Railway vehicle braking performance testing device

Abstract

The invention relates to the technical field of brake testing, and discloses a railway vehicle brake performance testing device which comprises a base, a driving structure and a brake structure, the driving structure is fixedly arranged in the middle of the upper wall of the left end of the base, the brake structure is fixedly arranged on the upper wall of the right end of the base, and the brake structure corresponds to the driving structure. The counterweight piers with different diameters and weights are installed on the driving assembly, after the counterweight piers are driven to rotate to a certain rotating speed by means of variable speed of the main body assembly, driving of the main body assembly is stopped, and the rotating speed and the rotating time of continuous rotation under the inertia state of different gravity and different diameter states are detected; and the first force application assembly and the second force application assembly are adjusted to make contact with the rotating disc to apply force through the transposition assembly, and the first force application assembly can be driven to make contact with the side wall of the disc to apply force for braking through hydraulic or pneumatic driving of the pushing assembly.

Description

Technical Field

[0001] The present invention relates to the technical field of braking tests, and particularly to a braking performance test device for railway vehicles. Background Art

[0002] The braking performance test of trains is a key link to ensure railway transportation safety. It is mainly used to detect the reliability, braking distance, braking force and other core indicators of the train braking system to ensure that the train can stop safely in case of emergency. The braking performance test of trains can be a dynamic braking test, simulating the braking effect during train operation, and testing dynamic performances such as braking distance, deceleration, and braking force distribution. Since the braking devices of trains mostly brake and decelerate by starting the control chuck to contact the brake disc, and the contact methods between the chuck and the brake disc of different braking devices are also different, which leads to different braking effects of different chucks. For example, some chucks are in lateral contact with the side wall of the brake disc, and some are in relative vertical contact between the chuck and the brake disc. Therefore, the braking performance is related to many variables, but the existing test equipment has a single test quantification. Summary of the Invention

[0003] The purpose of the present invention is to solve the above technical problems of the braking effect test of different braking devices, and provide a braking performance test device for railway vehicles. To achieve the purpose of the present invention, the following technical solutions are adopted.

[0004] To achieve the above solution, the present invention provides the following technical solution: A braking performance test device for railway vehicles, including a base, a driving structure, and a braking structure. The driving structure is fixedly arranged in the middle of the upper wall at the left end of the base, and the braking structure is fixedly arranged on the upper wall at the right end of the base, and the braking structure corresponds to the driving structure; the driving structure is used to simulate different gravity, rotational speed, and inertia, and the braking structure is used to brake and decelerate the driving structure, and conduct an experimental braking performance according to the rotational speed, gravity, applied force magnitude, and timing.

[0005] Preferably, the driving structure includes a main body component and a driving component. The main body component is fixedly arranged on the upper wall at the left end of the base, and the driving component is fixedly arranged on the main body component. The main body component is used to carry the driving component, and the driving component is used to adjust the speed and inertia.

[0006] Preferably, the driving assembly includes a first shaft rod, a second shaft rod, a shaft tube, a pair of first gears, a pair of second gears, a first fastening nut, a disc, a plurality of counterweight piers, a toggle frame and a photosensitive speed sensor; the two ends of the first shaft rod are movably inserted in the left and right side walls of the driving box, and the left end of the first shaft rod is connected to the driving end of the driving motor, the left end of the second shaft rod is movably inserted in the left side wall of the driving box, and the right end of the second shaft rod is movably inserted through the right side wall of the driving box and the other end of the shaft frame, the upper and lower side walls of the left end of the second shaft rod are provided with a toggle groove, the right end of the second shaft rod is provided with a thread, the shaft tube is movably sleeved on the left end of the second shaft rod, and the shaft tube is located in the driving box, the shaft tube is matched with the toggle groove, and the shaft tube can move left and right in the toggle groove, a pair of the first gears are fixedly sleeved on the left end of the first shaft rod and the right end of the shaft tube, and the two first gears are relatively staggered, A pair of second gears are fixedly mounted on the right end of the first shaft rod and the left end of the shaft tube, and the second gear can respectively engage with the first gear. A thumbwheel is fixedly mounted on the left end of the second shaft rod, and the thumbwheel is located between the first gear and the second gear. The first fastening nut is movably screwed on the right end of the second shaft rod. The disc is fixedly mounted on the second shaft rod and is located between the drive box and the shaft frame. Several of the counterweight piers are cylindrical in shape with different diameters, widths and weights. Several of the counterweight piers are removably mounted on the right end of the second shaft rod and fixed by the first fastening nut. The toggle frame is T-shaped and has three ends. The left and right ends of the toggle frame respectively movably penetrate the left and right side walls of the drive box, and the other end of the toggle frame is movably inserted in the thumbwheel. The photoelectric speed sensor is fixedly arranged on the lower wall of the drive box, and the photoelectric speed sensor is located opposite to the lower side of the second shaft rod.

[0007] Preferably, the braking structure includes a transposition component, a pushing component, a first force component and a second force component; the transposition component is fixedly arranged on the upper wall of the right end of the base and is located on the front side of the right end of the second shaft rod, the pushing component is fixedly arranged on the transposition component, the first force component is fixedly arranged on the pushing component, and the first force component corresponds to the left side wall of the disc, the second force component is fixedly arranged on the transposition component, and the second force component is connected to the pushing component, and the second force component can correspond to the middle part of the front side wall of the disc; wherein, the transposition component is used to adjust the positions of the first force component and the second force component, the pushing component is used to drive the first force component to move left and right, and apply force and brake by contacting the first force component with the left side wall of the disc, and the pushing component can drive the second force component to move forward and backward, and apply force and brake by contacting the second force component with the front side arm of the disc.

[0008] Preferably, the pushing component includes a pressure cylinder, a cylinder plug, a movable piston rod, a first spring, and a pair of second fixing nuts; the pressure cylinder is fixedly arranged on the upper wall of the left end of the limiting seat, the cylinder plug is detachably screwed to the left end of the pressure cylinder, and a conveying interface is arranged on the cylinder plug, one end of the movable piston rod is movably inserted into the pressure cylinder, and the other end of the movable piston rod movably penetrates through the right end of the pressure cylinder, the first spring is movably sleeved on the movable piston rod and is located between one end of the movable piston rod and the inner right side wall of the pressure cylinder, the movable piston rod can move rightward in the pressure cylinder to compress the first spring, and the pair of second fixing nuts are respectively movably screwed on the other end of the movable piston rod.

[0009] Preferably, the first force-applying component includes a force-applying arm, a first pressure detector, a first movable seat, a second spring, and a first caliper; one end of the force-applying arm is sleeved on the other end of the piston rod and is clamped and fixed by a pair of second fixing nuts, the other end of the force-applying arm movably penetrates through the translation port of the limiting seat, the first pressure detector is fixedly arranged on the right side wall of the other end of the force-applying arm, the first movable seat is movably arranged on the other end of the force-applying arm and is located on the right side of the first pressure detector, the first movable seat can move left and right on the force-applying arm, the second spring is fixedly arranged between the first pressure detector and the first movable seat, and the first caliper is fixedly arranged on the first movable seat.

[0010] Preferably, the first caliper is arc-shaped and is located on the left side of the disc, and the first caliper can be attached to the left side wall of the disc.

[0011] Preferably, the second force-applying component includes a bearing, a linkage shaft, a pair of third gears, a tooth seat, a first rack, a second rack, a second movable seat, a second pressure detector, a third spring, and a second caliper; the bearing is fixedly embedded in the upper wall of the right end of the limiting seat and is located behind the movable piston rod, one end of the linkage shaft is fixedly inserted into the bearing, the pair of third gears are respectively symmetrically sleeved on the linkage shaft, one end of the tooth seat is fixedly arranged on the upper wall of the right end of the limiting seat and is opposite to the right end of the movable piston rod, one end of the first rack is detachably screwed to the right end of the movable piston rod and meshes with one of the third gears, the other end of the first rack movably penetrates through the tooth seat, one end of the second rack movably penetrates through the telescopic port of the limiting seat, the other end of the second rack meshes with the other third gear and is located above the first rack, the second movable seat is movably arranged at one end of the second rack and can move back and forth, the second pressure detector is fixedly arranged on the second movable seat and is opposite to the second rack, the third spring is fixedly arranged between the second pressure detector and the second rack, the second caliper is the same as the first caliper, the second caliper is fixedly arranged on the second movable seat, the second caliper is located on the right side of the disc, and the second caliper can be attached to the front side wall of the disc.

[0012] Preferably, the toggling frame moves left and right, driving the shaft tube to move left and right on the second shaft through the dial wheel.

[0013] Preferably, the distance between the first gear and the second gear on the first shaft is greater than the distance between the first gear and the second gear on the second shaft.

[0014] A braking performance test device for railway vehicles proposed by the present invention has the following beneficial effects: By installing counterweight piers with different diameters and weights on the driving assembly, after using the main body assembly to drive the counterweight piers to rotate at a certain speed through speed change, stopping the drive of the main body assembly, it is possible to detect the rotation speed and rotation time during continuous rotation under inertial states with different gravities and different diameters; and by means of the transposition assembly, adjusting the first force application assembly and the second force application assembly to respectively contact and apply force to the rotating disc, driven by the hydraulic or pneumatic pressure of the pushing assembly, it can drive the first force application assembly to contact the side wall of the disc and apply force for braking, apply force for braking through the second force application assembly contacting the front side wall of the disc, and according to the braking time, simulate braking experiments, and conduct experiments with different gravitational inertial forces, different rotation speeds, different applied braking forces, and different directions; In summary, the present solution has: 1. By installing counterweight piers with different diameters and weights on the second shaft, combined with the gear speed change system (the engagement switching of the first gear and the second gear), it is possible to simulate the speed change (speed increase or speed reduction transmission) under different gravity loads, realize the quantitative adjustment of inertial force, the optical speed detector real-time collects the shaft speed data, and the controller is built-in with a timing module and an analysis module, which can record the speed decay time in the inertial state, accurately quantify the influence of inertial force on the braking process, and solve the problem of single inertial simulation in traditional tests.

[0015] 2. The transposition assembly (electric slide rail drives the limit seat) can adjust the positions of the first force application assembly (lateral caliper) and the second force application assembly (frontal caliper), respectively realizing the braking tests on the left side wall and the front side wall of the disc, simulating the contact methods of different braking devices, and solving the pain point of fixed test directions in traditional tests; the pushing assembly uses hydraulic / pneumatic drive (pressure cylinder and movable piston rod), controls the caliper force application size by adjusting the fluid pressure, and at the same time the first pressure detector and the second pressure detector real-time feedback the braking force data, combined with the spring buffer structure, realizing the dynamic monitoring and precise adjustment of the braking force.

[0016] 3. By adjusting the position of the shaft tube through the toggling frame, switching the gear engagement mode (big wheel driving small wheel or small wheel driving big wheel), while ensuring the stability of power transmission, realizing the flexible switching between high-speed low-torque and low-speed high-torque working conditions, adapting to different test requirements, components such as counterweight piers and calipers are detachable and replaceable, supporting the tests of braking components of different specifications of railway vehicles, and significantly improving the versatility and expandability of the device.

[0017] In summary, the present invention has broken through the technical bottleneck of traditional braking testing through the collaborative innovation of multi-degree-of-freedom mechanical structure, precise power control and intelligent data system, and realized the full-process quantification and automation of inertial force simulation, multi-directional braking and braking force detection, providing an efficient and reliable testing platform for the research and development and safety assessment of railway vehicle braking systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the first assembly structure of the present invention; Figure 2 It is a schematic diagram of a second assembly structure of the present invention; Figure 3 It is a schematic diagram of the split structure of the driving structure of the present invention; Figure 4 It is a schematic diagram of the structure of the driving assembly of the present invention; Figure 5 It is a schematic diagram of the disassembled structure of the brake structure of the present invention; Figure 6 It is a schematic diagram of the assembly structure of the driving structure of the present invention; Figure 7 It is a schematic diagram of the assembly structure of the brake structure of the present invention; Figure 8 It is a schematic diagram of the disassembly structure of the pushing component of the present invention.

[0019] In the figure: 1, base, 2, main assembly, 21, first bracket, 22, drive box, 23, drive motor, 24, controller, 25, shaft frame, 3, drive assembly, 31, first shaft rod, 32, second shaft rod, 33, shaft tube, 34, first gear, 35, second gear, 36, first fastening nut, 37, disc, 38, counterweight pier, 39, toggle frame, 30, optical speed sensor, 4, transposition assembly, 41, second bracket, 42, electric slide rail, 43, limit seat, 5, push assembly, 51, pressure cylinder, 52 , barrel plug, 53, movable plug rod, 54, first spring, 55, second fixing nut, 6, first force-applying assembly, 61, force-applying arm, 62, first pressure detector, 63, first movable seat, 64, second spring, 65, first caliper, 7, second force-applying assembly, 71, bearing, 72, connecting shaft, 73, third gear, 74, gear seat, 75, first rack, 76, second rack, 77, second movable seat, 78, second pressure detector, 79, third spring, 70, second caliper, 8, translation port, 9, dial wheel. DETAILED DESCRIPTION

[0020] The specific implementation modes of the present invention will be described in detail below in conjunction with the accompanying drawings.

[0021] likeFigures 1-8 As shown in the figure, the present invention provides a technical solution: a railway vehicle braking performance test device, including a base 1, a driving structure, and a braking structure. The driving structure is fixedly arranged in the middle of the upper wall at the left end of the base 1, and the braking structure is fixedly arranged on the upper wall at the right end of the base 1, and the braking structure corresponds to the driving structure; the driving structure is used to simulate different gravities, rotational speeds, and inertias, and the braking structure is used to brake and decelerate the driving structure, and conduct experimental braking performance according to rotational speed, gravity, applied force magnitude, and timing.

[0022] As a further solution of the present invention, the driving structure includes a main body component 2 and a driving component 3. The main body component 2 is fixedly arranged on the upper wall at the left end of the base 1, and the driving component 3 is fixedly arranged on the main body component 2. The main body component 2 is used to carry the driving component 3, and the driving component 3 is used for speed regulation and inertia adjustment.

[0023] As a further solution of the present invention, the main body component 2 includes a pair of first brackets 21, a driving box 22, a driving motor 23, a controller 24, and a shaft bracket 25; the pair of first brackets 21 are symmetrically arranged on the upper wall at the left end of the base 1, the driving box 22 is fixedly arranged on the first brackets 21, and the driving box 22 is supported above the base 1 by the pair of first brackets 21. The driving motor 23 is fixedly arranged on the left side wall of the driving box 22, the controller 24 is fixedly arranged on the upper wall of the driving box 22, and a control module, a timing module, and an analysis module are arranged on the controller 24. One end of the shaft bracket 25 is fixedly arranged on the upper wall of the base 1 and on the right side of the driving box 22; the driving box 22 is supported at a certain height by the first brackets 21, the driving component 3 is controlled by the driving motor 23, the equipment is operated through the controller 24 for testing, and the driving component 3 is supported by the shaft bracket 25.

[0024] More specifically, the first brackets 21 are symmetrically and vertically fixed on the upper wall at the left end of the base 1, and the spacing matches the width of the driving box 22. The height of the first brackets 21 is designed according to the rotation space of the driving component 3, so that a certain distance is maintained between the bottom of the driving box 22 and the base 1, which is convenient for installation and maintenance. The driving box 22 carries the driving component 3 and drives the driving component 3 with the help of the driving motor 23. The controller 24 is an integrated control terminal, fixed on the upper wall of the driving box 22, and includes: a control module, a timing module, and an analysis module.

[0025] As a further solution of the present invention, the driving assembly 3 includes a first shaft rod 31, a second shaft rod 32, a shaft tube 33, a pair of first gears 34, a pair of second gears 35, a first fastening nut 36, a disc 37, a plurality of counterweight piers 38, a toggle frame 39 and a photosensitive speed sensor 30; the two ends of the first shaft rod 31 are movably inserted into the left and right side walls of the driving box 22, and the left end of the first shaft rod 31 is connected to the driving end of the driving motor 23, the left end of the second shaft rod 32 is movably inserted into the left side wall of the driving box 22, and the right end of the second shaft rod 32 is movably inserted through the right side wall of the driving box 22 and the other end of the shaft frame 25, the upper and lower side walls of the left end of the second shaft rod 32 are provided with toggle grooves, and the The right end of the second shaft rod 32 is provided with a thread, the shaft tube 33 is movably mounted on the left end of the second shaft rod 32, and the shaft tube 33 is located in the drive box 22, the shaft tube 33 is matched with the toggle groove, and the shaft tube 33 can move left and right in the toggle groove, a pair of first gears 34 are fixedly mounted on the left end of the first shaft rod 31 and the right end of the shaft tube 33, and the two first gears 34 are relatively staggered, a pair of second gears 35 are fixedly mounted on the right end of the first shaft rod 31 and the left end of the shaft tube 33, and the second gears 35 can respectively engage with the first gears 34, a thumbwheel 9 is fixedly mounted on the left end of the second shaft rod 32, and the thumbwheel 9 is located between the first gear 34 and the second gear 35, the first The fastening nut 36 is movably screwed on the right end of the second shaft rod 32, the disc 37 is fixedly sleeved on the second shaft rod 32 and is located between the drive box 22 and the shaft frame 25, and the plurality of counterweight piers 38 are cylindrical with different diameters, different widths and weights. The plurality of counterweight piers 38 are detachably sleeved on the right end of the second shaft rod 32 and fixed by the first fastening nut 36. The toggle frame 39 is T-shaped, and the toggle frame 39 has three ends. The left and right ends of the toggle frame 39 are respectively movably penetrate the left and right side walls of the drive box 22, and the other end of the toggle frame 39 is movably inserted into the dial wheel 9. The optical speed sensor 30 is fixedly arranged on the lower wall of the drive box 22, and the optical speed sensor 30 is located on the second shaft The lower part of the rod 32 is opposite; by applying force to the dial wheel 9 by the toggle frame 39, the shaft tube 33 is adjusted to move on the second shaft rod 32, and then the second gear 35 on the second shaft rod 32 is adjusted to engage with the first gear 34 on the first shaft rod 31, or the first gear 34 on the second shaft rod 32 is engaged with the second gear 35 on the first shaft rod 31, so as to realize the transmission fit of the large wheel with the small wheel or the small wheel with the large wheel, realize the speed regulation effect, and save effort for the starting rotation after adding the counterweight pier 38 on the second shaft rod 32, and drive the first shaft rod 31 to rotate by the driving motor 23 to drive the second shaft rod 32 to rotate, and the rotation speed of the second shaft rod 32 is detected by the optical speed sensor 30.

[0026] More specifically, both ends of the first shaft rod 31 are movably mounted on the left and right side walls of the drive box 22, and the left end is connected to the drive motor 23 to receive the power of the drive motor 23. The left end of the second shaft rod 32 is provided with a toggle groove and the right end is provided with a thread. The right end is supported on the shaft frame 25, and the disc 37 is fixed in the middle. The second shaft rod 32 serves as an inertial load carrier, connecting the counterweight pier 38 and the disc 37, transmitting the power of the first gear 34 and the second gear 35 and outputting inertial rotational motion. The shaft tube 33 can slide axially to switch the engagement mode of the first shaft rod 31 and the first gear 34 and the second gear 35 on the second shaft rod 32 to achieve a change in the transmission ratio. The toggle frame 39 is a T-shaped metal rod, and both ends movably penetrate the side walls of the drive box 22, and the middle end is inserted into the slot of the dial wheel 9. The position of the shaft tube 33 is manually adjusted to switch the gear engagement state to achieve a speed change operation.

[0027] As a further scheme of the present invention, the braking structure includes a transposition component 4, a pushing component 5, a first force component 6 and a second force component 7; the transposition component 4 is fixedly arranged on the upper wall of the right end of the base 1 and is located on the front side of the right end of the second shaft rod 32, the pushing component 5 is fixedly arranged on the transposition component 4, the first force component 6 is fixedly arranged on the pushing component 5, and the first force component 6 corresponds to the left side wall of the disc 37, the second force component 7 is fixedly arranged on the transposition component 4, and the second force component 7 is connected to the pushing component 5, and the second force component 7 can correspond to the middle part of the front side wall of the disc 37; wherein, the transposition component 4 is used to adjust the positions of the first force component 6 and the second force component 7, the pushing component 5 is used to drive the first force component 6 to move left and right, and apply force and brake by contacting the first force component 6 with the left side wall of the disc 37, and the pushing component 5 can drive the second force component 7 to move forward and backward, and apply force and brake by contacting the second force component 7 with the front side arm of the disc 37.

[0028] As a further scheme of the present invention, the shifting assembly 4 includes a second bracket 41, an electric slide rail 42 and a limit seat 43; the second bracket 41 is fixedly arranged on the upper wall of the base 1 and is located on the front side of the right end of the second shaft rod 32, a movable groove is arranged in the middle of the upper wall of the second bracket 41, the electric slide rail 42 is fixedly arranged on the inner upper wall of the second bracket 41, and the movable seat on the electric slide rail 42 moves through the movable groove of the second bracket 41, the limit seat 43 is L-shaped, one end of the limit seat 43 is fixedly arranged on the movable seat of the electric slide rail 42, and the limit seat 43 moves left and right through the electric slide rail 42, a translation opening 8 is opened in the middle of the other end of the limit seat 43, and a telescopic opening is opened above the right end of the translation opening 8; the electric slide rail 42 is supported at a certain height by the second bracket 41, so that the limit seat 43 can correspond to the second shaft rod 32.

[0029] More specifically, the second bracket 41 is vertically fixed to the upper wall of the right end of the base 1, located on the front side of the right end of the second shaft rod 32. The second bracket 41 supports the electric slide rail 42, forming an installation reference surface corresponding to the second shaft rod 32, ensuring the alignment of the first force application assembly 6 and the second force application assembly 7 with the disc 37. The electric slide rail 42 drives the limit seat 43 to move left and right, realizing the automatic switching of the braking direction.

[0030] As a further solution of the present invention, the pushing assembly 5 includes a pressure cylinder 51, a cylinder plug 52, a movable piston rod 53, a first spring 54, and a pair of second fixing nuts 55; the pressure cylinder 51 is fixedly arranged on the upper wall of the left end of the limit seat 43, the cylinder plug 52 is detachably screwed to the left end of the pressure cylinder 51, and a delivery interface is arranged on the cylinder plug 52. One end of the movable piston rod 53 is movably inserted into the pressure cylinder 51, and the other end of the movable piston rod 53 movably penetrates through the right end of the pressure cylinder 51. The first spring 54 is movably sleeved on the movable piston rod 53 and is located between one end of the movable piston rod 53 and the inner right side wall of the pressure cylinder 51. The movable piston rod 53 can move rightward in the pressure cylinder 51 and compress the first spring 54. The pair of second fixing nuts 55 are respectively movably screwed onto the other end of the movable piston rod 53; by connecting the oil supply or gas supply pipeline through the delivery interface of the cylinder plug, the movable piston rod 53 is driven to move in the pressure cylinder 51 and compress the first spring 54, realizing the driving of the first force application assembly 6 and the second force application assembly 7.

[0031] More specifically, the pressure cylinder 51 restricts the linear movement track of the movable piston rod 53, ensuring the stability of force transmission. The cylinder plug 52 is threadedly connected to the left end of the pressure cylinder 51, and a delivery interface (fitted with an oil pipe or a gas pipe) is opened in the center, sealing the left end of the pressure cylinder 51 and providing an inlet for the fluid medium. The movable piston rod 53 makes an axial movement under the action of the fluid pressure, converting the hydraulic / pneumatic energy into mechanical energy, driving the first force application assembly 6 and the second force application assembly 7, and compressing the first spring 54. The first spring 54 is used to assist the movable piston rod 53 to reset.

[0032] As a further solution of the present invention, the first force application component 6 includes a force application arm 61, a first pressure detector 62, a first movable seat 63, a second spring 64, and a first caliper 65; one end of the force application arm 61 is sleeved on the other end of the piston rod, and one end of the force application arm 61 is clamped and fixed by a pair of second fixing nuts 55. The other end of the force application arm 61 movably penetrates through the translation port 8 of the limit seat 43. The first pressure detector 62 is fixedly arranged on the right side wall of the other end of the force application arm 61. The first movable seat 63 is movably arranged on the other end of the force application arm 61 and is located on the right side of the first pressure detector 62. The first movable seat 63 can move left and right on the force application arm 61. The second spring 64 is fixedly arranged between the first pressure detector 62 and the first movable seat 63. The first caliper 65 is fixedly arranged on the first movable seat 63. The first caliper 65 is arc-shaped and is located on the left side of the disc 37. The first caliper 65 can be attached to the left side wall of the disc 37. When the movable piston rod 53 is forced to move to the right, it drives the force application arm 61 to move to the right in the translation port 8, and then the first caliper 65 is brought into contact with the disc 37 through the force application arm 61 to apply force. Moreover, the second spring 64 is compressed by the first movable seat 63, and the force applied by the first caliper 65 is also reversely applied to the first pressure detector 62. Then, the first pressure detector 62 detects the magnitude of the force applied by the first caliper 65 to the disc 37.

[0033] More specifically, the left end of the force application arm 61 is provided with an opening and sleeved on the movable piston rod 53. The first pressure detector 62 is fixedly arranged on the right side wall of the force application arm 61 to monitor the magnitude of the braking force in real time and convert the mechanical force into an electrical signal for the controller 24 to collect and analyze. The first movable seat 63 and the force application arm 61 are movably connected and matched by means of a rod body. The second spring 64 provides buffering damping to protect the first pressure detector 62. The arc of the first caliper 65 matches that of the disc 37, and directly acts on the left side wall of the disc 37 to provide a lateral braking force.

[0034] As a further solution of the present invention, the second force application component 7 includes a bearing 71, a linkage shaft 72, a pair of third gears 73, a tooth seat 74, a first rack 75, a second rack 76, a second movable seat 77, a second pressure detector 78, a third spring 79, and a second caliper 70; the bearing 71 is fixedly embedded in the upper wall of the right end of the limit seat 43 and is located behind the movable plug rod 53. One end of the linkage shaft 72 is fixedly inserted into the bearing 71. A pair of third gears 73 are symmetrically sleeved on the linkage shaft 72 respectively. One end of the tooth seat 74 is fixedly arranged on the upper wall of the right end of the limit seat 43 and the tooth seat 74 faces the right end of the movable plug rod 53. One end of the first rack 75 is detachably screwed to the right end of the movable plug rod 53 and one end of the first rack 75 meshes with one of the third gears 73. The other end of the first rack 75 movably penetrates through the tooth seat 74. One end of the second rack 76 movably penetrates through the telescopic opening of the limit seat 43. The other end of the second rack 76 meshes with the other third gear 73 and the second rack 76 is located above the first rack 75. The second movable seat 77 is movably arranged at one end of the second rack 76 and the second movable seat 77 can move back and forth. The second pressure detector 78 is fixedly arranged on the second movable seat 77 and the second pressure detector 78 faces the second rack 76. The third spring 79 is fixedly arranged between the second pressure detector 78 and the second rack 76. The second caliper 70 is the same as the first caliper 65. The second caliper 70 is fixedly arranged on the second movable seat 77. The second caliper 70 is located on the right side of the disc 37 and the second caliper 70 can be attached to the front side wall of the disc 37; by moving the movable plug rod 53 to the right, the first rack 75 is driven to move to the right by means of the tooth seat 74. Furthermore, the first rack 75 meshes with one of the third gears 73 to drive the linkage shaft 72 to rotate, realizing the synchronous rotation of the two third gears 73. Furthermore, the rotation of the other third gear 73 will drive the second rack 76 to move backward, that is, the second rack 76 passes through the limit seat 43, driving the second caliper 70 to apply force and attach to the front side wall of the disc 37, and the magnitude of the applied force is tested by means of the second pressure detector 78.

[0035] More specifically, the bearing 71 is embedded in the upper wall of the right end of the limit seat 43 to support the linkage shaft 72. The linkage shaft 72 is installed with third gears 73 to transmit the horizontal driving force of the first rack 75 to the second rack 76, realizing the conversion of the movement direction. The tooth seat 74 is fixed to the right end of the limit seat 43 to restrict the linear movement of the first rack 75 and support the first rack 75. The second movable seat 77 cooperates with the second rack 76 to fix the second caliper 70 to slide back and forth along the telescopic opening of the limit seat 43, realizing the contact between the second caliper 70 and the front wall of the disc 37. The second pressure detector 78 real-time monitors the forward braking force of the second caliper 70. The third spring 79 buffers the forward braking impact and provides a reset elastic force. Through the tested data of the rotational speed, timing, and braking force, the test experiments of the rotational speed, inertia, and braking time under different gravity states are realized.

[0036] As a further solution of the present invention, the distance between the first gear 34 and the second gear 35 on the first shaft 31 is greater than the distance between the first gear 34 and the second gear 35 on the second shaft 32, which is used for design requirements to achieve gear shifting adjustment.

[0037] The detailed connection means are well-known technologies in the art. The following mainly introduces the working principle and process, and the specific work is as follows.

[0038] S1. The device is stably placed through the base 1, and the device is controlled by the controller 24 on the upper wall of the drive box 22 in the main body assembly 2, and the drive motor 23 can be controlled to rotate. The power is transmitted to the first shaft 31 through the drive motor 23, so that the first shaft 31 drives the first gear 34 and the second gear 35 to rotate in the drive box 22. S2. By means of the engagement of the first gear 34 on the first shaft 31 and the second gear 35 on the second shaft 32, speed increase transmission is achieved, and the second shaft 32 is driven to rotate on the shaft bracket 25. The shift lever 39 in the drive assembly 3 can also be manually adjusted. The shift lever 39 applies force in the dial 9, so that the shaft tube 33 slides left and right on the second shaft 32, and the first gear 34 on the second shaft 32 is engaged with the second gear 35 on the first shaft 31, realizing the rotation of the small wheel driving the large wheel, reducing the speed, providing a large torque, and the rotation speed of the second shaft 32 is detected by the optical speed detector 30 under different speed states. S3. According to the test use, the electric slide rail 42 on the second bracket 41 in the drive conversion assembly 4 drives the limit seat 43 to move left and right, so as to adjust the positions of the first force application assembly 6 and the second force application assembly 7. The first force application assembly 6 contacts the left side wall of the disc 37 on the second shaft 32 to apply force for braking test, and the second force application assembly 7 applies force to the front side wall of the disc 37 for braking test. S4. Counterweights 38 with different weights, different diameters or the same weight but different diameters are installed on the second shaft 32. After being fixed by the first fastening nut 36, the counterweights 38 are driven to rotate by the rotation of the second shaft 32. When the drive motor 23 stops driving, different inertial forces can be tested according to different weights and diameters. S5. Due to different inertial forces, the rotation speed of the second shaft 32 and the time to stop rotating after the disc 37 is subjected to the braking force will be different. Therefore, according to the applied braking force data, quantitative data tests of inertial force, gravity, rotation speed and time are realized, and the braking performance of the analysis experiment is carried out. S6. When conducting experiments through the first force - applying component 6, according to the requirements of the train's braking device, the cylinder plug 52 of the pushing component 5 can be connected to a hydraulic supply or a pneumatic supply for driving. By providing hydraulic pressure in the pressure cylinder 51, the movable piston rod 53 is pushed to move rightward and compress the first spring 54. When the movable piston rod 53 moves rightward, it drives the force - applying arm 61 fixed by the second fixing nut 55 to move rightward in the translation port 8 of the limit seat 43. Further, it drives the first caliper 65 to contact the left - hand side wall of the disc 37. And the force applied by the first caliper 65 will act on the first movable seat 63 in the reverse direction. Then, the first movable seat 63 applies force to the first pressure detector 62 to obtain the force - applying data, and the second spring 64 is used to damp and protect the first pressure detector 62. By contacting the disc 37 with the first caliper 65, the braking time of the second shaft rod 32 is timed under the states of different rotational speeds, different inertial forces, and different braking force - applying magnitudes. S7. When conducting experiments through the second force - applying component 7, power is provided by moving the movable piston rod 53 of the pushing component 5 rightward. With the first rack 75 moving rightward under the limitation of the tooth seat 74, the first rack 75 meshes with one of the third gears 73 to drive the third gear 73 to rotate. Further, it drives the linkage shaft 72 to drive another third gear 73 to rotate on the limit seat 43 with the help of the bearing 71, realizing the conversion of the hydraulic pressure of the pushing component 5 into the rightward movement of the first rack 75. And through the rotation of the first rack 75, the third gear 73 rotates. The rotation of another third gear 73 meshes with the second rack 76, and finally, it is converted into the mechanical energy of the forward - and - backward movement of the second rack 76, that is, driving the second caliper 70 to contact the front - hand side wall of the disc 37 for force - applying braking. And during the force - applying process, the force received by the second caliper 70 will be applied to the second movable seat 77 in the reverse direction, and then, with the help of the third spring 79, it is applied to the second pressure detector 78 to realize the detection of the force applied by the second caliper 70.

[0039] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A braking performance test device for railway vehicles, characterized in that, It comprises a base (1), a driving structure and a braking structure, wherein the driving structure is fixedly arranged at the middle of the upper wall at the left end of the base (1), and the braking structure is fixedly arranged at the upper wall at the right end of the base (1), and the braking structure corresponds to the driving structure; The driving structure is used to simulate different gravity, rotation speed and inertia, and the braking structure is used to brake and decelerate the driving structure, and test the braking performance according to the rotation speed, gravity, force and timing; The driving structure comprises a main body component (2) and a driving component (3); The driving assembly (3) comprises a first shaft (31), a second shaft (32), a shaft tube (33), a pair of first gears (34) and a pair of second gears (35); The two ends of the first shaft rod (31) are respectively movably inserted into the left and right side walls of the drive box (22), and the left end of the first shaft rod (31) is connected to the drive end of the drive motor (23), the left end of the second shaft rod (32) is movably inserted into the left side wall of the drive box (22), and the right end of the second shaft rod (32) is respectively movably inserted into the right side wall of the drive box (22) and the other end of the shaft frame (25), the upper and lower side walls of the left end of the second shaft rod (32) are provided with a toggle groove, the right end of the second shaft rod (32) is provided with a thread, and the shaft tube (33) is movably sleeved on the second shaft rod The first gear (34) is fixedly mounted on the left end of the first shaft rod (31) and the right end of the shaft tube (33), and the shaft tube (33) is located in the driving box (22), the shaft tube (33) is matched with the toggle groove, and the shaft tube (33) can move left and right in the toggle groove, a pair of the first gears (34) are respectively fixedly mounted on the left end of the first shaft rod (31) and the right end of the shaft tube (33), and the two first gears (34) are relatively staggered, and a pair of the second gears (35) are respectively fixedly mounted on the right end of the first shaft rod (31) and the left end of the shaft tube (33), and the second gears (35) can respectively mesh with the first gears (34).

2. The railway vehicle braking performance test device according to claim 1, characterized in that, The main body component (2) is fixedly arranged on the upper wall of the left end of the base (1), and the drive component (3) is fixedly arranged on the main body component (2). The main body component (2) is used to carry the drive component (3), and the drive component (3) is used to adjust speed and inertia.

3. The railway vehicle braking performance test device according to claim 2, characterized in that, The driving assembly (3) further comprises a first fastening nut (36), a disc (37), a plurality of counterweight piers (38), a toggle frame (39) and an optical speed sensor (30); A thumbwheel (9) is fixedly mounted on the left end of the second shaft (32), and the thumbwheel (9) is located between the first gear (34) and the second gear (35). The first fastening nut (36) is movably screwed to the right end of the second shaft (32). The disc (37) is fixedly mounted on the second shaft (32) and is located between the drive box (22) and the shaft frame (25). The plurality of counterweight piers (38) are cylindrical in shape with different diameters, widths and weights. The plurality of counterweight piers (38) are respectively The toggle frame (39) is detachably mounted on the right end of the second shaft (32) and fixed by a first fastening nut (36). The toggle frame (39) is T-shaped and has three ends. The left and right ends of the toggle frame (39) respectively movably penetrate the left and right side walls of the drive box (22), and the other end of the toggle frame (39) is movably inserted into the dial wheel (9). The optical speed sensor (30) is fixedly arranged on the lower wall of the drive box (22), and the optical speed sensor (30) is located below the second shaft (32) and opposite to it.

4. The railway vehicle braking performance test device according to claim 3, characterized in that, The braking structure comprises a displacement assembly (4), a pushing assembly (5), a first force applying assembly (6) and a second force applying assembly (7); The shifting assembly (4) is fixedly arranged on the upper wall of the right end of the base (1) and is located at the front side of the right end of the second shaft (32); the pushing assembly (5) is fixedly arranged on the shifting assembly (4); the first force-applying assembly (6) is fixedly arranged on the pushing assembly (5), and the first force-applying assembly (6) corresponds to the left side wall of the disc (37); the second force-applying assembly (7) is fixedly arranged on the shifting assembly (4), and the second force-applying assembly (7) is connected to the pushing assembly (5), and the second force-applying assembly (7) can correspond to the middle part of the front side wall of the disc (37); The shifting assembly (4) is used to adjust the positions of the first force-applying assembly (6) and the second force-applying assembly (7); the pushing assembly (5) is used to drive the first force-applying assembly (6) to move left and right, and apply force and brake by contacting the first force-applying assembly (6) with the left side wall of the disc (37); the pushing assembly (5) can drive the second force-applying assembly (7) to move forward and backward, and apply force and brake by contacting the second force-applying assembly (7) with the front side arm of the disc (37).

5. The railway vehicle braking performance test device according to claim 4, characterized in that, The pushing assembly (5) comprises a pressure cylinder (51), a cylinder plug (52), a movable plug rod (53), a first spring (54) and a pair of second fixing nuts (55); The pressure cylinder (51) is fixedly arranged on the upper wall of the left end of the limit seat (43). The cylinder plug (52) is detachably screwed onto the left end of the pressure cylinder (51), and a conveying interface is arranged on the cylinder plug (52). One end of the movable piston rod (53) is movably inserted into the pressure cylinder (51), and the other end of the movable piston rod (53) movably penetrates through the right end of the pressure cylinder (51). The first spring (54) is movably sleeved on the movable piston rod (53) and is located between one end of the movable piston rod (53) and the inner right side wall of the pressure cylinder (51). The movable piston rod (53) can move rightward in the pressure cylinder (51) to compress the first spring (54). A pair of the second fixing nuts (55) are respectively movably screwed onto the other end of the movable piston rod (53).

6. The railway vehicle braking performance test device according to claim 5, characterized in that, The first force application assembly (6) includes a force application arm (61), a first pressure detector (62), a first movable seat (63), a second spring (64), and a first caliper (65); One end of the force application arm (61) is sleeved on the other end of the piston rod, and one end of the force application arm (61) is clamped and fixed by a pair of the second fixing nuts (55). The other end of the force application arm (61) movably penetrates through the translation port (8) of the limit seat (43). The first pressure detector (62) is fixedly arranged on the right side wall of the other end of the force application arm (61). The first movable seat (63) is movably arranged on the other end of the force application arm (61) and is located on the right side of the first pressure detector (62). The first movable seat (63) can move left and right on the force application arm (61). The second spring (64) is fixedly arranged between the first pressure detector (62) and the first movable seat (63). The first caliper (65) is fixedly arranged on the first movable seat (63).

7. The railway vehicle braking performance test device according to claim 6, characterized in that, The first caliper (65) is arc-shaped, and the first caliper (65) is located on the left side of the disc (37). The first caliper (65) can be attached to the left side wall of the disc (37).

8. The railway vehicle braking performance test device according to claim 7, wherein, The second force application assembly (7) includes a bearing (71), a linkage shaft (72), a pair of third gears (73), a tooth seat (74), a first rack (75), a second rack (76), a second movable seat (77), a second pressure detector (78), a third spring (79), and a second caliper (70); The bearing (71) is fixedly installed in the upper wall at the right end of the limit seat (43) and is located behind the movable plug rod (53). One end of the linkage shaft (72) is fixedly inserted into the bearing (71). A pair of the third gears (73) are symmetrically sleeved on the linkage shaft (72). One end of the tooth seat (74) is fixedly arranged on the upper wall at the right end of the limit seat (43), and the tooth seat (74) faces the right end of the movable plug rod (53). One end of the first rack (75) is detachably screwed to the right end of the movable plug rod (53), and one end of the first rack (75) meshes with one of the third gears (73). The other end of the first rack (75) movably penetrates through the tooth seat (74). One end of the second rack (76) movably penetrates through the telescopic opening of the limit seat (43). The other end of the second rack (76) meshes with the other third gear (73), and the second rack (76) is located above the first rack (75). The second movable seat (77) is movably arranged at one end of the second rack (76), and the second movable seat (77) can move back and forth. The second pressure detector (78) is fixedly arranged on the second movable seat (77), and the second pressure detector (78) faces the second rack (76). The third spring (79) is fixedly arranged between the second pressure detector (78) and the second rack (76). The second caliper (70) is the same as the first caliper (65). The second caliper (70) is fixedly arranged on the second movable seat (77). The second caliper (70) is located on the right side of the disc (37), and the second caliper (70) can be attached to the front side wall of the disc (37).

9. The railway vehicle braking performance test device according to claim 8, wherein, The toggle frame (39) moves left and right, driving the shaft tube (33) to move left and right on the second shaft rod (32) through the dial wheel (9).

10. A railway vehicle braking performance test device according to claim 9, characterized in that, The distance between the first gear (34) and the second gear (35) on the first shaft rod (31) is greater than the distance between the first gear (34) and the second gear (35) on the second shaft rod (32).

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