pressure beam and is connected to the third output end of the loading component. The loading assembly includes a lateral actuator, a longitudinal actuator, and a vertical actuator. The lateral actuator loads along the axial direction of the pressure beam, the longitudinal actuator loads in a horizontal direction perpendicular to the axis of the pressure beam, and the vertical actuator loads in a vertical direction perpendicular to the axis of the pressure beam.

2. The suspension system test bench as described in claim 1, characterized in that, The positioning frame is movably connected to the workbench, and a detachable locking component is fitted between the positioning frame and the workbench. Each end of the suspension system to be tested is connected to a positioning frame.

3. The suspension system test bench as described in claim 2, characterized in that, The positioning frame includes a crossbeam, columns, and a base plate. Two columns connect the crossbeam and the base plate respectively to form a U-shaped structure. The side of the crossbeam facing the base plate is used to connect the suspension system to be tested.

4. The suspension system test bench as described in claim 1, characterized in that, The pressure beam has shaft holes at both ends, which are fitted with rotating shafts for connecting the suspension system to be tested. The pressure beam is arranged below the suspension system to be tested.

5. The suspension system test bench as described in claim 1, characterized in that, The lateral actuator is connected to the pressure beam via a hinge, the longitudinal actuator is connected to the pressure beam via a hinge, and the vertical actuator is suspended above the pressure beam by a steel wire rope to apply a lifting effect to the pressure beam.

6. The suspension system test bench as described in claim 1, characterized in that, The pressure beam is connected to the output end of the loading component and is equipped with a reinforcement.

7. A test method for a suspension system test bench as described in any one of claims 1-6, characterized in that, include: The suspension system to be tested is connected to the positioning frame, which is located at the position where the wheelset to be installed on the suspension system to be tested. The two ends of the pressure beam are connected to the suspension system to be tested, simulating the stress state of the suspension system to be tested when it is installed on a railway freight car; The load component output acts on the pressure beam, which then transmits the load to the suspension system under test.

8. The test method for the suspension system test bench as described in claim 7, characterized in that, The loading component can apply a three-axis loading effect to the suspension system under test through the pressure beam, simulating the wheel-rail lateral force, longitudinal impact force and vertical load on the suspension system during the movement of railway freight cars.

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