A proportional rail vehicle traction and braking test platform

Abstract

The invention discloses a proportional rail vehicle traction and braking test platform, which belongs to the field of railway engineering technology, and comprises a connecting bridge and two retaining frames, wherein the retaining frames comprise a driving wheel retaining mechanism and an inertia wheel retaining mechanism, each driving wheel retaining mechanism is provided with an active traction wheel, each inertia wheel retaining mechanism is provided with an inertia load wheel, the wheel surfaces of the active traction wheel and the inertia load wheel are in contact with each other and the contact depth is adjustable, a preset fixed wheelbase is provided between the axes of the two active traction wheels, the active traction wheel is driven by the output shaft of the traction motor, a speed sensor is provided on the output shaft of the traction motor, and the two active wheel retaining mechanisms are connected by a connecting bridge. The wheels on the same side of the front and rear wheelsets on the train bogie can be simulated, and the spacing of the active traction wheels is designed to be the actual fixed wheelbase of the rail vehicle bogie, and the simulation of the traction and braking effects is closer to the real working conditions, so that the experimental results have a higher reference value.

Description

Technical Field

[0001] The invention relates to the technical field of railway engineering, and in particular to a proportional rail vehicle traction and braking test platform. Background Art

[0002] Traction and braking performance are important performances for evaluating the safety of urban rail vehicles. As rail vehicles gradually develop towards high speed and heavy load, train braking performance has become an important factor in evaluating train safety and reliability. The shorter the train braking distance, the better the train braking performance and the higher the carrying safety of rail vehicles. Wheel-rail adhesion is the physical basis of the dynamic behavior of wheel-rail rail vehicles, which determines the potential level of traction, braking force, and guiding force. Generally speaking, the greater the adhesion, the greater the braking force and the required traction, but the greater the braking force and the required traction does not mean that the vehicle's traction and braking performance are better. Because the traction and braking of rail vehicles are directly driven by the adhesion between the wheel and rail to accelerate and decelerate the rail vehicle. If the load of the rail vehicle is too large, the maximum adhesion caused by the axle weight will be too large, and the energy consumption will increase, which is not conducive to maintaining its normal service life. It will also cause uneven distribution of the force between the wheel and rail, increasing the risk of side slip and derailment of the rail vehicle; if the load of the rail vehicle is too small, the maximum adhesion caused by the axle weight will be too small, and the traction and braking force that can be provided will be insufficient, which will cause tread scratches, inefficient braking and other problems, seriously endangering the life of the rail vehicle and driving safety. Therefore, appropriate adhesion, appropriate braking force and required traction can ensure that the vehicle has excellent braking performance, traction performance, safety performance, service life and energy consumption performance.

[0003] Generally speaking, when the wheel-rail adhesion coefficient is determined, the maximum adhesion between the locomotive's wheels and rails depends only on the axle weight. As the locomotive axle weight increases, the maximum adhesion between the locomotive's wheels and rails will increase linearly (axle weight refers to the maximum vehicle weight allowed to be shared by each axle), that is, the smaller the axle weight, the smaller the adhesion, and the larger the axle weight, the greater the adhesion. Therefore, determining a suitable axle weight is crucial to determining a suitable adhesion and ensuring that the vehicle takes into account braking performance, traction performance, service life, and energy consumption. However, the relationship between axle weight and braking force is not completely linear, because although an increase in axle weight will increase adhesion, it will also increase the overall weight of the vehicle, and then increase the inertia of the vehicle. If the inertia is too large, it will also affect the braking force, which is not conducive to deceleration and braking, and will increase the wear and tear of the track. Therefore, only by fully considering the relationship between axle weight, adhesion and inertia can we truly understand the interaction between axle weight, adhesion, traction and braking performance.

[0004] At present, in order to fully understand the relationship between axle weight, adhesion and inertia, the common practice is to use a wheel-rail test bench to study the traction and braking performance of rail vehicles under different axle weights, and then help understand the dynamic characteristics of its adhesion. The wheel-rail test bench is usually composed of a pair of inertial load wheels, a pair of active traction wheels, a current and voltage sensor, and a torque and speed sensor. For example, the wheel-rail test bench disclosed in the application number "201810565601.5" and the patent name "A high-speed train wheel wear test bench" has a pair of inertial load wheels pressed on a pair of active traction wheels with the help of a bracket and coupled with each other to simulate wheel-rail contact, and the current and voltage sensors and torque and speed sensors can measure the corresponding values ​​and then convert them into traction and braking performance. However, when designing the above-mentioned wheel-rail test bench, only the mutual influence between the two wheels on the same axle during traction and braking was considered, and a single set of bogies is usually provided with two sets of front and rear wheels, that is, there are two axles in the front and rear. Therefore, it is impossible to explore what kind of influence there is between the two wheels on the same side of the front and rear axles under a fixed wheelbase. Summary of the invention

[0005] The purpose of the present invention is to solve the above technical problems and provide a proportional rail vehicle traction and braking test platform, which can simulate the wheels on the same side of the front and rear wheel sets on the train bogie, and the spacing between the two active traction wheels is designed to be the actual fixed wheelbase of the rail vehicle bogie. The simulation of the traction and braking effects is closer to the actual working conditions of the rail vehicle during traction and braking, so that the experimental results have a higher reference value.

[0006] To achieve the above-mentioned purpose, the present invention provides the following scheme: The present invention discloses a proportional rail vehicle traction and braking experimental platform, comprising a connecting bridge and two retaining frames, each of the retaining frames comprising a driving wheel retaining mechanism and an inertia wheel retaining mechanism, the driving wheel retaining mechanism and the inertia wheel retaining mechanism being independent of each other, each of the driving wheel retaining mechanisms being provided with a driving traction wheel, each of the inertia wheel retaining mechanisms being provided with an inertia load wheel for pressing above the driving traction wheel, the wheel surfaces of the driving traction wheel and the inertia load wheel being in contact with each other and the contact depth being adjustable, the axes of the inertia load wheel and the driving traction wheel of the same retaining frame being parallel to each other and being located on the same vertical line, the axes of the driving traction wheels on the two retaining frames being parallel to each other and being located on the same horizontal line, the axes of the driving traction wheels on the two retaining frames being provided with a preset fixed wheelbase, each of the driving traction wheels being driven by an output shaft of a traction motor, a speed sensor being provided on the output shaft of the traction motor, and the driving wheel retaining mechanisms of the two retaining frames being connected by the connecting bridge.

[0007] Preferably, a groove is provided on the wheel surface of the inertial load wheel, and the wheel surface of the active traction wheel contacts the bottom of the groove.

[0008] Preferably, the driving wheel holding mechanism comprises two driving wheel supports arranged at intervals along the axial direction of the driving traction wheel, a support bearing with a bearing seat is installed on the driving wheel support, the driving traction wheel is located between the two driving wheel supports, a driving wheel shaft is coaxially fixed on the driving traction wheel, two ends of the driving wheel shaft are respectively connected to the support bearings on the two driving wheel supports, and the output shaft of the traction motor is coaxially fixedly connected to one end of the driving wheel shaft.

[0009] Preferably, the inertia wheel holding mechanism comprises two inertia wheel brackets arranged at intervals along the axial direction of the inertia load wheel, the two driving wheel brackets are located between the two inertia wheel brackets, the top of the inertia wheel bracket is provided with a U-shaped opening, the open end of the U-shaped opening is arranged upward, two support arms of the U-shaped opening are provided with vertical slide rails, a slider bearing with a built-in sliding seat is slidably connected to the vertical slide rail, a support block is provided at the closed end of the U-shaped opening, an adjusting bolt for supporting the sliding seat is threadedly connected to the support block, the adjusting bolt is arranged vertically, an inertia wheel shaft is coaxially fixedly connected to the inertia load wheel, both ends of the inertia wheel shaft are connected to the slider bearings on the two U-shaped openings, and the connecting bridge is connected to the U-shaped opening.

[0010] Preferably, the closed end of the U-shaped opening is provided with an adjustment opening located below the supporting bracket, and the end of the adjustment bolt extends into the adjustment opening.

[0011] Preferably, the output shaft of the traction motor, the speed sensor and the driving wheel shaft are connected via a coupling.

[0012] Preferably, the traction motor is supported by a motor support, and the rotation speed sensor is supported by a sensor support.

[0013] Preferably, it also includes a supporting platform, and the motor support, the sensor support, the driving wheel support, and the inertia wheel support are all installed on the supporting platform.

[0014] Preferably, the bottom of the supporting platform is provided with support bars arranged at intervals.

[0015] Preferably, a vibration acceleration sensor and / or a sound sensor is provided on the bridge deck of the connecting bridge.

[0016] Compared with the prior art, the present invention has achieved the following technical effects:

[0017] In the present invention, two sets of parallel active traction wheels and inertia load wheels are arranged to simulate the wheels on the same side of the front and rear wheel pairs on the train bogie, and the spacing between the two sets of active traction wheels is designed to be the actual fixed wheelbase of the rail vehicle bogie. Therefore, the traction and braking effects of the entire bogie can be simulated, which is closer to the actual working conditions of the rail vehicle during traction and braking, so that the experimental results have a higher reference value. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a three-dimensional structural schematic diagram of a proportional rail vehicle traction and braking experimental platform;

[0020] Figure 2 It is a front view structural schematic diagram of a proportional rail vehicle traction and braking test platform;

[0021] Figure 3 It is a side view structural diagram of a proportional rail vehicle traction and braking test platform;

[0022] Figure 4 It is a top view structural schematic diagram of a proportional rail vehicle traction and braking test platform;

[0023] Figure 5 This is a schematic diagram of the structure of the experimental platform when there is no traction motor installed on one side;

[0024] Figure 6 It is a partial enlarged structural schematic diagram of the inertia wheel holding mechanism;

[0025] Figure 7 It is a structural schematic diagram of the inertia wheel holding mechanism;

[0026] Figure 8 It is a schematic diagram of the matching structure of the inertial load wheel and the slider bearing;

[0027] Fig. 9 It is a structural schematic diagram of the inertia wheel shaft;

[0028] Fig.10 It is a structural schematic diagram of a slider bearing with a sliding seat;

[0029] Fig.11 It is a structural schematic diagram of the driving wheel holding mechanism;

[0030] Fig.12It is a schematic diagram of the matching structure of the active traction wheel and the support bearing;

[0031] Fig.13 It is a structural schematic diagram of the driving wheel shaft;

[0032] Fig.14 is a schematic diagram of the structure of a support bearing with a bearing seat;

[0033] Fig.15 This is a schematic diagram of the structure of the connecting bridge.

[0034] Explanation of the reference numerals in the accompanying drawings: 1. Supporting platform; 2. Motor support; 3. Sensor support; 4. Driving wheel support; 5. Inertia wheel bracket; 6. Connecting bridge; 7. Support cross bar; 8. Traction motor; 9. Speed ​​sensor; 10. Driving traction wheel; 11. Inertia load wheel; 12. Bearing seat; 13. Support bearing; 14. Driving wheel shaft; 15. Vertical slide rail; 16. Sliding seat; 17. Slider bearing; 18. Support bracket; 19. Threaded hole; 20. Adjustment opening; 21. Coupling; 22. Inertia wheel shaft; 23. Groove; 24. Shaft through hole; 25. Slide groove; 26. Washer. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] This embodiment provides a proportional rail vehicle traction and braking test platform, such as Figures 1 to 15As shown, it includes a connecting bridge 6 and two retainers, each retainer includes a driving wheel retaining mechanism and an inertia wheel retaining mechanism, and the driving wheel retaining mechanism and the inertia wheel retaining mechanism are independent of each other. That is, there are two driving wheel retaining mechanisms, two inertia wheel retaining mechanisms and a connecting bridge 6 in total. The two inertia wheel retaining mechanisms are connected by the connecting bridge 6, each driving wheel retaining mechanism is provided with a driving traction wheel 10, and each inertia wheel retaining mechanism is provided with an inertia load wheel 11, that is, there are two driving traction wheels 10 and two inertia load wheels 11 in total. The two inertia load wheels 11 are respectively pressed above the two driving traction wheels 10, that is, one driving traction wheel 10 and one inertia load wheel 11 above it form a group. The wheel surfaces of the driving traction wheel 10 and the inertia load wheel 11 are in contact with each other and the contact depth is adjustable. By adjusting the contact depth, the gravity load brought by the inertia load wheel 11 to the driving traction wheel 10 can be changed to simulate the influence of different axle weights on the adhesion between the inertia load wheel 11 and the driving traction wheel 10, and couple the simulated wheel-rail adhesion. The axes of the inertial load wheel 11 and the active traction wheel 10 of the same cage are parallel to each other and located on the same vertical line, that is, the axes of the inertial load wheel 11 and the active traction wheel 10 belonging to the same group are parallel to each other and located on the same straight line. The axes of the active traction wheels 10 on the two cages are parallel to each other and located on the same horizontal line, that is, the axes of the two active traction wheels 10 are parallel to each other and located on the same horizontal line, which means that the axes of the two inertial load wheels 11 are also parallel to each other and located on the same horizontal line. There is a preset fixed wheelbase between the axes of the active traction wheels 10 on the two cages, that is, there is a preset fixed wheelbase value between the axes of the two active traction wheels 10. The fixed wheelbase is one of the important technical parameters of the bogie. It represents the distance from the axle center of the front wheel pair of the bogie to the axle center of the rear wheel pair. This distance is fixed. Different models of rail vehicles have different fixed wheelbases. Setting the distance between the axes of the two active traction wheels 10 as the fixed wheelbase of the rail vehicle bogie is conducive to improving the reference value of the experimental results. Each active traction wheel 10 is driven by the output shaft of a traction motor 8, that is, there are two traction motors 8, which respectively drive two active traction wheels 10. A speed sensor 9 is provided on the output shaft of the traction motor 8 to monitor the speed of the output shaft of the traction motor 8. The two inertia wheel holding mechanisms are connected by a connecting bridge 6, and the two inertia wheel holding mechanisms are connected as a whole to transmit vibration to each other, simulating the real vibration effect of the wheel rail on the wheel when walking on the bogie.

[0037] The two traction motors 8 are started at the same time, and the output shafts of the two traction motors 8 rotate forward synchronously to output torque, and the two active traction wheels 10 are driven to rotate synchronously. The inertia load wheel 11 rotates drivenly due to the existence of adhesion, so as to simulate the real working condition of the adhesion effect when the wheel and rail are running together. Through the forward rotation, speed regulation and reverse rotation of the traction motor 8, the traction, braking and speed-up simulation of the two wheels on the same side of the front and rear axles on the bogie can be realized. The experimental data obtained by the speed sensor 9 can be used to analyze the influence of the vehicle axle weight on the adhesion between the wheel and rail, and the influence of adhesion on the traction and braking of the vehicle. The so-called equal proportion mainly refers to that the wheelbase (axis spacing) of the two active traction wheels 10 is set to the same distance as the fixed wheelbase of the actual vehicle bogie, thereby ensuring that the experimental effect of this experimental platform is also the closest to the operating condition of the rail vehicle. The connecting bridge 6 connects the two inertia wheel holding mechanisms, connects the two inertia wheel holding mechanisms as a whole, transmits vibration to each other, and simulates the real vibration effect of the wheel and rail on the wheel when walking on the bogie.

[0038] Regarding the determination of the real-time wheel-rail adhesion, although the wheel-rail adhesion cannot be directly measured by instruments, the wheel-rail adhesion is the direct force of the traction and braking of the rail vehicle, so the level of wheel-rail adhesion can be judged according to the speed change effect of traction and braking. The speed sensor 9 can directly obtain the real-time speed of the traction motor 8, which can indirectly obtain the speed of the active traction wheel 10, and generate data on the speed change of the active traction wheel 10 over time. Intuitively, a curve of the speed change over time can be generated to obtain experimental data.

[0039] Specifically, during the experiment, the wheel-rail adhesion coefficient can be predetermined through experimental design, and the relationship between the maximum wheel-rail adhesion of the locomotive and the locomotive axle weight can be expressed as: maximum wheel-rail adhesion = wheel-rail adhesion coefficient K * axle weight. This formula can be used to analyze the effect of vehicle axle weight on wheel-rail adhesion. The maximum wheel-rail adhesion index is not mainly used in the design of this test bench, but serves as a reference in the evaluation of experimental data.

[0040] According to the design structure of this test bench, the traction and braking conditions can be equivalent to a dynamic model: when the inertial load wheel 11 is loaded with an axle weight M, a real-time wheel-rail adhesion force F is generated. This force F causes the rotation speed of the inertial load wheel 11 with a weight of M to change from ω1 to ω2, and the change time is t. The radius of the inertial load wheel 11 is R (the above conditions can be directly measured). The real-time wheel-rail adhesion force F can be approximated by a simple rigid body dynamics model:

[0041] ;

[0042] Where α is the angular acceleration;

[0043] In an experiment, the speed sensor 9 can obtain the speed-time curve of the active traction wheel 10 of the test bench, that is, the horizontal axis is time and the vertical axis is speed; the slope value of the curve can be known, and the slope value is the angular acceleration α, so the real-time wheel-rail adhesion during the entire experiment can be calculated:

[0044] ;

[0045] By comparing and analyzing the above speed-time curve and the real-time wheel-rail adhesion-time curve, the real-time relationship between the speed change and the real-time adhesion change can be seen. Further analysis of the characteristics of the two curves can achieve the purpose of separately analyzing the influence of adhesion on vehicle traction and braking.

[0046] The above rigid body dynamics model formula has variations:

[0047] ;

[0048] When the speed of the active traction wheel 10 changes from ω1 to ω2, the wheel travel distance X is calculated as follows:

[0049] ;

[0050] Substituting the rigid body dynamics model formula into this formula, we have:

[0051] ;

[0052] In a single braking experiment, this formula is combined with the above-mentioned wheel-rail real-time adhesion-time curve to obtain the braking distance-time curve of the simulated vehicle, and the real-time relationship between the braking distance and the real-time adhesion change can be analyzed.

[0053] Braking distance is one of the important indicators to measure train braking performance.

[0054] In this embodiment, Figures 1 to 15 As shown, a circle of grooves 23 are provided on the wheel surface of the inertial load wheel 11, and the active traction wheel 10 is embedded in the groove 23, and the wheel surface of the active traction wheel 10 contacts the groove bottom of the groove 23. The main purpose of the groove 23 is to guide the inertial load wheel 11 and the active traction wheel 10 to run in a suitable position to avoid deviation.

[0055] In this embodiment, Figures 1 to 15As shown, the driving wheel holding mechanism includes two driving wheel supports 4, and the two driving wheel supports 4 are arranged at intervals along the axial direction of the driving traction wheel 10. A support bearing 13 with a bearing seat 12 is installed on the driving wheel support 4. The driving traction wheel 10 is located between the two driving wheel supports 4. A driving wheel shaft 14 is coaxially fixed on the driving traction wheel 10, and the two ends of the driving wheel shaft 14 are respectively connected to the support bearings 13 on the two driving wheel supports 4. Preferably, the support bearing 13 can adopt UCP support bearings. The output shaft of the traction motor 8 is coaxially fixedly connected to one end of the driving wheel shaft 14. Preferably, the driving wheel support 4 is composed of a rectangular platform and two parallel legs, and the two parallel legs support the rectangular platform. The bearing seat 12 is installed on the rectangular platform and can be connected by bolts. The bearing seat 12 is provided with a retaining wall for limiting the bearing seat 12. The orientation of the retaining wall is two orientations that are relatively outer relative to the experimental platform itself. Preferably, the driving wheel shaft 14 may adopt a five-step shaft structure, the third step is used to mount the driving traction wheel 10 , and the second and fourth steps are used to mount the gasket 26 and the support bearing 13 .

[0056] In this embodiment, Figures 1 to 15As shown, the inertia wheel holding mechanism includes two inertia wheel brackets 5, and the two inertia wheel brackets 5 are arranged at intervals along the axial direction of the inertia load wheel 11. The two driving wheel supports 4 are located between the two inertia wheel brackets 5. The top of the inertia wheel bracket 5 is provided with a U-shaped mouth, and the open end of the U-shaped mouth is arranged upward. The two arms of the U-shaped mouth are provided with vertical slide rails 15, and the vertical slide rails 15 are slidably connected with a slider bearing 17 with a sliding seat 16. Preferably, the slider bearing 17 can adopt a UCT slider bearing. The closed end of the U-shaped mouth is provided with a support bracket 18, and the support bracket 18 is provided with a threaded hole 19, and the threaded hole 19 is threadedly connected with an adjusting bolt, and the adjusting bolt is vertically arranged to support the sliding seat 16 above it. The inertia wheel shaft 22 is coaxially fixedly connected to the inertia load wheel 11, and the two ends of the inertia wheel shaft 22 are connected to the slider bearings 17 on the two U-shaped openings. Preferably, the inertia wheel shaft 22 is a three-stage stepped shaft, the second step is installed with the inertia load wheel 11, and the first and third steps are installed with the slider bearings 17. By turning the adjusting bolt and changing the height of the adjusting bolt, the height of the sliding seat 16 and the inertia load wheel 11 can be changed, thereby adjusting the contact depth of the wheel surfaces of the inertia load wheel 11 and the active traction wheel 10, so as to change the gravity load on the active traction wheel 10 and achieve the purpose of adjusting the axle weight. At this time, the gravity load is composed of the inertia load wheel 11, the inertia wheel shaft 22 and the two slider bearings 17 with the sliding seat 16. By adjusting the bolt to completely separate the inertia load wheel 11 from the active traction wheel 10, the active traction wheel 10 can also be unloaded. Preferably, the inertia wheel bracket 5 is in a half I-shape as a whole, and a U-shaped opening is cut at the top of the web of the inertia wheel bracket 5. Vertical slide rails 15 are arranged on the two side walls of the U-shaped opening, and cooperate with the slide grooves 25 on both sides of the sliding seat 16 to realize the vertical sliding of the slider bearing 17. The connecting bridge 6 is connected to the U-shaped opening. The connecting bridge 6 is a connecting structure similar to an arch bridge. Two groups of connecting parts are arranged at the two bridge heads of the connecting bridge 6. Each group of connecting parts includes two connecting heads, and the two connecting heads are used to be fixedly connected to the two arms of the U-shaped opening. The connection method of the connecting head and the arm of the U-shaped opening can be a binding method, a bolt connection method, a welding method, or a mortise and tenon connection method, etc. The web is provided with an axis through hole 24 for the driving wheel shaft 14 to pass through.

[0057] Further, in this embodiment, if Figures 1 to 15 As shown, the closed end of the U-shaped opening is provided with an adjustment opening 20 located below the support bracket 18, and the end of the adjustment bolt extends into the adjustment opening 20, and the adjustment bolt is conveniently rotated through the adjustment opening 20. Preferably, the screw end of the adjustment bolt extends into the adjustment opening 20, and the nut end of the adjustment bolt is used for support. As a preferred embodiment, if the inertia wheel bracket 5 adopts a half I-shaped structure, a rectangular opening needs to be opened on the web below the U-shaped opening as the adjustment opening 20.

[0058] In this embodiment, Figures 1 to 15As shown, the output shaft of the traction motor 8, the speed sensor 9, and the driving wheel shaft 14 are connected via a coupling 21, that is, the output shaft of the traction motor 8 is first connected to one end of the input shaft of the speed sensor 9 via a coupling 21, and the other end of the output shaft of the speed sensor 9 is connected to the driving wheel shaft 14 via a coupling 21.

[0059] Further, in this embodiment, if Figures 1 to 15 As shown, the traction motor 8 is supported by the motor support 2 , and the rotation speed sensor 9 is supported by the sensor support 3 .

[0060] Further, in this embodiment, if Figures 1 to 15 As shown, the experimental platform also includes a supporting platform 1, which is arranged close to the ground. The motor support 2, the sensor support 3, the driving wheel support 4, and the inertia wheel support 5 are all installed on the supporting platform 1, which improves the integrity of the experimental platform and facilitates the setting and transportation. Preferably, the supporting platform 1 is an axisymmetric structure, and the two motor supports 2, the two sensor supports 3, the two driving wheel supports 4, and the two inertia wheel supports 5 are symmetrically arranged along the symmetry axis of the supporting platform 1.

[0061] Further, in this embodiment, if Figures 1 to 15 As shown, the bottom of the supporting platform 1 is provided with support bars 7 arranged at intervals, and the support bars 7 are used as support between the supporting platform 1 and the ground. The support bars 7 are arranged at intervals to ensure the lightweight of the supporting mechanism. Of course, the supporting mechanism is not limited to the form of the support bars 7, and can also be supported by other reliable forms such as a plurality of pillars. When the supporting mechanism is provided, there is an additional benefit that a height gap can be generated between the supporting platform 1 and the ground. The height gap is convenient for transporting equipment to transport the supporting platform 1 to other places, such as using a forklift to insert into the gap. Secondly, the supporting platform 1 can be kept away from the ground, maintaining a certain height distance between the two, and reducing the probability of water sprayed when cleaning the ground or water vapor sublimated from the ground invading the motor.

[0062] In this embodiment, Figures 1 to 15 As shown, a vibration acceleration sensor and / or a sound sensor is provided on the bridge deck of the connecting bridge 6 for function expansion, which can measure the relevant dynamic data of the vibration and noise data borne by the primary suspension system during traction and braking of the rail vehicle. The obtained experimental data can be used for the dynamic research of the rail vehicle bogie, which helps to improve the safety and comfort of the rail vehicle.

[0063] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A proportional rail vehicle traction and braking test platform, It is characterized in that The invention comprises a connecting bridge and two retainers, each of the retainers comprises a driving wheel retaining mechanism and an inertia wheel retaining mechanism, the driving wheel retaining mechanism and the inertia wheel retaining mechanism are independent of each other, each of the driving wheel retaining mechanisms is provided with a driving traction wheel, each of the inertia wheel retaining mechanisms is provided with an inertia load wheel for pressing above the driving traction wheel, the wheel surfaces of the driving traction wheel and the inertia load wheel are in contact with each other and the contact depth is adjustable, the axes of the inertia load wheel and the driving traction wheel of the same retainer are parallel to each other and are located on the same vertical line, the axes of the driving traction wheels on the two retainers are parallel to each other and are located on the same horizontal line, a preset fixed wheelbase is provided between the axes of the driving traction wheels on the two retainers, each of the driving traction wheels is driven by an output shaft of a traction motor, a speed sensor is provided on the output shaft of the traction motor, and the driving wheel retaining mechanisms of the two retainers are connected through the connecting bridge.

2. A proportional rail vehicle traction and braking test platform according to claim 1, It is characterized in that A groove is arranged on the wheel surface of the inertia load wheel, and the wheel surface of the active traction wheel contacts the bottom of the groove.

3. A proportional rail vehicle traction and braking test platform according to claim 1 or 2, It is characterized in that The driving wheel holding mechanism includes two driving wheel supports arranged at intervals along the axial direction of the driving traction wheel, a support bearing with a bearing seat is installed on the driving wheel support, the driving traction wheel is located between the two driving wheel supports, a driving wheel shaft is coaxially fixed on the driving traction wheel, two ends of the driving wheel shaft are respectively connected to the support bearings on the two driving wheel supports, and the output shaft of the traction motor is coaxially fixedly connected to one end of the driving wheel shaft.

4. A proportional rail vehicle traction and braking test platform according to claim 3, It is characterized in that The inertia wheel holding mechanism comprises two inertia wheel brackets arranged at intervals along the axial direction of the inertia load wheel, the two driving wheel brackets are located between the two inertia wheel brackets, a U-shaped opening is provided at the top of the inertia wheel bracket, the open end of the U-shaped opening is arranged upward, vertical slide rails are provided on the two support arms of the U-shaped opening, a slider bearing with a sliding seat is slidably connected to the vertical slide rail, a support bracket is provided at the closed end of the U-shaped opening, an adjusting bolt for supporting the sliding seat is threadedly connected to the support bracket, the adjusting bolt is arranged vertically, an inertia wheel shaft is coaxially fixedly connected to the inertia load wheel, both ends of the inertia wheel shaft are connected to the slider bearings on the two U-shaped openings, and the connecting bridge is connected to the U-shaped opening.

5. A proportional rail vehicle traction and braking test platform according to claim 4, It is characterized in that The closed end of the U-shaped opening is provided with an adjustment opening located below the support bracket, and the end of the adjustment bolt extends into the adjustment opening.

6. A proportional rail vehicle traction and braking test platform according to claim 4, It is characterized in that The output shaft of the traction motor, the speed sensor and the driving wheel shaft are connected via a coupling.

7. A proportional rail vehicle traction and braking test platform according to claim 6, It is characterized in that The traction motor is supported by a motor support, and the rotation speed sensor is supported by a sensor support.

8. A proportional rail vehicle traction and braking test platform according to claim 7, It is characterized in that It also includes a supporting platform, and the motor support, the sensor support, the driving wheel support, and the inertia wheel support are all installed on the supporting platform.

9. A proportional rail vehicle traction and braking test platform according to claim 8, It is characterized in that The bottom of the supporting platform is provided with supporting horizontal bars arranged at intervals.

10. A proportional rail vehicle traction and braking test platform according to claim 1, It is characterized in that A vibration acceleration sensor and / or a sound sensor is arranged on the bridge deck of the connecting bridge.

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