A train wheel sensor test simulation device

Abstract

The utility model relates to rail transit equipment test technical field discloses a train wheel sensor test simulation device, including frame, magnetic coupling rodless cylinder, simulation wheel pair, manual reversing valve and quick release type wheel sensor mounting assembly, the magnetic coupling rodless cylinder is fixed on the frame, the both ends of magnetic coupling rodless cylinder are equipped with buffer, the simulation wheel pair sets up on the slider of magnetic coupling rodless cylinder, the manual reversing valve is used for controlling the positive and negative reciprocating motion of the slider of magnetic coupling rodless cylinder, the quick release type wheel sensor mounting assembly sets up on the frame for quickly clamping wheel sensor to the opposite side of simulation wheel pair, the utility model provides a train wheel sensor test simulation device, solved the problem that the test signal distortion caused by the uneven force, big speed fluctuation of traditional manual pushing mode.

Description

Technical Field

[0001] This utility model relates to the field of rail transit equipment testing technology, specifically to a train wheel sensor testing simulation device. Background Technology

[0002] In rail transit systems, wheel sensors are core equipment for ensuring train operation safety and achieving automatic control. Their performance stability and detection accuracy directly determine the reliability of train monitoring and dispatching. During manufacturing and maintenance, sensors need to be tested and calibrated by simulating train wheelset passage scenarios; however, existing testing methods have significant limitations. Traditional manual push-type simulation devices rely on manual force application, resulting in small speed errors. However, uneven pushing force and speed fluctuations can easily lead to distortion of the simulation scenario, making it impossible to accurately reproduce the state of train wheelsets passing at a constant speed. Furthermore, manual operation cannot reliably achieve cyclic testing of forward passage and reverse reset. Testing a single set of sensors takes a long time, requires rail installation, is inefficient, has poor repeatability, and cannot meet the standardized testing requirements of batch sensors. Utility Model Content

[0003] The purpose of this invention is to provide a train wheel sensor testing simulation device to solve at least one of the aforementioned problems in the prior art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A train wheel sensor testing simulation device includes a frame, a magnetically coupled rodless cylinder, a simulated wheelset, a manual reversing valve, and a quick-release wheel sensor mounting assembly. The magnetically coupled rodless cylinder is fixed to the frame and has buffers at both ends. The simulated wheelset is mounted on the slider of the magnetically coupled rodless cylinder. The manual reversing valve controls the forward and reverse reciprocating motion of the slider of the magnetically coupled rodless cylinder. The quick-release wheel sensor mounting assembly is mounted on the frame and is used to quickly clamp the wheel sensor to the opposite side of the simulated wheelset.

[0005] This technical solution utilizes a magnetically coupled rodless cylinder to provide stable and uniform driving force, and employs buffers at both ends to effectively suppress impacts during the start and stop of the slider. This ensures that the simulated wheelset can pass the wheel sensor at a near-uniform linear speed, accurately replicating the dynamic scenario of the train wheelset triggering the sensor during actual operation. It solves the problem of test signal distortion caused by uneven force application and large speed fluctuations in traditional manual pushing methods, greatly improving the accuracy and reliability of test data.

[0006] By adopting manual reversing valve control, operators can easily and quickly switch the airflow direction of the cylinder, thereby realizing stable and reliable cyclic testing of simulated wheelsets in both forward and reverse directions. This meets the testing requirements for the bidirectional triggering performance of the sensor, and its efficiency is far higher than that of the manual reset method. It accurately reproduces the real scene of the train wheelset passing the sensor, solves the problems of large speed fluctuations and inconvenient direction switching in traditional manual devices, and improves the accuracy, repeatability and efficiency of wheel sensor testing.

[0007] The quick-release wheel sensor mounting assembly eliminates the need for any tools when installing and removing wheel sensors, significantly reducing preparation time for a single test, reducing the labor intensity of operators, and freeing them from dependence on actual rails. This creates conditions for batch sensor testing in laboratories or workshops, greatly improving testing efficiency and convenience.

[0008] In summary, this utility model has a high degree of integration and is easy to operate, which solves the shortcomings of existing testing methods in terms of accuracy, efficiency and flexibility, and provides an efficient and reliable dedicated testing device for the performance verification, factory calibration and periodic maintenance of train wheel sensors.

[0009] Furthermore, the frame is provided with a sensor placement position. The quick-release wheel sensor mounting assembly includes a hinge, a pressure plate, a door latch, and a latch seat. The pressure plate is hinged to the frame via the hinge. The door latch is located at the lower end of the pressure plate. The latch seat is located on the frame. By pressing down the lower end of the pressure plate until the door latch and the latch seat are engaged and locked, the pressure plate presses the extension edge of the wheel sensor firmly at the sensor placement position.

[0010] Furthermore, the latch seat includes symmetrically arranged latching protrusions, and the door latch includes a narrow waist latching portion located between the two latching protrusions.

[0011] Furthermore, the quick-release wheel sensor mounting assembly includes two symmetrically arranged pressure plates, and the lower pressing ends of the two pressure plates are fixed with the same handle.

[0012] Furthermore, the frame includes a crossbeam, on which a base frame is provided. The base frame includes a front length limiting plate, a rear length limiting plate, and a width limiting plate. The front length limiting plate and the rear length limiting plate are respectively fixed to the front and rear sides of the crossbeam. The upper ends of the front length limiting plate and the rear length limiting plate do not extend beyond the upper end face of the wheel sensor's extension edge located within the sensor placement position. There are multiple width limiting plates, which are arranged between the front length limiting plate and the rear length limiting plate. The space between the two width limiting plates, the front length limiting plate, and the rear length limiting plate is the sensor placement position.

[0013] Furthermore, the buckle seat is mounted on the front length limiting plate, and the rear end of the pressure plate is hinged to the rear length limiting plate via a hinge.

[0014] Furthermore, the bottom of the pressure plate is provided with an anti-slip rubber pad.

[0015] Furthermore, multiple sensor placement positions are provided between the front length limiting plate and the rear length limiting plate.

[0016] Furthermore, the frame is a modular frame assembled from industrial standard aluminum profiles using corner pieces and screws.

[0017] The beneficial effects of this invention are as follows: This technical solution provides a stable and uniform driving force through a magnetically coupled rodless cylinder, and effectively suppresses the impact during the start and stop of the slider by utilizing the buffers at both ends. This ensures that the simulated wheelset can pass the wheel sensor at a very close to uniform linear speed, accurately reproducing the dynamic scenario of the train wheelset triggering the sensor during actual operation. It solves the problem of test signal distortion caused by uneven force application and large speed fluctuations in traditional manual pushing methods, greatly improving the accuracy and reliability of test data.

[0018] By adopting manual reversing valve control, operators can easily and quickly switch the airflow direction of the cylinder, thereby realizing stable and reliable cyclic testing of simulated wheelsets in both forward and reverse directions. This meets the testing requirements for the bidirectional triggering performance of the sensor, and its efficiency is far higher than that of the manual reset method. It accurately reproduces the real scene of the train wheelset passing the sensor, solves the problems of large speed fluctuations and inconvenient direction switching in traditional manual devices, and improves the accuracy, repeatability and efficiency of wheel sensor testing.

[0019] The quick-release wheel sensor mounting assembly eliminates the need for any tools when installing and removing wheel sensors, significantly reducing preparation time for a single test, reducing the labor intensity of operators, and freeing them from dependence on actual rails. This creates conditions for batch sensor testing in laboratories or workshops, greatly improving testing efficiency and convenience.

[0020] In summary, this utility model has a high degree of integration and is easy to operate, which solves the shortcomings of existing testing methods in terms of accuracy, efficiency and flexibility, and provides an efficient and reliable dedicated testing device for the performance verification, factory calibration and periodic maintenance of train wheel sensors. Attached Figure Description

[0021] Figure 1 This is a first-view structural schematic diagram of the present invention; Figure 2 This is a structural schematic diagram of the present invention from a second perspective; Figure 3 This is a schematic diagram of the main structure of this utility model; Figure 4 for Figure 3 A magnified schematic diagram of the local structure at point A; Figure 5 This is a structural diagram of the hidden portion of the present invention; Figure 6 This is a schematic diagram of the quick-release wheel sensor mounting assembly in this utility model.

[0022] In the diagram: Frame 1; Crossbeam 1.1; Magnetic coupling rodless cylinder 2; Simulated wheelset 3; Manual directional valve 4; Quick-release wheel sensor mounting assembly 5; Buffer 6; Slider 7; Wheel sensor 8; Extension edge 8.1; Hinge 9; Pressure plate 10; Door stop buckle 11; Narrow waist snap-fit ​​part 11.1; Snap-fit ​​seat 12; Snap-fit ​​protrusion 12.1; Sensor placement position 13; Handle 14; Front length limiting plate 15; Rear length limiting plate 16; Width limiting plate 17; Mounting fixing plate 18. Detailed Implementation

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the present utility model will be briefly introduced below in conjunction with the accompanying drawings and descriptions of the embodiments or the prior art. Obviously, the following description of the structure of the accompanying drawings is only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. It should be noted that the description of these embodiments is used to help understand this utility model, but does not constitute a limitation on this utility model.

[0024] Example 1: like Figures 1-6 As shown, this embodiment provides a train wheel sensor testing simulation device, including a frame 1, a magnetically coupled rodless cylinder 2, a simulated wheelset 3, a manual reversing valve 4, and a quick-release wheel sensor mounting assembly 5. The magnetically coupled rodless cylinder 2 is fixed on the frame 1, and buffers 6 are provided at both ends of the magnetically coupled rodless cylinder 2. The simulated wheelset 3 is mounted on the slider 7 of the magnetically coupled rodless cylinder 2 through a mounting plate 18. The size and curvature of the simulated wheelset 3 are completely designed according to the actual train wheelset. The manual reversing valve 4 is used to control the forward and reverse reciprocating motion of the slider 7 of the magnetically coupled rodless cylinder 2. The quick-release wheel sensor mounting assembly 5 is mounted on the frame 1 and is used to quickly clamp the wheel sensor 8 to the opposite side of the simulated wheelset 3. The magnetically coupled rodless cylinder 2 is located above the quick-release wheel sensor mounting assembly 5.

[0025] This technical solution utilizes a magnetically coupled rodless cylinder 2 to provide stable and uniform driving force, and employs buffers 6 at both ends to effectively suppress the impact during the start and stop of the slider 7. This ensures that the simulated wheelset 3 can pass the wheel sensor 8 at a near-uniform linear speed, accurately replicating the dynamic scenario of the train wheelset triggering the sensor during actual operation. This solves the problem of test signal distortion caused by uneven force application and large speed fluctuations in traditional manual pushing methods, greatly improving the accuracy and reliability of test data. Furthermore, the piston and slider 7 of the magnetically coupled rodless cylinder 2 are driven by magnetic coupling, eliminating the need for an exposed piston rod, saving installation space, and providing excellent sealing.

[0026] The system employs a manual directional valve 4 for control, allowing operators to easily and quickly switch the airflow direction in the cylinders. This enables stable and reliable cyclic testing of the simulated wheelset 3, simulating forward passage and reverse reset. This meets the testing requirements for the sensor's bidirectional triggering performance and is far more efficient than the manual reset method. It accurately reproduces the real-world scenario of the train wheelset passing the sensor, solving the problems of large speed fluctuations and inconvenient direction switching in traditional manual devices. This improves the accuracy, repeatability, and efficiency of the wheel sensor 8 test. Specifically, a pneumatically controlled directional valve is used. By manually switching the valve core position, the flow direction of the high-pressure airflow between the cylinders is controlled, enabling the cylinder slider 7 to reciprocate in both forward and reverse linear motions, meeting the rapid direction switching requirements in the testing scenario. The system also includes an air source processing component (not shown in the figure), which includes a filter, a pressure reducing valve, and an oil mist lubricator. The front end of the air source processing component is connected to a compressed air source. The filter removes impurities from the air source, and the pressure reducing valve stabilizes the pressure to the rated working pressure of the cylinder.

[0027] The quick-release wheel sensor mounting assembly 5 allows the wheel sensor 8 to be installed and removed without any tools, significantly shortening the preparation time for a single test, reducing the labor intensity of operators, and eliminating the dependence on actual rails. This creates conditions for batch sensor testing in laboratories or workshops, greatly improving testing efficiency and convenience.

[0028] In summary, this utility model has a high degree of integration and is easy to operate, which solves the shortcomings of existing testing methods in terms of accuracy, efficiency and flexibility, and provides an efficient and reliable dedicated testing device for the performance verification, factory calibration and regular maintenance of train wheel sensors 8.

[0029] Example 2: This embodiment is an optimization based on the above embodiment 1.

[0030] The frame 1 is provided with a sensor placement position 13. The quick-release wheel sensor mounting assembly 5 includes a hinge 9, a pressure plate 10, a door latch 11, and a latch seat 12. The pressure plate 10 is hinged to the frame 1 via the hinge 9. The door latch 11 is located at the lower end of the pressure plate 10, and the latch seat 12 is located on the frame 1. By pressing down the lower end of the pressure plate 10 until the door latch 11 and the latch seat 12 are engaged and locked, the pressure plate 10 presses the extension edge 8.1 of the wheel sensor 8 firmly at the sensor placement position 13.

[0031] The door latch 11, which locks upon pressing down, along with the flip-up pressure plate 10, enables quick one-handed clamping of the wheel sensor 8. The operator simply places the wheel sensor 8 into the sensor placement position 13 and presses down the pressure plate 10 until the latch locks, completing the installation. The entire process requires no tools, is extremely time-efficient, and offers highly simple and intuitive operation, making it particularly suitable for rapid cyclic testing of batch sensors.

[0032] The sensor placement position 13 provides a precise mounting reference for the wheel sensor 8, ensuring that the relative position of the sensor and the simulated wheelset 3 remains consistent during each installation. The pressure plate 10 presses the extension of the sensor along the 8.1 evenly into the placement position with downward pressure, effectively avoiding test errors caused by installation position deviations or loosening. The positioning is accurate and consistent, greatly improving the reliability of the test results.

[0033] The self-locking connection formed by the door latch 11 and the latch seat 12 is simple, reliable, and provides stable locking force. During testing, this structure effectively resists vibrations generated by cylinder movement, preventing the sensor from shifting or loosening due to vibration, and ensuring clamping stability during long-term, reciprocating testing.

[0034] Example 3: This embodiment is an optimization based on the above embodiment 2.

[0035] The latch seat 12 includes symmetrically arranged latching protrusions 12.1, and the door latch 11 includes a narrow latching portion 11.1 located between the two latching protrusions 12.1.

[0036] The symmetrically arranged locking protrusions 12.1 cooperate with the narrow locking portion 11.1 of the door latch 11, automatically guiding the pressure plate 10 and the latch to precise alignment during the pressing process, ensuring that the locking portion smoothly enters the locking position between the two protrusions. This prevents the pressure plate 10 from jamming or not locking properly due to misalignment, improving the smoothness of operation and the success rate of locking on the first attempt.

[0037] When the narrow-waisted locking part 11.1 finally engages between the two symmetrical locking protrusions 12.1, a stable mechanical interlock is formed. This structure can limit the horizontal movement of the pressure plate 10, enhance the rigidity and stability of the locked state, and ensure that the pressure plate 10 will not loosen under the vibration environment generated by the reciprocating motion of the simulated wheelset 3, thereby ensuring that the sensor is continuously and reliably pressed.

[0038] The fit between the narrow waisted locking part 11.1 and the locking protrusion 12.1 provides a clear "click" feeling when pressing down to lock, giving the operator clear tactile and audible feedback. The locking status can be confirmed without visual inspection, which not only improves the operating experience but also avoids test accidents caused by incomplete locking.

[0039] This buckle structure operates purely mechanically, requiring no easily damaged parts such as springs. Symmetrical force distribution ensures even wear, resulting in high mechanical strength and durability. It can withstand frequent locking and unlocking operations, has a long service life, and requires minimal maintenance.

[0040] Example 4: This embodiment is an optimization based on the above embodiment 2.

[0041] The quick-release wheel sensor mounting assembly 5 includes two symmetrically arranged pressure plates 10, and the lower pressure ends of the two pressure plates 10 are fixed with the same handle 14.

[0042] Two symmetrical pressure plates 10 are connected by a handle 14, allowing the operator to simultaneously control the flipping and pressing of both pressure plates 10 with a single hand movement, achieving synchronous locking and releasing of both sides of the sensor. Compared to operating each pressure plate 10 individually, this greatly simplifies the operation process, further shortens the sensor clamping and disassembly time, and maximizes the efficiency of assembly and disassembly.

[0043] The shared handle 14 ensures that the downward pressure acting on the two pressure plates 10 is synchronous and balanced, which can avoid sensor installation misalignment or stress concentration caused by asynchronous pressing or uneven force on both sides, thereby ensuring that the sensor is pressed into the sensor placement position 13 in the exact same optimal posture every time.

[0044] By integrating the operating mechanisms of the two pressure plates 10 into a single handle 14, the number of independent components is reduced, making the entire quick-release assembly more compact and integrated.

[0045] The single, wide handle 14 provides the operator with a better grip, making pressing and flipping actions less strenuous and more comfortable, further optimizing the human-computer interaction experience.

[0046] Specifically, the handle 14 has an anti-slip texture on its surface and is integrated into the end of the pressure plate 10, making it easy to flip the pressure plate 10 with one hand and quickly insert and remove the sensor.

[0047] Example 5: This embodiment is an optimization based on the above embodiment 2.

[0048] The frame 1 includes a crossbeam 1.1, on which a base frame is provided. The base frame includes a front length limiting plate 15, a rear length limiting plate 16, and a width limiting plate 17. The front length limiting plate 15 and the rear length limiting plate 16 are respectively fixed to the front and rear sides of the crossbeam 1.1. The upper ends of the front length limiting plate 15 and the rear length limiting plate 16 do not exceed the upper end face of the extension edge 8.1 of the wheel sensor 8 located in the sensor placement position 13. There are multiple width limiting plates 17 and they are arranged between the front length limiting plate 15 and the rear length limiting plate 16. The space between the two width limiting plates 17, the front length limiting plate 15, and the rear length limiting plate 16 is the sensor placement position 13.

[0049] The sensor placement position 13, formed by the front length limiting plate 15, the rear length limiting plate 16, and multiple width limiting plates 17, provides a standard, clearly defined mounting cavity for the wheel sensor 8. Operators do not need to perform tedious fine-tuning; simply placing the wheel sensor 8 into the sensor placement position 13 will automatically correct it to the preset precise position in both length and width directions, greatly simplifying the installation process and ensuring consistent positioning each time.

[0050] The specially designed length limiting plates (front length limiting plate 15 and rear length limiting plate 16) have their upper surfaces not exceeding the upper surface of the sensor extension edge 8.1. This ensures that when the pressure plate 10 is pressed down, its bottom or the anti-slip rubber pad on the bottom can be completely and directly pressed against the sensor extension edge 8.1, thereby generating sufficient friction to achieve reliable fixation. At the same time, it effectively prevents the length limiting plates (front length limiting plate 15 and rear length limiting plate 16) from being too high and pressing against the pressure plate 10, avoiding interference problems where the pressure plate 10 presses on the limiting plates (front length limiting plate 15 and rear length limiting plate 16) instead of the sensor, ensuring effective transmission of clamping force and reliable locking.

[0051] By setting multiple width limiting plates 17, the effective width of the sensor placement position 13 can be flexibly adjusted. This design allows the device to be adapted to various wheel sensors 8 of different sizes and specifications. Simply select the corresponding width limiting plate 17 for positioning, or adjust the position of the width limiting plate 17, and quick model changeover can be achieved, significantly improving the versatility and application range of the device.

[0052] The upper end of the width limiting plate 17 is flush with the upper ends of the front length limiting plate 15 and the rear length limiting plate 16. All limiting plates adopt a uniform upper height standard, which simplifies the process requirements and debugging difficulty of parts processing and frame 1 assembly, and makes it easier to control the overall manufacturing accuracy through standardized production, thereby ensuring that each device leaving the factory can achieve the designed positioning effect.

[0053] Example 6: This embodiment is an optimization based on the above embodiment 5.

[0054] The buckle seat 12 is mounted on the front length limiting plate 15, and the rear end of the pressure plate 10 is hinged to the rear length limiting plate 16 via the hinge 9.

[0055] The hinge 9 and the latch seat 12 are directly installed using the existing length limiting plates (front length limiting plate 15 and rear length limiting plate 16), without the need for an additional independent support structure on the frame 1. This design greatly simplifies the overall structure, reduces the number of parts, saves installation space, and improves the rigidity and precision of the entire base frame assembly by reducing assembly steps.

[0056] Since the rotation fulcrum (hinge 9) and locking point (buckle seat 12) of the pressure plate 10 are both directly established on the reference component (length limiting plate) used for positioning the wheel sensor 8, the clamping trajectory of the pressure plate 10 and the mounting reference surface of the wheel sensor 8 have an inherent positional relationship. Each time the pressure plate 10 is pressed, it can automatically align with the sensor placement position 13, eliminating the cumulative error that may be caused by installing the hinge 9 and the buckle seat 12 separately, and greatly ensuring and maintaining long-term clamping accuracy.

[0057] Example 7: This embodiment is an optimization based on the above embodiment 2.

[0058] To improve the pressing effect on the wheel sensor 8, the bottom of the pressure plate 10 is provided with an anti-slip rubber pad.

[0059] Example 8: This embodiment is an optimization based on the above embodiment 5.

[0060] To facilitate batch testing and improve testing efficiency, multiple sensor placement positions 13 are provided between the front length limiting plate 15 and the rear length limiting plate 16.

[0061] Example 9: This embodiment is an optimization based on the above embodiment 1.

[0062] Frame 1 is a modular frame assembled from industrial standard aluminum profiles using corner fittings and screws.

[0063] Industrial aluminum profiles offer an excellent strength-to-weight ratio, allowing the entire device to maintain structural rigidity and stability while remaining lightweight, facilitating movement and relocation within the laboratory. Their inherent robustness provides a reliable mechanical foundation for stable cylinder operation and accurate sensor testing. Based on standard profile specifications and connection methods, multiple parallel testing stations can be easily expanded to enable simultaneous testing of batches of sensors, significantly increasing overall testing throughput.

[0064] Operating steps: Gently lift handle 14 to unlock door latch 11. Hold the non-slip handle 14 and flip the pressure plate 10. Place the wheel sensor 8 in the pressure plate 10 and then flip it in the opposite direction. Press the door latch 11 to achieve self-locking. Then operate the manual reversing valve 4 to control the magnetically coupled rodless cylinder 2 to drive the simulated wheelset 3 to slide forward and backward along the rail, simulating the process of the train wheelset triggering the wheel sensor 8, thus completing the test. This utility model has a reasonable structure and is easy to operate, and is suitable for batch testing and calibration of train wheel sensors 8.

[0065] If the speed of the simulated wheelset 3 needs to be adjusted, the output pressure can be adjusted through the pressure reducing valve of the air source treatment component; if a component is damaged, the damaged part can be quickly disassembled and replaced with the help of the standardized installation structure of the aluminum profile frame 1, without the need for overall debugging.

[0066] In summary, the advantages of this technical solution are as follows: The test scenario is more realistic: the magnetically coupled rodless cylinder 2 outputs a uniform force, and with the support of the buffer 6 and the aluminum profile frame 1, it can realize the simulation of wheelset 3 moving in a straight line at a uniform speed, accurately reproduce the actual passing state of the train wheelset, and solve the speed fluctuation problem of manual operation. The efficiency of installation and disassembly is greatly improved: With the quick-release structure of hinge 9 flipping + door latch 11 self-locking + anti-slip handle 14, the wheel sensor 8 can be installed without relying on the steel rail, and the installation and disassembly time is short. Compared with the traditional tool fastening method, the efficiency is greatly improved. More flexible layout and maintenance: The aluminum profile frame 1 supports on-demand splicing and quick adjustment, and can be expanded to multiple workstations or changed component layout according to testing needs; components such as cylinders and reversing valves are connected to the frame 1 through standard parts, and can be directly disassembled and replaced when damaged, greatly improving the convenience of maintenance.

[0067] Finally, it should be noted that the above are merely preferred embodiments of this utility model and are not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A train wheel sensor testing simulation device, characterized in that: Includes a frame (1), a magnetically coupled rodless cylinder (2), a simulated wheelset (3), a manual directional valve (4), and a quick-release wheel sensor (8) mounting assembly (5); The magnetically coupled rodless cylinder (2) is fixed on the frame (1); The magnetically coupled rodless cylinder (2) is equipped with buffers (6) at both ends. The simulated wheelset (3) is mounted on the slider (7) of the magnetically coupled rodless cylinder (2); The manual reversing valve (4) is used to control the forward and reverse reciprocating motion of the slider (7) of the magnetically coupled rodless cylinder (2). The mounting assembly (5) of the quick-release wheel sensor (8) is set on the frame (1) to quickly clamp the wheel sensor (8) to the opposite side of the simulated wheelset (3).

2. The train wheel sensor testing simulation device according to claim 1, characterized in that: The frame (1) is provided with a sensor placement position (13). The quick-release wheel sensor (8) mounting assembly (5) includes a hinge (9), a pressure plate (10), a door latch (11), and a latch seat (12). The pressure plate (10) is hinged to the frame (1) through the hinge (9). The door latch (11) is located at the lower end of the pressure plate (10). The latch seat (12) is located on the frame (1). By pressing down the lower end of the pressure plate (10) until the door latch (11) and the latch seat (12) are fastened and locked, the pressure plate (10) presses the extension edge of the wheel sensor (8) at the sensor placement position (13).

3. The train wheel sensor testing simulation device according to claim 2, characterized in that: The latch seat (12) includes symmetrically arranged latching protrusions, and the door latch (11) includes a narrow waist latching portion located between the two latching protrusions.

4. The train wheel sensor testing simulation device according to claim 2, characterized in that: The mounting assembly (5) of the quick-release wheel sensor (8) includes two symmetrically arranged pressure plates (10), and the lower pressure ends of the two pressure plates (10) are fixed with the same handle (14).

5. The train wheel sensor testing simulation device according to claim 2, characterized in that: The frame (1) includes a crossbeam, on which a base frame is provided. The base frame includes a front length limiting plate (15), a rear length limiting plate (16), and a width limiting plate (17). The front length limiting plate (15) and the rear length limiting plate (16) are respectively fixed to the front and rear sides of the crossbeam; The upper ends of the front length limiting plate (15) and the rear length limiting plate (16) do not extend beyond the upper end face of the extension edge of the wheel sensor (8) located in the sensor placement position (13). There are multiple width limiting plates (17) and they are arranged between the front length limiting plate (15) and the rear length limiting plate (16); The space between the two width limiting plates (17), the front length limiting plate (15), and the rear length limiting plate (16) is the sensor placement position (13).

6. The train wheel sensor testing simulation device according to claim 5, characterized in that: The buckle seat (12) is set on the front length limiting plate (15), and the rear end of the pressure plate (10) is hinged to the rear length limiting plate (16) via a hinge (9).

7. The train wheel sensor testing simulation device according to claim 2, characterized in that: The bottom of the pressure plate (10) is provided with an anti-slip rubber pad.

8. The train wheel sensor testing simulation device according to claim 5, characterized in that: Multiple sensor placement positions (13) are provided between the front length limiting plate (15) and the rear length limiting plate (16).

9. The train wheel sensor testing simulation device according to claim 1, characterized in that: The frame (1) is a modular frame (1) assembled from industrial standard aluminum profiles by corner pieces and screws.

Images