Wear plate experimental device and experimental method for improving wear resistance of car coupler

Abstract

The invention discloses a wearing plate experimental device and experimental method for improving the wear resistance of a car coupler, and relates to the technical field of car coupler wearing plate testing. According to the invention, an airflow control system, a temperature and humidity control system, a mechanical loading system and a bumping simulation double-control system are configured; the bumping simulation double-control system is provided with two electromagnetic driving type bumping platforms, a time control unit used for controlling bumping time nodes of the electromagnetic driving type bumping platforms, a current control unit used for controlling bumping intensity of the electromagnetic driving type bumping platforms, and a bumping connecting mechanism in driving connection with the electromagnetic driving type bumping platforms. And each jolting connecting mechanism is independently connected with one dynamic motion platform. The time and current control units are combined, the jolting time node, the jolting strength and the jolting transmission delay are accurately simulated, and the stress characteristic and the abrasion rule of the coupler wearing plate under the jolting working condition are optimized and explored through comprehensive and accurate simulation and expected analysis of jolting factors.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle coupler wear plate testing, and in particular to a wear plate testing device and a testing method for improving the wear resistance of vehicle couplers. Background Art

[0002] The coupler wear plate is an important component in the railway vehicle coupler system. Its main function is to reduce the wear between the coupler and other components, ensure the normal connection and buffering function of the coupler, and extend the service life of the coupler. For example, a wear plate will be installed on the support seat of type 16 and 17 couplers. When the vehicle is longitudinally pulled, compressed or passes through a curve, the coupler drives the wear plate to move longitudinally and transversely on the support seat, reducing the direct wear between the coupler support seat and the coupler.

[0003] In railway transportation, the performance of the coupler wear plate directly affects the reliability and service life of the coupler. Existing coupler wear plate test benches and methods have significant shortcomings. Most can only test under simple, idealized conditions, and cannot accurately simulate the effects of temperature and humidity changes and vehicle speed changes on coupler force and wear plate wear in actual operation. More importantly, the delay in the transmission of bumps during the vehicle's forward movement is often overlooked.

[0004] In actual railway operation, there is a time delay in the transmission of the impact force generated by the bumps to the coupler through the vehicle structure, and this delay is closely related to the vehicle speed, vehicle suspension system, etc. This delay will change the force characteristics and wear law of the coupler wear plate.

[0005] Since the existing technology cannot effectively simulate these complex factors, the performance data of the coupler wear plate obtained from the test is seriously disconnected from the actual application, making it difficult to effectively guide the optimal design of the wear plate.

[0006] In summary, how to design a comprehensive test device and method for coupler wear plates to reflect the changes in the wear state of coupler wear plates in actual train operation and provide a more accurate model basis for the optimal design of wear plates has become a problem that needs to be solved. Summary of the invention

[0007] In order to solve the above technical problems, the present invention provides a wear plate experimental device and an experimental method for improving the wear resistance of a coupler, thereby reflecting the wear state change of the coupler wear plate in the actual operation of the train and providing a more accurate model basis for the optimal design of the wear plate. The present invention is achieved through the following technical solutions:

[0008] The present invention provides a wear plate experimental device for improving the wear resistance of a coupler, and the experimental device also includes:

[0009] Airflow control system: used to simulate the different airflow environments that the coupler is in in real time.

[0010] Temperature and humidity control system: used to adjust the temperature and humidity of the environment in the experimental device.

[0011] Mechanical loading system: used to simulate the tension and pressure of the coupler at different vehicle speeds. The mechanical loading system is equipped with two independent dynamic motion platforms, each of which is independently connected to one of the coupler wear plates in a set of coupler wear plates.

[0012] The bump simulation dual control system includes two electromagnetically driven bump platforms, a time control unit for controlling the bump time nodes of the electromagnetically driven bump platforms, a current control unit for controlling the bump intensity of the electromagnetically driven bump platforms, and a bump connection mechanism connected to the electromagnetically driven bump platforms. Each bump connection mechanism is independently connected to a dynamic motion platform. Among them, an electromagnetically driven bump platform is fixedly configured with an electromagnetic driving part, and the electromagnetically driven bump platform is provided with an amplitude cavity. A movable base plate connected to the bump connection mechanism is configured in a guide manner in the amplitude cavity, and a permanent magnet is embedded on the side of the movable base plate facing the electromagnetic driving part.

[0013] As a preferred technical solution of the experimental device of the present invention: a travel guide member for guiding and installing the movable base plate is fixedly provided in the amplitude cavity, and the travel guide member is sleeved with an elastic support member for elastically supporting the movable base plate.

[0014] As a preferred technical solution of the experimental device of the present invention: when the electromagnetic driving component is powered off and loses magnetism, the movable base plate is located in the middle position of the amplitude cavity in the vertical direction.

[0015] As a preferred technical solution of the experimental device of the present invention: the movable base plate is equipped with a transmission shaft connected to the bump connection mechanism. The bump connection mechanism is equipped with a connection seat and a main connecting rod, and the bottom of the connection seat is tightly fixed to the transmission shaft by bolts. One end of the main connecting rod is connected to the connection seat through a universal joint, and the other end of the main connecting rod is connected to the corresponding connection point on the dynamic motion platform through a universal joint.

[0016] As a preferred technical solution of the experimental device of the present invention: the upper section of the transmission shaft body is a threaded section, and the connecting seat is provided with a threaded opening which is threadedly matched with the threaded section of the transmission shaft body.

[0017] As a preferred technical solution of the experimental device of the present invention: the current control unit is equipped with a waveform output module, which has built-in sine wave, square wave, triangle wave or pre-input current waveform parameters that meet the bumpy state of the train when running.

[0018] A wear plate test method for improving the wear resistance of a coupler, comprising the following contents:

[0019] S1. The temperature and humidity control system adjusts the temperature and humidity of the environment in the experimental device, and the airflow control system simulates the different airflow environments in which the coupler wear plate is located in real time.

[0020] S2. The mechanical loading system controls the dynamic motion platform to drive the coupler wear plate to simulate the tension and pressure under different vehicle speeds.

[0021] S 3. The distance between the upstream side hook wear plate bumping position point A and the downstream side hook wear plate bumping position point B is D. AB Assuming that the simulated speed of the dynamic motion platform driving the coupler wear plate is V, the delay of the bump transmission between a set of coupler wear plates is T y =D AB / V.

[0022] S4. Assume that when the upstream side coupler wear plate is bumped, the bump simulation current intensity output by the current control unit of the bump simulation dual control system toward the upstream side electromagnetic driven bump platform is I f1 . Bump transmission delay T y After that, the current control unit of the turbulence simulation dual control system outputs a turbulence simulation current intensity of I to the downstream electromagnetic driven turbulence platform. f1 The impact force on the coupler wear plate is F = k 1 I f1 , where k 1 A fixed constant coefficient for converting electromagnetic driving force into an electromagnetically driven jolt platform.

[0023] S5. Assume that the friction coefficient of the coupler to the wear plate is μ, and the interaction time between the coupler and the wear plate when the bump occurs is t z , action time t z ∝Bumping impact force F, that is, the stronger the bumping impact force on the coupler wear plate, the longer the interaction time between the coupler and the wear plate.

[0024] S5.1. When t z ≤T y hour:

[0025] Hookup wear plate in t z Wear amount in time W = k 2 Fμt z , k 2 is a coefficient related to the material properties and wear mechanism of the coupler wear plate.

[0026] S5.2. When t z >T y When the coupler wear plate is at T y The original bumping impact force F during the time period causes the coupler wear plate to wear at T y ~t zThe original bumping impact force F during the time period and the subsequent bumping impact force F on the upstream side coupler x The dual impact of:

[0027] Coupler wear plate in T y Wear amount in time W 前段 =k 2 FμT y .

[0028] Coupler wear plate in T y ~t z Amount of wear over time

[0029] The coupler wear plate is z Amount of wear and tear during time:

[0030]

[0031] S6. The wear amount of the coupler wear plate caused by n bumps and impacts during the experiment is accumulated to obtain the total wear amount W. m总 =W m1 +W m2 +…+W mn , W m1 , W m2 ,…W mn is the wear plate of the coupler at the corresponding t z Amount of wear per time.

[0032] Finally, the wear of the coupler wear plate is measured using a measuring instrument, and the difference between the actual measured value and the expected value is recorded and analyzed.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] The present invention configures two independent dynamic motion platforms through a mechanical loading system, and adopts an electromagnetically driven bump platform through a bump simulation dual control system, combined with a time and current control unit, to achieve accurate simulation of bump time nodes, intensity and bump transmission delay. Through comprehensive and accurate simulation and expected analysis of bump factors, the force characteristics and wear laws of the coupler wear plate under bump conditions are optimized and explored, filling the gap in the prior art in this regard, providing an effective means for the study of the anti-bumping performance of the wear plate, and effectively promoting the optimization design of the wear plate to be more in line with actual operating needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 Schematic diagram of the system platform structure of the experimental device of the present invention.

[0036] Figure 2 It is a schematic diagram of the structure of the electromagnetically driven jolting platform in the present invention.

[0037] Figure 3 It is a structural schematic diagram of the bump connection mechanism in the present invention.

[0038] Figure 4 It is a function reference diagram of the intensity of the turbulence simulation current output by the turbulence simulation dual control system to the upstream electromagnetic driven turbulence platform in the present invention.

[0039] Figure 5 It is a function reference diagram of the turbulence simulation current intensity output by the turbulence simulation dual control system to the downstream electromagnetic driven turbulence platform in the present invention.

[0040] Among them: 1-air flow control system; 2-temperature control system; 3-mechanical loading system, 301-dynamic motion platform; 4-bump simulation dual control system, 401-electromagnetic driven bump platform, 4011-amplitude chamber, 4012-electromagnetic driving part, 4013-movable base plate, 4014-permanent magnet, 4015-bump connection mechanism, 40151-connecting seat, 40152-main connecting rod, 40153-threaded mouth, 4016-travel guide, 4017-elastic support, 4018-transmission shaft, 402-time control unit, 403-current control unit; 5-coupler wear plate. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0042] Embodiment 1: The present invention designs a wear plate experimental device for improving the wear resistance of a coupler, such as Figure 1 , mainly equipped with airflow control system 1, temperature and humidity control system 2, mechanical loading system 3, bump simulation dual control system 4, etc. The specific contents are as follows:

[0043] (a) Airflow control system:

[0044] Function: Simulate various airflow environments in which the coupler is in actual operation, such as different wind speeds and wind directions, to provide close-to-real external aerodynamic conditions for the experiment. By adjusting the fan speed, air duct valve and other components, the speed and direction of the airflow can be accurately controlled, so that the coupler wear plate 5 is subjected to airflow similar to the actual situation during the experiment.

[0045] Structural composition: It consists of a fan, an air duct, a wind speed sensor, a wind direction adjustment device, etc. The fan generates airflow, the air duct guides the airflow to the experimental area, the wind speed sensor monitors the wind speed in real time, and the wind direction adjustment device can change the direction of the airflow.

[0046] (2) Temperature and humidity control system:

[0047] Function: Adjust the ambient temperature and humidity inside the experimental device to simulate the temperature and humidity changes in different regions, seasons and weather conditions. Use heating, cooling, humidification, dehumidification and other equipment to ensure the accuracy and stability of the experimental environment temperature and humidity, so as to study the influence of temperature and humidity on the material performance and wear process of the coupler wear plate.

[0048] Structure: including temperature and humidity sensors, heating wires, refrigeration compressors, humidifiers, dehumidifiers, etc. The temperature and humidity sensors monitor the ambient temperature and humidity, and feed back signals to the controller, which controls the operation of the heating, cooling, humidification, and dehumidification equipment according to the set values.

[0049] (III) Mechanical loading system:

[0050] Function: Simulate the tension and pressure of the coupler at different vehicle speeds to examine the wear resistance of the coupler wear plate under various mechanical conditions. Through two independent dynamic motion platforms 301, different forces of different magnitudes and directions are applied to the two groups of coupler wear plates 5 to achieve multi-condition simulation.

[0051] Structural composition: Each dynamic motion platform 301 is composed of a motor, a screw nut mechanism, a force sensor, a slider, etc. The motor drives the screw to rotate, driving the slider to move on the guide rail. The force sensor is installed at the connection between the slider and the coupler wear plate 5 to measure the applied force and feed it back to the control system to achieve closed-loop control and accurately simulate the required tension and pressure.

[0052] (IV) Bump simulation dual control system:

[0053] Function: Accurately simulate the bumping conditions during vehicle driving, including the bumping time node, intensity and the transmission delay of the bumping between the coupler wear plate. The bumping motion is generated by the electromagnetically driven bumping platform 401 and is precisely controlled by the time control unit 402 and the current control unit 403, providing conditions for studying the impact of bumping on the wear of the coupler wear plate.

[0054] Structural composition: Figure 1 , Figure 2, an electromagnetically driven jolting platform 401, an electromagnetic driving member 4012 is fixed inside, and an amplitude cavity 4011 is provided. A movable substrate 4013 is installed in the amplitude cavity 4011, and a permanent magnet 4014 is embedded in the movable substrate 4013 on the side facing the electromagnetic driving member 4012. When the electromagnetic driving member 4012 is energized, a magnetic field is generated to interact with the permanent magnet 4014, driving the movable substrate 4013 to move up and down in the amplitude cavity 4011, thereby generating a jolting effect. A travel guide 4016, such as a linear guide rail, is also fixed in the amplitude cavity 4011 to ensure the linearity of the movement of the movable substrate 4013. An elastic support member 4017, such as a spring, is sleeved on the travel guide 4016 to provide elastic buffering during the jolting process, reduce the damage to the system caused by impact and vibration, and make the jolting movement smoother. When the electromagnetic drive part 4012 is powered off and demagnetized, the movable base plate 4013 is located in the middle position of the amplitude cavity 4011 in the vertical direction, which is convenient for system reset and next startup. The movable base plate 4013 is connected to the bump connection mechanism 4015 through the transmission shaft body 4018. The upper section of the transmission shaft body 4018 is a threaded section, which is screwed with the threaded opening 40153 on the connection seat 40151 of the bump connection mechanism 4015, which is convenient for adjusting the connection position and pre-tightening force, and ensuring the reliability and stability of the connection.

[0055] The time control unit 402 uses a programmable controller PLC or a microcontroller MCU as the core and has a built-in clock module. It can set the start and stop time of the electromagnetically driven bumpy platform 401 and the time interval between different bumpy actions according to experimental requirements, accurately control the bumpy time nodes, and realize complex bumpy working condition simulation.

[0056] The current control unit 403 is composed of a power amplifier, a current sensor and a waveform output module. The waveform output module has built-in sine wave, square wave, triangle wave or pre-input current waveform parameters that meet the bumpy state of the train. By controlling the size and waveform of the output current, the magnetic field strength and change law of the electromagnetic drive component 4012 are changed, thereby accurately controlling the bump intensity and motion characteristics of the bumpy platform. The current sensor monitors the output current in real time and feeds back to the control system for closed-loop regulation to ensure the accuracy of current control.

[0057] like Figure 1 , Figure 2 , Figure 3, the bump connection mechanism 4015 includes a connection seat 40151 and a main connecting rod 40152. The bottom of the connection seat 40151 is tightly fixed to the transmission shaft body 4018 by bolts, one end of the main connecting rod 40152 is connected to the connection seat 40151 by a universal joint, and the other end is connected to the corresponding connection point on the dynamic motion platform 301 by a universal joint. This connection method can effectively transmit the bump motion, while allowing a certain angle deviation, adapting to the connection requirements of the dynamic motion platform 301 in different motion states, and ensuring the accuracy and reliability of the bump simulation.

[0058] The present invention adopts an electromagnetic drive method to simulate the bump change. Compared with the previous vibration motor output simulation bump change method, the present invention greatly reduces mechanical wear, and the current direct control method has a faster response speed.

[0059] like Figure 1 , Figure 4 , Figure 5 In t 1 When the upstream electromagnetically driven turbulence platform 401 outputs the turbulence simulation current intensity I f1 , after the bumpy transmission delay T y After that, at t 2 When the turbulence simulation current intensity output by the electromagnetically driven turbulence platform 401 on the downstream side is I f1 ; at t 3 When the upstream electromagnetically driven turbulence platform 401 outputs the turbulence simulation current intensity I f2 , after the bumpy transmission delay T y After that, at t 4 When the turbulence simulation current intensity output by the electromagnetically driven turbulence platform 401 on the downstream side is I f2 Of course, the first turbulence on the downstream side may not have occurred yet, while the second and third turbulences on the upstream side have already occurred. The turbulence simulation current intensity on the downstream side only needs to be calculated according to the turbulence transmission delay T y Just perform the bump delay control. Figure 4 , Figure 5 In I f =0 as reference, Ix 1 with I f2 The direction of the current is opposite, thereby driving the polarity of the electromagnetic driving component 4012 in the electromagnetic driven jolt platform 401 to change, thereby magnetically attracting or repelling the permanent magnet 4014.

[0060] Embodiment 2: The present invention designs a wear plate test method for improving the wear resistance of a coupler, and the specific contents are as follows:

[0061] (I) Environmental simulation

[0062] Turn on the temperature and humidity control system 2, and set the target temperature and humidity values ​​according to the experimental design requirements. The system monitors the ambient temperature and humidity in real time through the temperature and humidity sensors, and the controller automatically controls the operation of the heating wire, refrigeration compressor, humidifier, dehumidifier and other equipment to stabilize the ambient temperature and humidity in the experimental device within the set range, simulating the temperature and humidity environment that the coupler wear plate 5 may encounter in actual operation.

[0063] Start the airflow control system 1, and adjust the fan speed and wind direction adjustment device according to the airflow conditions of the coupler in the actual railway operation scenario, such as different wind speed and wind direction combinations, so that a corresponding airflow environment is formed in the experimental area to ensure that the coupler wear plate 5 is subjected to airflow similar to the actual situation.

[0064] (II) Mechanical loading simulation

[0065] Different vehicle speed parameters are set in the control system of the mechanical loading system 3. The control system calculates the theoretical values ​​of tension and pressure on the coupler under the corresponding working conditions according to the set vehicle speed and converts them into driving signals for the motor. The motor drives the lead screw nut mechanism to drive the slider to move, and the actual force value applied to the coupler wear plate 5 is monitored by the force sensor, and fed back to the control system for closed-loop adjustment, so that the dynamic motion platform 301 can accurately simulate the tension and pressure on the coupler at different vehicle speeds, providing accurate mechanical loading conditions for subsequent experiments.

[0066] (III) Bump simulation and parameter calculation

[0067] According to the experimental design, the distance between the upstream side coupler wear plate 5 bumping position point A and the downstream side coupler wear plate 5 bumping position point B is preset in the control system as D. AB At the same time, the simulation speed of the dynamic motion platform 301 driving the coupler wear plate 5 to move is set to V, and the bump transmission delay between a group of coupler wear plates 5 is calculated according to the formula.

[0068] When the experiment starts, the time control unit 402 controls the start time of the electromagnetically driven jolting platform 401 according to the preset program. When the upstream side coupler wear plate 5 is jolted, the current control unit 403 outputs the corresponding jolting simulation current intensity I to the upstream side electromagnetically driven jolting platform 401 according to the preset jolting intensity parameter. f1 The calculated bump transmission delay T y After that, the current control unit 403 outputs the turbulence simulation current intensity I toward the downstream electromagnetic driven turbulence platform 401 according to the set rule. f1 The jolting motion is generated by the electromagnetic driving principle and transmitted to the dynamic motion platform 301 and the coupler wear plate 5 through the jolting connection mechanism 4015, simulating the jolting transmission process of the actual vehicle driving. According to the formula F = k 1 If1 Calculate the bump impact force on the coupler wear plate 5, where k 1 The fixed constant coefficient for converting the electromagnetic driving force of the electromagnetically driven jolting platform 401 is obtained by testing and calibrating the characteristics of the electromagnetic driving component 4012 .

[0069] (IV) Wear calculation and measurement

[0070] The friction coefficient of the coupler to the wear plate is determined in advance as μ. According to the bump impact force F calculated during the experiment, the interaction time between the coupler and the wear plate when the bump occurs is determined as t. z , due to the action time t z ∝ Bumping impact force F, that is, the stronger the bumping impact force on the coupler wear plate 5, the longer the interaction time between the coupler and the wear plate. z With the preset time threshold T y The wear amount is calculated based on the relationship between

[0071] When t z ≤T y When, according to the formula W = k 2 Fμt z Calculate the wear plate of the coupler 5 at t z The amount of wear in time, where k 2 It is a coefficient related to the material properties and wear mechanism of the coupler wear plate 5 and is predetermined through material wear tests and data analysis.

[0072] When t z >T y When the coupler wear plate 5 is at T y In time, it is affected by the original bump impact force F. v The original bumping impact force F is generated within tz time, and the subsequent bumping impact force F is generated by the upstream side coupler x According to the formula W 前段 =k 2 FμT y Calculate the wear amount of the coupler wear plate 5 in the Ty time, according to the formula Calculate the coupler wear plate 5 at T y The wear amount during the time of tz is calculated by adding the two parts of wear amount to obtain the wear amount of the coupler wear plate 5 during the time of tz:

[0073]

[0074] During the entire experiment, the wear amount generated by each bump impact is recorded and accumulated to obtain the total wear amount W m总 =W m1 +W m2 +…+Wmn , W m1 , W m2 ,…W mn The wear plate 5 of the coupler corresponds to t z The wear amount of the coupler wear plate 5 is then measured using high-precision measuring instruments, such as a profilometer, electron microscope, etc., to obtain actual wear data, which is then compared and analyzed with the expected wear amount obtained by the above calculation method to evaluate the accuracy and reliability of the experimental results, providing data support for the optimal design of the coupler wear plate.

[0075] Through the above detailed experimental device structure design and experimental method steps, various working conditions of the coupler in actual operation can be fully and accurately simulated, providing an effective experimental means for studying the wear resistance of the coupler wear plate, which is helpful to improve the design level and service life of the coupler wear plate and ensure the safety and reliability of railway transportation. In the actual implementation process, the parameters and structures of each system can be further optimized and adjusted according to the specific experimental needs and equipment conditions to ensure the smooth progress of the experiment and the accuracy of the data.

[0076] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A wear plate test device for improving the wear resistance of a coupler, comprising an airflow control system (1) for simulating different airflow environments in which the coupler is in real time, and a temperature and humidity control system (2) for adjusting the temperature and humidity of the environment in the test device, characterized in that: The experimental setup also includes: A mechanical loading system (3): used to simulate the tension and pressure on the coupler at different vehicle speeds, wherein the mechanical loading system (3) is configured with two independent dynamic motion platforms (301), each of which is independently connected to one of the coupler wear plates (5) in a group of coupler wear plates (5); The bump simulation dual control system (4) comprises two electromagnetically driven bump platforms (401), a time control unit (402) for controlling the bump time nodes of the electromagnetically driven bump platforms (401), a current control unit (403) for controlling the bump intensity of the electromagnetically driven bump platforms (401), and a bump connection mechanism (4015) drivingly connected to the electromagnetically driven bump platforms (401), wherein each bump connection mechanism (4015) is independently connected to a dynamic motion platform (301); The electromagnetically driven jolting platform (401) is fixedly provided with an electromagnetic driving component (4012), and the electromagnetically driven jolting platform (401) is provided with an amplitude cavity (4011). A movable base plate (4013) drivingly connected to a jolting connection mechanism (4015) is provided in the amplitude cavity (4011), and a permanent magnet (4014) is embedded in a side of the movable base plate (4013) facing the electromagnetic driving component (4012).

2. The wear plate test device for improving the wear resistance of a coupler according to claim 1, characterized in that: A travel guide (4016) for guiding and installing the movable base plate (4013) is fixedly provided in the amplitude cavity (4011), and the travel guide (4016) is sleeved with an elastic support (4017) for elastically supporting the movable base plate (4013).

3. The wear plate test device for improving the wear resistance of a coupler according to claim 1, characterized in that: When the electromagnetic driving component (4012) is powered off and loses its magnetism, the movable substrate (4013) is located in the middle of the amplitude cavity (4011) in the vertical direction.

4. The wear plate test device for improving the wear resistance of a coupler according to claim 1, characterized in that: The movable base plate (4013) is provided with a transmission shaft (4018) connected to the bump connection mechanism (4015); The bump connection mechanism (4015) is provided with a connection seat (40151) and a main connecting rod (40152), and the bottom of the connection seat (40151) is tightly fixed to the transmission shaft body (4018) by bolts; One end of the main connecting rod (40152) is connected to the connecting seat (40151) through a universal joint, and the other end of the main connecting rod (40152) is connected to a corresponding connecting point on the dynamic motion platform (301) through a universal joint.

5. The wear plate test device for improving the wear resistance of a coupler according to claim 4, characterized in that: The upper section of the transmission shaft body (4018) is a threaded section, and the connecting seat (40151) is provided with a threaded opening (40153) that is threadedly engaged with the threaded section of the transmission shaft body (4018).

6. The wear plate test device for improving the wear resistance of a coupler according to claim 1, characterized in that: The current control unit (403) is equipped with a waveform output module, which has built-in sine wave, square wave, triangle wave or pre-input current waveform parameters that meet the bumpy state of the train during running.

7. A wear plate test method for improving the wear resistance of a coupler, characterized in that: A wear plate test device for improving the wear resistance of a coupler according to any one of claims 1 to 6, comprising the following contents: S1. The temperature and humidity control system (2) adjusts the temperature and humidity of the environment in the experimental device, and the airflow control system (1) simulates the different airflow environments in which the coupler wear plate (5) is located in real time; S2. The mechanical loading system (3) controls the dynamic motion platform (301) to drive the coupler wear plate (5) to simulate the tension and pressure under different vehicle speeds; S3. The distance between the upstream side hook wear plate (5) bumping position point A and the downstream side hook wear plate (5) bumping position point B is D. AB ; Assuming that the simulated speed at which the dynamic motion platform (301) drives the coupler wear plate (5) to move is V, the delay T of the bump transmission between a set of coupler wear plates (5) is y =D AB / V; S4. When the upstream side of the coupler wear plate (5) is bumped, the bump simulation current intensity output by the current control unit (403) of the bump simulation dual control system (4) toward the upstream side electromagnetically driven bump platform (401) is I f1 ; Bump transmission delay T y Afterwards, the current control unit (403) of the turbulence simulation dual control system (4) outputs a turbulence simulation current intensity of I toward the downstream electromagnetic driven turbulence platform (401). f1 ; Then the bumping impact force on the coupler wear plate (5) is F = k1I f1 , wherein k1 is a fixed constant coefficient for converting electromagnetic driving force of the electromagnetically driven turbulent platform (401); S5. Assume that the friction coefficient of the coupler to the wear plate is μ, and the interaction time between the coupler and the wear plate when the bump occurs is t z , action time t z ∝ Bump impact force F; S5.

1. When t z ≤T y hour: Hookup wear plate (5) at t z Wear amount in time W = k2Fμt z , k2 is a coefficient related to the material properties and wear mechanism of the coupler wear plate (5); S5.

2. When t z >T y When the coupler wear plate (5) is at T y The original bumping impact force F during the time period is affected by the wear plate (5) of the coupler at T y ~t z During this time, the original bumping impact force F is applied, and the upstream side coupler wear plate (5) is subjected to subsequent bumping impact force F x The dual impact of: Coupler wear plate (5) in T y Amount of wear over time: W 前段 =k2FμT y ; Coupler wear plate (5) in T y ~t z Amount of wear over time: Then the coupler wear plate (5) at t z Amount of wear and tear during time: S6. The wear amount of the coupler wear plate (5) caused by n bumps and impacts during the experiment is accumulated to obtain the total wear amount W. m总 =W m1 +W m2 +...+W mn , W m1 , W m2 ,...W mn is the wear plate of the coupler (5) at the corresponding t z Single wear amount within a certain period of time; Finally, the wear amount of the coupler wear plate (5) is measured using a measuring instrument, and the difference between the actual measured value and the expected value is recorded and analyzed.

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