Auxiliary device for anti-skid test of urban rail transit vehicle
By designing an articulated extension component to adjust the angle, the problem of inaccurate anti-friction fluid injection is solved, and accurate injection of the anti-friction fluid at the contact point between the wheel and the track is achieved, which is suitable for anti-skid tests of urban rail transit vehicles of different models.
Patent Information
- Application Number
- CN202422782522.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-14
- Publication Date
- 2025-10-03
- Estimated Expiration
- 2034-11-14
AI Technical Summary
In the prior art, the anti-friction fluid spraying device for urban rail transit vehicles needs to select different fixed installation positions according to different vehicle models, which cannot ensure that the anti-friction fluid is accurately and effectively sprayed to the contact point between the wheel and the track, affecting the test results.
An anti-skid test auxiliary device for urban rail transit vehicles is designed, which includes first and second extension components. The end of the second extension component is extended to one side of the wheel through a hinged connection and angle adjustment, ensuring that the hose can accurately spray to the contact point between the wheel and the track.
It realizes accurate and effective injection of friction-reducing fluid, ensures the effect of anti-skid test of urban rail transit vehicles, and is suitable for urban rail transit vehicles of different models.
Smart Images
Figure CN223412985U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of rail transit testing technology, and in particular to an anti-skid test auxiliary device for urban rail transit vehicles. Background Art
[0002] According to international and domestic standards for the rail transit industry, anti-skid testing for urban rail transit vehicles is a dynamic test that verifies the anti-skid protection and efficiency of vehicles on low-adhesion tracks. It is a key element in ensuring traction, braking performance, and operational safety for urban rail transit vehicles on low-adhesion tracks. During the anti-skid test, anti-friction fluid is sprayed onto the contact area between the wheel and the track to simulate low-adhesion track conditions.
[0003] Since the undercarriage structures of urban rail transit vehicles vary, and the running devices and undercarriage equipment layouts of different models are different, it is generally adopted to arrange hoses under the vehicle to spray anti-friction fluid to the contact point between the wheel and the track to simulate the low adhesion state of the track.
[0004] However, the hose needs to be installed in different fixed positions based on different vehicle models, which cannot ensure that the anti-friction fluid can be accurately and effectively sprayed to the contact point between the wheel and the track, thus affecting the test results. Utility Model Content
[0005] In view of this, the present application provides an anti-skid test auxiliary device for urban rail transit vehicles to solve the problem that the hose needs to select different fixed installation positions based on different vehicle models, which cannot ensure that the friction-reducing fluid can be accurately and effectively sprayed to the contact point between the wheel and the track, thereby affecting the test.
[0006] The present application provides an urban rail transit vehicle anti-skid test auxiliary device, which is used to perform an anti-skid test on an urban rail transit vehicle. The urban rail transit vehicle includes a side beam and a wheel. The urban rail transit vehicle anti-skid test auxiliary device includes a first extension component and a second extension component. The first extension component is used to connect to the side beam. The first extension component is hinged to the second extension component so that the end of the second extension component facing away from the first extension component extends to one side of the wheel.
[0007] Preferably, the first extension component includes a first fixing member, a first extension member and a first fastener, the first fixing member and the first extension member both extend along a first direction, the first extension member is connected to the second extension component, the first extension member can be slidably connected relative to the first fixing member along the first direction, and the first fastener can fix the first extension member on the first fixing member.
[0008] Preferably, the first fixing member is provided with a plurality of first fixing holes, and the plurality of first fixing holes are spaced apart along the first direction;
[0009] The first extension member is provided with a plurality of second fixing holes, which are spaced apart along the first direction, and the first fastener passes through one of the first fixing holes and one of the second fixing holes.
[0010] Preferably, the second extension assembly comprises a second fixing member, a second extension member and a second fastener, the second fixing member and the second extension member both extend along a second direction, and the second direction intersects the first direction;
[0011] The second extending member is hinged to the first extending member, the second extending member can slide relative to the second fixing member along the second direction, and the second fastener can fix the second extending member on the second fixing member.
[0012] Preferably, the second fixing member is provided with a plurality of third fixing holes, and the plurality of third fixing holes are arranged at intervals along the second direction;
[0013] The second extension member is provided with a plurality of fourth fixing holes, which are spaced apart along the second direction, and the second fastener passes through one of the third fixing holes and one of the fourth fixing holes.
[0014] Preferably, a receiving groove is formed on one of the first extending member and the second extending member, and the other of the first extending member and the second extending member extends into the receiving groove;
[0015] The urban rail transit vehicle anti-skid test auxiliary device further includes a locking member, and the first extension member and the second extension member are capable of relatively rotating, and the locking member is capable of locking the relative rotation of the first extension member and the second extension member.
[0016] Preferably, the first extension member is formed with the accommodating groove, and a portion of the second extension member extends into the accommodating groove;
[0017] A first friction member is provided on the groove wall of the accommodating groove, and the friction coefficient of the first friction member is greater than the friction coefficient of the first extending member;
[0018] A second friction member is provided on the outer side wall of the portion of the second extension member extending into the accommodating groove. The friction coefficient of the second friction member is greater than that of the second extension member. The first friction member is in contact with the second friction member.
[0019] Preferably, the second extending member includes a sliding portion and a connecting portion connected to each other, the cross-sectional area of the connecting portion is smaller than the cross-sectional area of the sliding portion, part of the sliding portion is located in the second fixing member, and the connecting portion extends into the accommodating groove.
[0020] Preferably, the locking member includes a locking bolt and a locking nut, the first extension member is provided with a first locking hole passing through the first extension member, the second extension member is provided with a second locking hole passing through the second extension member, the locking bolt passes through the first locking hole and the second locking hole, and is connected to the locking nut.
[0021] Preferably, the urban rail transit vehicle anti-skid test auxiliary device further includes a mounting assembly, the mounting assembly is fixed on the side beam, and the end of the first extension assembly facing away from the second extension assembly is connected to the mounting assembly.
[0022] When the urban rail transit vehicle anti-skid test auxiliary device of the present application is in use, the first extension component is connected to the side beam, thereby achieving the fixation of the entire urban rail transit vehicle anti-skid test auxiliary device. The second extension component is hinged to the first extension component, which allows the second extension component to rotate relative to the first extension component. In this way, by adjusting the angle between the first extension component and the second extension component, the end of the second extension component facing away from the first extension component can be extended to the side of the wheel. When the hose is fixed to the urban rail transit vehicle anti-skid test auxiliary device, the hose can extend to one side of the wheel, so that the hose can accurately and effectively spray the friction-reducing fluid to the contact point between the wheel and the track, thereby ensuring the effect of the urban rail transit vehicle anti-skid test. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.
[0024] Figure 1 A schematic diagram showing the structure of an auxiliary device for anti-skid testing of urban rail transit vehicles;
[0025] Figure 2 A schematic diagram showing the planar structure of the first extension component from one perspective;
[0026] Figure 3 A schematic diagram showing the planar structure of the first extension component from another perspective;
[0027] Figure 4 A schematic diagram showing the planar structure of the second extension component from one perspective;
[0028] Figure 5 A schematic diagram showing the planar structure of the second extension assembly from another perspective;
[0029] Figure 6 Shows a simplified installation diagram of the anti-skid test auxiliary device for urban rail transit vehicles.
[0030] Icons: 1-first extension component; 11-first fixing member; 111-first fixing hole; 12-first extension member; 121-accommodating groove; 122-first locking hole; 13-first friction member; 14-first fastener; 2-second extension component; 21-second fixing member; 211-third fixing hole; 22-second extension member; 221-sliding portion; 2211-fourth fixing hole; 222-connecting portion; 2221-second locking hole; 23-second friction member; 24-second fastener; 3-side beam; 4-wheel; 5-track; 6-mounting component; 61-first mounting member; 62-second mounting member. DETAILED DESCRIPTION
[0031] The following detailed description is provided to help the reader gain a comprehensive understanding of the methods, devices, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, devices, and / or systems described herein will be apparent upon understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein. Rather, except for operations that must occur in a particular order, changes may be made that will be apparent upon understanding the disclosure of this application. Furthermore, descriptions of features known in the art may be omitted for clarity and brevity.
[0032] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many possible ways to implement the methods, devices, and / or systems described herein that will be apparent upon understanding the disclosure of this application.
[0033] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being “on,” “connected to,” “coupled to,” “over,” or “overlaying” another element, it may be directly “on,” “connected to,” “coupled to,” “over,” or “overlaying” another element, or one or more other elements may be present between them. In contrast, when an element is described as being “directly on,” “directly connected to,” “directly coupled to,” “directly over,” or “directly covering” another element, there may be no other elements intervening therebetween.
[0034] As used herein, the term "and / or" includes any one of the associated listed items and any combination of any two or more items.
[0035] Although terms such as "first," "second," and "third" may be used herein to describe various members, components, regions, layers, or portions, these members, components, regions, layers, or portions are not limited by these terms. Rather, these terms are used only to distinguish one member, component, region, layer, or portion from another member, component, region, layer, or portion. Thus, a first member, component, region, layer, or portion in the examples described herein may also be referred to as a second member, component, region, layer, or portion without departing from the teachings of the examples.
[0036] For ease of description, spatial relational terms such as "above," "upper," "below," and "lower" may be used herein to describe the relationship of one element to another element as shown in the accompanying drawings. Such spatial relational terms are intended to encompass different orientations of the device in use or operation in addition to the orientations depicted in the accompanying drawings. For example, if the device in the accompanying drawings is turned over, an element described as being "above" or "upper" relative to another element would subsequently be "below" or "lower" relative to the other element. Thus, the term "above" includes both the orientations "above" and "below," depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relational terms used herein will be interpreted accordingly.
[0037] The terms used herein are intended only to describe various examples and are not intended to limit the present disclosure. Unless the context clearly indicates otherwise, the singular is intended to include the plural. The terms "comprise," "include," and "have" list the presence of stated features, quantities, operations, components, elements, and / or combinations thereof, but do not preclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.
[0038] Due to manufacturing techniques and / or tolerances, variations in the shapes shown in the drawings may occur. Therefore, the examples described herein are not limited to the specific shapes shown in the drawings but include changes in shapes that occur during manufacturing.
[0039] The features of the examples described herein can be combined in various ways that will be apparent after understanding the disclosure of the present application. In addition, although the examples described herein have various configurations, other configurations are possible as will be apparent after understanding the disclosure of the present application.
[0040] The present application provides an urban rail transit vehicle anti-skid test auxiliary device, which is used to perform an anti-skid test on an urban rail transit vehicle. Figures 1 to 6 As shown, the urban rail transit vehicle includes a side beam 3 and a wheel 4, and the urban rail transit vehicle anti-skid test auxiliary device includes a first extension component 1 and a second extension component 2. The first extension component 1 is used to connect with the side beam 3, and the first extension component 1 is hinged to the second extension component 2 so that the end of the second extension component 2 facing away from the first extension component 1 extends to one side of the wheel 4.
[0041] When the urban rail transit vehicle anti-skid test auxiliary device of the present application is in use, the first extension component 1 is connected to the side beam 3, thereby achieving the fixation of the entire urban rail transit vehicle anti-skid test auxiliary device. The second extension component 2 is hinged to the first extension component 1, which allows the second extension component 2 to rotate relative to the first extension component 1. In this way, by adjusting the angle between the first extension component 1 and the second extension component 2, the end of the second extension component 2 facing away from the first extension component 1 can be extended to the side of the wheel 4. When the hose is fixed to the urban rail transit vehicle anti-skid test auxiliary device, the hose can extend to one side of the wheel 4, so that the hose can accurately and effectively spray the friction-reducing fluid to the contact point between the wheel 4 and the rail 5, thereby ensuring the effect of the urban rail transit vehicle anti-skid test.
[0042] In the embodiments of the present application, Figure 1As shown, the urban rail transit vehicle anti-skid test auxiliary device also includes a mounting component 6, which is fixed on the side beam 3, and the end of the first extension component 1 facing away from the second extension component 2 is connected to the mounting component 6, so that the fixation between the first extension component 1 and the side beam 3 is achieved.
[0043] Alternatively, as Figure 2 and Figure 3 As shown, the mounting assembly 6 includes a first mounting member 61 and a second mounting member 62. The first mounting member 61 is plate-shaped, and the second mounting member 62 extends along a first direction. The first mounting member 61 and the second mounting member 62 can be connected by welding, and the first mounting member 61 is fixed to the side beam 3 by bolts. A portion of the second mounting member 62 can extend into the interior of the first fixing member 11 of the first extension assembly 1, and the second mounting member 62 and the first fixing member 11 can be fixed by bolts.
[0044] like Figure 2 and Figure 3 As shown, the first extension assembly 1 includes a first fixing member 11, a first extension member 12, and a first fastener 14. The first fixing member 11 and the first extension member 12 both extend in a first direction. The first extension member 12 is connected to the second extension assembly 2. The first extension member 12 can be slidably connected relative to the first fixing member 11 in the first direction. The first fastener 14 can fix the first extension member 12 to the first fixing member 11. In this way, by adjusting the relative position of the first extension member 12 and the first fixing member 11, the total length of the first extension assembly 1 in the first direction can be adjusted, so as to adjust the position of the hinge between the first extension assembly 1 and the second extension assembly 2, thereby adjusting the position of the end of the second extension assembly 2, so that the urban rail transit vehicle anti-skid test auxiliary device of the present application can be adapted to urban rail transit vehicles of different models.
[0045] Preferably, the total length of the first extension component 1 in the first direction can be adjusted within a range of 80 cm to 110 cm through the relative sliding of the first extension member 12 and the first extension member 12 .
[0046] Preferably, the first fixing member 11 and the first extending member 12 are both hollow square steels, and the cross-sectional dimension of the first extending member 12 is smaller than that of the first fixing member 11 , so that the first extending member 12 can be inserted into the first fixing member 11 and can slide inside the first extending member 12 .
[0047] Furthermore, the first fixing member 11 is provided with a plurality of first fixing holes 111, and the plurality of first fixing holes 111 are arranged at intervals along the first direction; the first extending member 12 is provided with a plurality of second fixing holes, and the plurality of second fixing holes are arranged at intervals along the first direction, and the first fastener 14 passes through a first fixing hole 111 and a second fixing hole, thereby achieving fixation between the first fixing member 11 and the first extending member 12.
[0048] Optionally, a plurality of first fasteners 14 may be used to fix the first fixing member 11 and the first extending member 12 .
[0049] Preferably, if Figure 3 As shown, a receiving groove 121 is provided on the first extension member 12, and a portion of the second extension member 22 can extend into the receiving groove 121 so that the first extension member 12 can rotate relative to the second extension member 22. A first friction member 13 can be fixed on the groove wall of the receiving groove 121. The first friction member 13 cooperates with the second friction member 23 described below to increase the friction between the first extension member 12 and the second extension member 22, so as to improve the stability of the fixation of the first extension member 12 and the second extension member 22 when they are fixed by a locking member.
[0050] like Figure 4 and Figure 5 As shown, the second extension assembly 2 includes a second fixing member 21, a second extension member 22, and a second fastener 24. The second fixing member 21 and the second extension member 22 both extend in the second direction. The second extension member 22 is hinged to the first extension member 12. The second extension member 22 can be slidably connected relative to the second fixing member 21 in the second direction. The second fastener 24 can fix the second extension member 22 to the second fixing member 21. In this way, by adjusting the relative position of the second extension member 22 and the second fixing member 21, the total length of the second extension assembly 2 in the second direction can be adjusted, thereby adjusting the position of the end of the second fixing member 21, so that the urban rail transit vehicle anti-skid test auxiliary device of the present application can be adapted to urban rail transit vehicles of different models.
[0051] Preferably, the total length of the second extension component 2 in the second direction can be adjusted within a range of 35 cm to 50 cm through the relative sliding of the second extension member 22 and the second extension member 22 .
[0052] Preferably, the second fixing member 21 is a hollow square steel, and the second extending member 22 can be inserted into the second fixing member 21 and can slide in the second extending member 22 .
[0053] Furthermore, the second fixing member 21 is provided with a plurality of third fixing holes 211 spaced apart along the second direction; the second extending member 22 is provided with a plurality of fourth fixing holes 2211 spaced apart along the second direction; the second fastener 24 passes through one third fixing hole 211 and one fourth fixing hole 2211, thereby securing the second fixing member 21 to the second extending member 22. Optionally, multiple second fasteners 24 may be used to secure the second fixing member 21 to the second extending member 22.
[0054] Alternatively, as Figure 5 As shown, the second extension member 22 includes a sliding portion 221 and a connecting portion 222 connected to each other. The cross-sectional area of the connecting portion 222 is smaller than that of the sliding portion 221. The sliding portion 221 is partially located within the second fixing member 21 to facilitate sliding of the sliding portion 221 relative to the second extension member 22. The sliding portion 221 is provided with the aforementioned fourth fixing hole 2211. The connecting portion 222 extends into the receiving groove 121 to facilitate sliding of the connecting portion 222 relative to the second fixing portion.
[0055] Preferably, the sliding portion 221 and the connecting portion 222 may both be hollow square steel, and the sliding portion 221 and the connecting portion 222 may be connected by welding or other methods.
[0056] Preferably, a second friction member 23 is provided on the outer wall of the portion of the connecting portion 222 that extends into the receiving groove 121. The first friction member 13 and the second friction member 23 are in contact with each other, and the friction coefficient of the second friction member 23 is greater than the friction coefficient of the second extending member 22. The cooperation between the first friction member 13 and the second friction member 23 can increase the friction between the first extending member 12 and the second extending member 22, thereby improving the stability of the fixing of the first extending member 12 and the second extending member 22 by the locking member.
[0057] Preferably, the first friction member 13 and the second friction member 23 may be rubber pads, and the first friction member 13 and the second friction member 23 may be fixed to the groove wall of the accommodating groove 121 and the outer side wall of the connecting portion 222 by bonding.
[0058] In the embodiment of the present application, the locking member includes a locking bolt and a locking nut. The first extension member 12 defines a first locking hole 122 extending through the first extension member 12, and the connecting portion 222 defines a second locking hole 2221 extending through the connecting portion 222. The locking bolt passes through the first locking hole 122 and the second locking hole 2221 and is engaged with the locking nut. After the angle between the first extension assembly 1 and the second extension assembly 2 is adjusted, the locking bolt and the locking nut cooperate to secure the first extension member 12 and the second extension member 22, thereby locking the first extension assembly 1 and the second extension assembly 2.
[0059] It should be noted that the form of hinge between the first extension member 12 and the second extension member 22 is not limited to the above-mentioned form. A receiving groove 121 is formed on the second extension member 22. By partially extending the first extension member 12 into the receiving groove 121 of the second extension member 22, the first extension member 12 and the second extension member 22 can also be rotated relative to each other. At this time, the locking between the first extension member 12 and the second extension member 22 can also be achieved through the locking member.
[0060] In addition, the first extension member 12 and the second extension member 22 may be fixed for a second time by using a cable tie or wire to further improve the stability of the fixation between the first extension member 12 and the second extension member 22 .
[0061] Optionally, the hose can also be fixed to the first extension component 1 and the second extension component 2 by a cable tie. The second extension component 22 and the second fixing component 21 can be fixed to the vehicle understructure by a cable tie or wire to further improve the stability of the installation of the second extension component 2.
[0062] In addition, by adjusting the relative position of the first extension member 12 and the first fixing member 11, the relative position of the second extension member 22 and the second fixing member 21, and the angle between the first extension member 12 and the second extension member 22, the first extension component 1 and the second extension component 2 can be avoided from interfering with the undercarriage structure of the urban rail transit vehicle, so that the urban rail transit vehicle anti-skid test auxiliary device can be adapted to urban rail transit vehicles of different models.
[0063] like Figure 6 As shown, when the urban rail transit vehicle anti-skid test auxiliary device of the present application is used, the mounting assembly 6 is fixed on the side beam 3, and the first extension assembly 1 is connected to the mounting assembly 6. Thereafter, based on the model of the urban rail transit vehicle, the relative position of the first extension member 12 and the first fixing member 11, the relative position of the second extension member 22 and the second fixing member 21, and the angle between the first extension member 12 and the second extension member 22 are adjusted so that the end of the second fixing member 21 facing away from the first extension member 1 extends to one side of the wheel 4. In this way, when the hose is fixed to the first extension member 1 and the second extension member 2, the hose can extend to one side of the contact position between the wheel 4 and the rail 5, so that the hose can accurately and effectively spray the friction-reducing fluid to the contact point between the wheel 4 and the rail 5, thereby ensuring the effect of the anti-skid test of the urban rail transit vehicle.
[0064] It should be noted that in Figure 6 In order to show the relative positions of the anti-skid test auxiliary device for urban rail transit vehicles and the wheels 4 and the side beams 3 after installation, only part of the structure of the urban rail transit vehicle is shown. Figure 6 The anti-skid test auxiliary device for urban rail transit vehicles was simplified in Figure 6 In the figure, the two boxes represent the first extension component 1 and the second extension component 2 respectively, and the circle represents the connection between the first extension component 1 and the second extension component 2. Figure 6 The specific structure of the anti-skid test auxiliary device for urban rail transit vehicles is not shown. The specific structure of the anti-skid test auxiliary device for urban rail transit vehicles can be referred to Figures 1 to 5 .
[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.
Claims
1. An urban rail transit vehicle anti-skid test auxiliary device, the urban rail transit vehicle anti-skid test auxiliary device is used to perform an anti-skid test on an urban rail transit vehicle, the urban rail transit vehicle includes a side beam and a wheel, and is characterized in that: The urban rail transit vehicle anti-skid test auxiliary device includes a first extension component and a second extension component. The first extension component is used to connect with the side beam. The first extension component is hinged to the second extension component so that the end of the second extension component facing away from the first extension component extends to one side of the wheel.
2. The anti-skid test auxiliary device for urban rail transit vehicles according to claim 1, characterized in that: The first extension component includes a first fixing member, a first extension member and a first fastener. The first fixing member and the first extension member both extend along a first direction. The first extension member is connected to the second extension component. The first extension member can be slidably connected relative to the first fixing member along the first direction. The first fastener can fix the first extension member on the first fixing member.
3. The anti-skid test auxiliary device for urban rail transit vehicles according to claim 2, characterized in that: The first fixing member is provided with a plurality of first fixing holes, and the plurality of first fixing holes are arranged at intervals along the first direction; The first extension member is provided with a plurality of second fixing holes, which are spaced apart along the first direction, and the first fastener passes through one of the first fixing holes and one of the second fixing holes.
4. The anti-skid test auxiliary device for urban rail transit vehicles according to claim 2, characterized in that: The second extension assembly includes a second fixing member, a second extension member and a second fastener, wherein the second fixing member and the second extension member both extend along a second direction, and the second direction intersects the first direction; The second extending member is hinged to the first extending member, the second extending member can slide relative to the second fixing member along the second direction, and the second fastener can fix the second extending member on the second fixing member.
5. The anti-skid test auxiliary device for urban rail transit vehicles according to claim 4, characterized in that: The second fixing member is provided with a plurality of third fixing holes, and the plurality of third fixing holes are arranged at intervals along the second direction; The second extension member is provided with a plurality of fourth fixing holes, which are spaced apart along the second direction, and the second fastener passes through one of the third fixing holes and one of the fourth fixing holes.
6. The anti-skid test auxiliary device for urban rail transit vehicles according to claim 4, characterized in that: A receiving groove is formed on one of the first extending member and the second extending member, and the other of the first extending member and the second extending member extends into the receiving groove; The urban rail transit vehicle anti-skid test auxiliary device further includes a locking member, and the first extension member and the second extension member are capable of relatively rotating, and the locking member is capable of locking the relative rotation of the first extension member and the second extension member.
7. The urban rail transit vehicle anti-skid test auxiliary device according to claim 6, characterized in that: The first extension member is formed with the receiving groove, and a portion of the second extension member extends into the receiving groove; A first friction member is provided on the groove wall of the accommodating groove, and the friction coefficient of the first friction member is greater than the friction coefficient of the first extending member; A second friction member is provided on the outer side wall of the portion of the second extension member extending into the accommodating groove. The friction coefficient of the second friction member is greater than that of the second extension member. The first friction member is in contact with the second friction member.
8. The urban rail transit vehicle anti-skid test auxiliary device according to claim 7, characterized in that: The second extending member includes a sliding portion and a connecting portion connected to each other, the cross-sectional area of the connecting portion is smaller than the cross-sectional area of the sliding portion, a portion of the sliding portion is located in the second fixing member, and the connecting portion extends into the accommodating groove.
9. The urban rail transit vehicle anti-skid test auxiliary device according to any one of claims 6 to 8, characterized in that: The locking member includes a locking bolt and a locking nut. The first extension member is provided with a first locking hole passing through the first extension member, and the second extension member is provided with a second locking hole passing through the second extension member. The locking bolt passes through the first locking hole and the second locking hole and is connected to the locking nut.
10. The urban rail transit vehicle anti-skid test auxiliary device according to claim 1, characterized in that: The urban rail transit vehicle anti-skid test auxiliary device further includes a mounting assembly, which is fixed on the side beam, and one end of the first extension assembly facing away from the second extension assembly is connected to the mounting assembly.