Test carriage, test vehicle, and test train

Abstract

Provided is a testing device which can test an interaction between a rail and a wheel generated when a railway vehicle travels on an actual track.　One embodiment of the present invention provides a test carriage including: a first wheel shaft (52R) that can roll on a rail (2); a slip ratio control device (7) for supplying power to the first wheel shaft so that the first wheel shaft rolls on the rail at a prescribed slip ratio; and a rotation supply means (52F, 55, 6) for supplying, to the slip ratio control device, rotational motion at a rotational speed corresponding to the travel speed of the test carriage (5). The slip ratio control device is configured to be capable of supplying, to the first wheel shaft, rotational motion obtained by adding a phase difference to the rotational motion supplied from the rotation supply means.

Description

Test trolley, test vehicle, and test train

[0001] The present invention relates to a test trolley, a test vehicle, and a test train capable of testing the interaction between a rail and a wheel when a railway vehicle is running, and a test system.

[0002] A test device for simulating and examining the interaction between a rail and a wheel when a railway vehicle is running is known. For example, Japanese Patent Application Laid-Open No. 2007-271447 (hereinafter referred to as "Patent Document 1") describes a test device capable of performing a test simulating the running state of a railway vehicle by rotating a wheel and a rail wheel, which is a disc-shaped member having a cross-sectional shape simulating a rail, while pressing the wheel against the rail wheel.

[0003] Since the test device described in Patent Document 1 uses a rail wheel to conduct the test indoors, it has been difficult to accurately reproduce the interaction between the rail and the wheel that occurs when a railway vehicle runs on an actual track (for example, a curved track, a track during rainfall, snowfall, or freezing, etc.).

[0004] The present invention has been made in view of the above circumstances, and an object thereof is to provide a test device (for example, a test trolley, a test vehicle, a test train, or a test system) capable of testing the interaction between a rail and a wheel that occurs when a railway vehicle runs on an actual track.

[0005] According to an embodiment of the present invention, there is provided a test trolley including a first axle that can roll on a rail, and a slip ratio control device that supplies power to the first axle so that the first axle rolls on the rail at a predetermined slip ratio.

[0006] According to an embodiment of the present invention, there is provided a test device (for example, a test trolley, a test vehicle, a test train, or a test system) capable of testing the interaction between a rail and a wheel that occurs when a railway vehicle runs on an actual track.

[0007] This is a side view of a wheel test system according to one embodiment of the present invention. This is a side view of a test trolley according to one embodiment of the present invention. This is a plan view (partial cross-sectional view) of a test trolley according to one embodiment of the present invention. This is a cross-sectional view (plan view) of a gear device. This is a longitudinal cross-sectional view of a slip rate control device according to one embodiment of the present invention. This is a longitudinal cross-sectional view showing the schematic configuration of the electric motor of the slip rate control device. This is a block diagram showing the schematic configuration of the control system of the wheel test system according to one embodiment of the present invention. This is a block diagram showing the schematic configuration of the electric drive system according to one embodiment of the present invention. This is a diagram showing the circuit configuration of the electric drive system according to one embodiment of the present invention. This is a block diagram showing the schematic configuration of one modified example of the electric drive system according to one embodiment of the present invention. This is a side view of one modified example of a wheel test system in which the present invention is applied to a power-concentrated train. This is a block diagram showing the schematic configuration of another modified example of the electric drive system according to one embodiment of the present invention.

[0008] Embodiments of the present invention will be described below with reference to the drawings. In the following description, the same or corresponding items will be denoted by the same or corresponding reference numerals, and redundant explanations will be omitted. Furthermore, in each drawing, if multiple items with the same reference numerals are shown, not all of those multiple items will necessarily be denoted by reference numerals, and the assignment of reference numerals will be appropriately omitted for some of those multiple items.

[0009] Figure 1 is a side view showing a schematic configuration of a wheel testing system 1 (hereinafter referred to as "test system 1") according to an embodiment of the present invention. Test system 1 is a system suitable for testing wheels and / or rails (and therefore also referred to as a "wheel / rail testing system"), and more specifically, is a system capable of testing the properties relating to adhesion between a wheel and a rail (e.g., adhesion characteristics) (i.e., an "adhesion testing system").

[0010] In the following explanation, the direction from left to right in Figure 1 (i.e., the direction of travel of test train 3, which will be described later) is defined as the X direction, the direction perpendicular to the plane of the paper from the front to the back is defined as the Y direction, and the direction from bottom to top is defined as the Z direction. The X, Y, and Z directions are three mutually orthogonal directions. The X and Y directions are horizontal, and the Z direction is vertical. Unless otherwise specified, the X direction is referred to as "forward," the opposite direction of the X direction as "backward," the Y direction as "left," the opposite direction of the Y direction as "right," the Z direction as "up," and the opposite direction of the Z direction as "down."

[0011] The test system 1 includes a test train 3 capable of running on a track having a pair of parallel rails 2. The test train 3 in this embodiment is, for example, a distributed power train consisting of multiple electric trains coupled together, including at least one test vehicle 31. The test vehicle 31 is, for example, an electric train equipped with at least one powered bogie 4 and at least one test bogie 5. The powered bogie 4 and the test bogie 5 are, for example, bogie trucks. The powered bogie 4 is equipped with a drive unit including a main motor and a braking unit. The test bogie 5 may also be equipped with a drive unit and / or a braking unit.

[0012] Furthermore, the present invention is not limited to the configuration of this embodiment, and can also be applied to, for example, a train with a centralized power system. In this case, the test bogie 5 is installed on, for example, a locomotive, passenger car, freight car, or service vehicle (for example, a vehicle specifically for testing). Also, the test train 3 is not limited to an electric train, but may be a steam train or an internal combustion engine train. Also, the test train 3 may be a single-car train consisting of a single test vehicle 31. In addition, the track consisting of a pair of rails 2, etc., is not limited to a commercial track used for passenger or freight transport, but may be, for example, an experimental track laid in an experimental field.

[0013] Figures 2 and 3 are a side view and a top view (partial cross-sectional view) of the test trolley 5 according to an embodiment of the present invention, respectively.

[0014] The test trolley 5 comprises a frame 50, two wheelsets 52 (rear wheelset 52R (first wheelset), front wheelset 52F (second wheelset)), two pairs of axle boxes 53, two pairs of bearings 54, a belt mechanism 55 (second transmission means), a belt mechanism 56 (first transmission means), a torque sensor 58 (Figure 7), a gear unit 6, and a slip rate control device 7. The front wheelset 52F, the belt mechanism 55, and the gear unit 6 function as rotational supply means that supply rotational motion at a rotational speed corresponding to the running speed of the test trolley 5 to the rotating frame 71 of the slip rate control device 7, which will be described later.

[0015] The wheelset 52, axle box 53, and bearing 54 are lower components of the test trolley 5, positioned below the frame 50, while the gear unit 6 and slip rate control device 7 are upper components of the test trolley 5, positioned above the frame 50. The belt mechanism 55 connects the front wheelset 52F of the lower component to the gear unit 6 of the upper component, and the belt mechanism 56 connects the slip rate control device 7 of the upper component to the rear wheelset 52R of the lower component. In other words, the belt mechanism 55 and the belt mechanism 56 are upper and lower connecting parts that connect the upper and lower components.

[0016] The rear axle 52R (first axle) is a drive axle that is rotated by power supplied from the slip rate control device 7, while the front axle 52F (second axle) is a driven axle that rotates due to the frictional force with the rail 2.

[0017] The wheelset 52 has a pair of wheels 521 that roll on the rail 2 (hereinafter, the wheels 521 of the front wheelset 52F will be referred to as "front wheels 521F", and the wheels 521 of the rear wheelset 52R will be referred to as "rear wheels 521R"), and an axle 522 that connects the pair of wheels 521. Both ends of the axle 522 (i.e., bearing seats 522a) protrude outward through the wheels 521. In this embodiment, the rear wheel 521R is the "test wheel W" to be tested.

[0018] The torque sensor 58 is attached, for example, to the axle 522R of the rear axle 52R and detects the torque applied to the rear axle 52R. More specifically, the torque sensor 58 is attached, for example, to the driven pulley 561F and the rear wheel 521R of the bearing seat 522a that protrudes outward from the rear wheel 521R, and detects the torque transmitted to the rear axle 52R by the belt mechanism 56. Alternatively, the torque sensor 58 may be provided on the output shaft 74 of the slip ratio control device 7, or on the drive pulley 561D or driven pulley 561F of the belt mechanism 56.

[0019] Axle boxes 53 are provided near each of the four corners of the frame 50, and bearings 54 are held in each axle box 53. Each wheelset 52 is rotatably supported by bearings 54 at two bearing seats 522a.

[0020] The belt mechanism 55 comprises a pair of pulleys 551 (drive pulley 551D, driven pulley 551F) and an endless toothed belt 552 wrapped around the pair of pulleys 551. The drive pulley 551D is mounted on the bearing seat 522a (or nearby) of the front axle 52F, and the driven pulley 551F is mounted on the input shaft (extension 613, described later) of the gear unit 6. The belt mechanism 55 transmits the rotation of the front axle 52F to the input shaft of the gear unit 6.

[0021] The frame 50 is provided with an opening 50a (Figure 3) through which a toothed belt 552 passes. By passing the toothed belt 552 through the opening 50a, power can be transmitted from the wheelset 52 located on the lower side of the frame 50 to the gear unit 6 located on the upper side of the frame 50.

[0022] Figure 4 is a schematic cross-sectional view of the gear unit 6 cut in the horizontal plane. The gear unit 6 comprises a casing 60 installed on a frame 50, bearings 65 attached to the casing 60, and a pair of first bearing portions 64a, a second bearing portion 64b, and a third bearing portion 64c, a first gear 61 (input side gear) rotatably supported by a pair of first bearing portions 64a, a second gear 62 (intermediate gear) rotatably supported by a pair of second bearing portions 64b, and a third gear 63 (output side gear) rotatably supported by a pair of third bearing portions 64c.

[0023] The first gear 61, the second gear 62, and the third gear 63 are, for example, spur gears or helical gears, and each has teeth 611, 621, and 631, and a pair of shafts 612, 622, and 632 extending concentrically (i.e., sharing a centerline) from both ends of the teeth 611, 621, and 631. The first gear 61, the second gear 62, and the third gear 63 are rotatably supported at each shaft 612, 622, and 632 by a first bearing portion 64a, a second bearing portion 64b, and a third bearing portion 64c attached to the casing 60.

[0024] The first gear 61, the second gear 62, and the third gear 63 are arranged in the X direction (more precisely, in the opposite direction to the X direction) in this order, with their rotation axes facing the Y direction, so that the teeth 611, 621, and 63 mesh with each other. They are housed in the casing 60. By interposing the second gear 62 between the first gear 61 and the third gear 63, the first gear 61 and the third gear 63 rotate in the same direction.

[0025] The first gear 61 has a cylindrical extension 613 that extends concentrically from the tip of one of its shaft portions 612, and the driven pulley 551F of the belt mechanism 55 is attached to this extension 613.

[0026] One end of the third gear 63 is connected to the rotating frame 71 of the slip rate control device 7, which will be described later, via a coupling 66. Furthermore, a cylindrical through-hole 63a is concentrically formed in the third gear 63, through which the output shaft 74 of the slip rate control device 7, which will be described later, passes.

[0027] The output shaft 74 is inserted into the through hole 63a from one end (the lower end in Figure 4) of the third gear 63, passes through the third gear 63, and its tip protrudes from the other end of the third gear 63. The tip of the output shaft 74 is rotatably supported by a bearing 65 attached to the casing 60, concentrically with the third gear 63 and independently of the third gear 63.

[0028] In this embodiment, the pitch circle diameter and number of teeth of the first gear 61, the second gear 62, and the third gear 63 are the same, and the speed transmission ratio (gear ratio) of the gear unit 6 is 1. However, if the electric motor 72 of the slip rate control device 7 (described later) is stopped, and the front wheel 521F and the rear wheel 521R rotate in the same direction at approximately the same peripheral speed (in other words, if the speed transmission ratio of the power transmission mechanism consisting of the front axle 52F, belt mechanism 55, gear unit 6, slip rate control device 7, belt mechanism 56, and rear axle 52R is approximately 1), the speed transmission ratio of the gear unit 6 may be set to a value other than 1.

[0029] Figure 5 is a schematic cross-sectional view of the slip ratio control device 7 cut in a plane perpendicular to the X direction.

[0030] The slip rate control device 7 comprises a main body 7A (rotating part), a pair of bearing parts 75 and 76 that rotatably support the main body 7A, and a bearing part 742 that rotatably supports the output shaft 74, which will be described later.

[0031] The main body 7A comprises a rotating frame 71 rotatably supported by bearings 75 and 76 installed on a base frame 50, an electric motor 72 and a reduction gear 73 attached to the rotating frame 71, and an output shaft 74 arranged concentrically with the rotating frame 71. The shaft 721 and rotor 722 of the electric motor 72, described later, may also be arranged concentrically with the rotating frame 71. By arranging the electric motor 72 concentrically with the rotating frame 71, the imbalance of the main body 7A is reduced, making it possible to rotate the main body 7A smoothly (i.e., with less unnecessary fluctuation in rotational speed and torque).

[0032] In this embodiment, the electric motor 72 is an AC servo motor, but other types of electric motors capable of controlling the drive amount (rotation angle), such as DC servo motors or stepping motors, may also be used. In this embodiment, for example, the electric motor 72 has a moment of inertia of 0.01 kg·m of the rotating part. ２ The following (more preferably 0.008 kg·m): ２As described below, ultra-low inertia, high-power AC servo motors with a rated output of 3 kW to 60 kW (more practically, 7 kW to 37 kW) are used. This makes it possible to generate rapid torque fluctuations (for example, vibration torque at high frequencies exceeding 500 Hz or 1 kHz).

[0033] The rotating frame 71 of this embodiment is a substantially cylindrical casing and has a substantially cylindrical first cylindrical portion 712 and a second cylindrical portion 714 (motor housing portion), a connecting portion 713 that connects the first cylindrical portion 712 and the second cylindrical portion 714, a first shaft portion 711 connected to one end of the first cylindrical portion 712 (left end in Figure 5), and a second shaft portion 715 connected to one end of the second cylindrical portion 714 (right end in Figure 5). The first shaft portion 711, the first cylindrical portion 712, the connecting portion 713, the second cylindrical portion 714, and the second shaft portion 715 are all cylindrical members having a hollow portion that penetrates in the axial direction, and are connected concentrically in this order to form a cylindrical rotating frame 71.

[0034] The rotating frame 71 is supported by a bearing portion 75 at the first shaft portion 711 and by a bearing portion 76 at the second shaft portion 715. The rotating frame 71 (more specifically, the first shaft portion 711) is the input shaft of the slip rate control device 7 and is connected via a coupling 66 to one shaft portion 632 of the third gear 63, which is the output shaft of the gear device 6.

[0035] Figure 6 is a longitudinal cross-sectional view showing the schematic configuration of the electric motor 72. The electric motor 72 comprises a shaft 721, a rotor 722 made of permanent magnets or the like and integrally coupled to the shaft 721, a cylindrical stator 723 with a coil 723a on its inner circumference, a pair of flanges 724 and 726 attached to both ends of the stator 723 to close the openings, a pair of bearings 725 and 727 attached to each flange 724 and 726, and a rotary encoder RE for detecting the angular position (or phase) of the shaft 721.

[0036] The shaft 721 is rotatably supported by a pair of bearings 725 and 727. One end of the shaft 721 (the right end in Figure 6) protrudes to the outside through the flange 724 and the bearing 725, becoming the output shaft of the electric motor 72. The other end of the shaft 721 (the left end in Figure 6) is connected to the rotary encoder RE.

[0037] As shown in Figure 5, the electric motor 72 is housed in the hollow portion (section C1) of the second cylindrical portion 714 of the rotating frame 71. An inner flange portion 713a protruding inward is formed at one end (the right end in Figure 5) of the connecting portion 713 of the rotating frame 71. The stator 723 (Figure 6) of the electric motor 72 is connected to and fixed to the second cylindrical portion 714 via a plurality of rod-shaped connecting members 717 arranged radially around the rotation axis of the slip ratio control device 7. The connecting members 717 can be, for example, stud bolts or fully threaded bolts with male threads formed at both ends. The flange 724 (Figure 6) of the electric motor 72 is supported by the inner flange portion 713a of the connecting portion 713. The electric motor 72 may also be fixed to the rotating frame 71 by flanges 724 and / or 726 only. Alternatively, the electric motor 72 may be fixed to the rotating frame 71 directly or indirectly via members such as spacers using ordinary bolts or other fixing means.

[0038] The reduction gear 73 is housed in a compartment C2 enclosed by the connecting portion 713 and the first cylindrical portion 712 of the rotating frame 71. The input shaft 731 of the reduction gear 73 is connected to the shaft 721 of the electric motor 72, and the output shaft 74 of the slip rate control device 7 is connected to the output shaft 732 of the reduction gear 73. Alternatively, the slip rate control device 7 may be configured so that the output shaft 74 is directly connected to the shaft 721 of the electric motor 72 without providing the reduction gear 73.

[0039] The case 733 of the speed reducer 73 is fixed to the other end of the connecting portion 713. That is, the flange 724 (Fig. 6) of the electric motor 72 and the case 733 of the speed reducer 73 are integrally connected by a single cylindrical connecting portion 713. Therefore, the electric motor 72 and the speed reducer 73 are integrally coupled with high rigidity, and it is difficult for a bending moment to be applied to the shaft 721. As a result, the rotational resistance received by the shaft 721 from the bearings 725, 727 (Fig. 6) is reduced, and thus the accuracy of torque control by the slip ratio control device 7 is improved.

[0040] The output shaft 74 of the slip ratio control device 7 passes through the first shaft portion 711 of the rotating frame 71 and the hollow portion of the gear device 6 (specifically, the third gear 63), and protrudes outside the gear device 6. Bearings 711a and 65 for rotatably supporting the output shaft 74 are provided on the first shaft portion 711 of the rotating frame 71 and the inner circumference of the gear device 6, respectively.

[0041] A drive pulley 561D of a belt mechanism 56 described later is attached to the tip of the output shaft 74 protruding from the gear device 6. Further, the tip of the output shaft 74 is rotatably supported by a bearing portion 742.

[0042] A slip ring portion 77 is provided adjacent to the right side of the bearing portion 76. The slip ring portion 77 includes a movable portion 77A that rotates together with the main body portion 7A of the slip ratio control device 7, and a fixed portion 77B fixed to the base frame 50.

[0043] The movable portion 77A includes a ring support pipe 771 concentrically connected to the second shaft portion 715 of the slip ratio control device 7, and a plurality of slip rings 772 concentrically attached to the outer circumference of the ring support pipe 771 at axial intervals.

[0044] The cable 728 of the electric motor 72 of the slip ratio control device 7 is passed through the second shaft portion 715 of the rotating frame 71. Further, a plurality of electric wires constituting the cable 728 are passed through the hollow portion of the ring support pipe 771 and are respectively connected to the corresponding slip rings 772.

[0045] The fixed portion 77B includes a brush support portion 774, a plurality of brushes 773 supported by the brush support portion 774, and a bearing portion 775 that rotatably supports the tip of the ring support tube 771. The brushes 773 are arranged at intervals in the Y direction so as to contact the outer peripheral surface of the corresponding slip ring 772. The brushes 773 are wired and connected to a servo amplifier 95 or the like, which will be described later.

[0046] A rotary encoder 78 is provided adjacent to the right side of the slip ring portion 77. The tip of the ring support tube 771 is connected to the shaft of the rotary encoder 78. The rotary encoder 78 detects the rotation speed of the ring support tube 771 (that is, the rotation speed of the rotating frame 71, which is the input shaft of the slip ratio control device 7).

[0047] As shown in FIG. 2, the belt mechanism 56 includes a drive pulley 561D attached to the output shaft 74 (FIG. 4) of the slip ratio control device 7, a driven pulley 561F attached to the axle 522R of the rear wheel axle 52R, and a toothed belt 562 wound around the drive pulley 561D and the driven pulley 561F. The belt mechanism 56 transmits the rotation of the output shaft 74 of the slip ratio control device 7 to the rear wheel axle 52R.

[0048] Note that the base frame 50 is provided with an opening 50b (FIG. 3) through which the toothed belt 562 passes. By passing the toothed belt 562 through the opening 50b, the transmission of power from the slip ratio control device 7 arranged above the base frame 50 to the rear wheel axle 52R arranged below the base frame 50 becomes possible.

[0049] When the test train 3 is running, the front wheel 521F of the test bogie 5 rolls on the rail 2 at the same peripheral speed as the running speed of the test bogie 5 (more specifically, the peripheral speed of the front wheel 521F at the point of contact with the rail 2). As the front axle 52F rotates, the drive pulley 551D of the belt mechanism 55 attached to the axle 522F of the front axle 52F rotates at the same angular velocity as the front axle 52F. The rotation of the drive pulley 551D is transmitted to the driven pulley 551F by the toothed belt 552. Also, as the driven pulley 551F rotates, the first gear 61 of the gear device 6 (Figure 4) coupled to the driven pulley 551F rotates at the same angular velocity as the driven pulley 551F. In this embodiment, the pitch circle diameter and number of teeth of the drive pulley 551D and the driven pulley 551F are the same, and the speed transmission ratio of the belt mechanism 55 is 1. Therefore, the first gear 61 rotates at the same angular velocity as the front axle 52F.

[0050] The rotation of the first gear 61 is transmitted to the third gear 63 via the second gear 62. In this embodiment, since the speed transmission ratio of the gear device 6 is 1, the third gear 63 rotates at the same angular velocity as the first gear 61 (i.e., the same angular velocity as the front axle 52F).

[0051] The rotating frame 71 of the slip rate control device 7, which is coupled to the third gear 63, also rotates at the same angular velocity as the third gear 63. The slip rate control device 7 outputs a rotation from its output shaft 74 that is the rotation of the rotating frame 71 (i.e., the rotation of the front axle 52F) plus a phase difference corresponding to the slip rate to be applied to the rear axle 52R. This phase difference is provided by the drive of the electric motor 72.

[0052] In this embodiment, since the speed transmission ratio of the belt mechanism 56 is 1, the rear axle 52R rotates with the same angular velocity and phase as the output shaft 74 of the slip rate control device 7. A slip rate corresponding to the phase difference of rotation provided by the slip rate control device 7 is generated between the rear wheel 521R and the rail 2.

[0053] In this embodiment, the front wheel 521F (front axle 52F) is a driven wheel (driven axle) that rotates due to the frictional force with the rail 2 it contacts (in other words, due to the power received from the rail 2 that moves relatively as the test trolley 5 moves). The rear wheel 521R (rear axle 52R) is a driven wheel (driven axle) that is driven by power supplied from the slip rate control device 7. The driven wheels drive the rail 2 in the opposite direction of travel due to the frictional force with the rail 2 (in other words, they drive the test trolley 5 in the direction of travel relative to the fixed rail 2). Alternatively, a belt mechanism 55 may be connected to the rear axle 52R to make the rear axle 52R a driven axle, and a belt mechanism 56 may be connected to the front axle 52F to make the front axle 52F a driven axle.

[0054] The toothed belts 552 and 562 in this embodiment are toothed belts having a core made of so-called super fibers such as carbon fiber, aramid fiber, or ultra-high molecular weight polyethylene fiber. By using a lightweight and high-strength core, such as a carbon core made of carbon fiber, it becomes possible to drive the test wheel W with high acceleration (or to apply high driving / braking force to the test wheel W) using a relatively low-output electric motor 72, thereby enabling miniaturization of the test system 1. Furthermore, when using an electric motor 72 of the same output, the performance of the test system 1 can be improved by using lightweight (i.e., low-inertia) toothed belts 552 and 562 having a core made of so-called super fibers. Note that toothed belts with a steel wire core may also be used as toothed belts 552 and 562. Alternatively, general automotive or industrial timing belts may be used as toothed belts 552 and 562. In addition, flat belts or V-belts may be used instead of toothed belts 552 and 562. Alternatively, a chain or wire (or rope) may be used as a winding link instead of the toothed belts 552 and 562.

[0055] Figure 7 is a block diagram illustrating the schematic configuration of the control system 1a of the test system 1. The control system 1a is a computer system comprising a control unit 81 that comprehensively controls the operation of the entire test system 1, a measurement unit 82 that performs various measurements based on signals from various detectors provided in the test system 1, and an interface unit 83 that performs input and output to the outside. The measurement unit 82 and the interface unit 83 are each connected to the control unit 81 so as to be able to communicate with it.

[0056] The control unit 81 is connected to the motor 72 of the slip ratio control device 7 via a servo amplifier 95. The phase information of the shaft 721 detected by the rotary encoder RE built into the motor 72 is input to the control unit 81 via each servo amplifier 95.

[0057] A torque sensor 58 and a rotary encoder 78 are connected to the measurement unit 82. Based on the signal from the torque sensor 58, the measurement unit 82 can measure the torque (or tangential force) applied to the rear axle 52R. In addition, based on the signal from the rotary encoder 78, the measurement unit 82 can measure the angular velocity and / or angular position (or phase) of the input shaft (rotating frame 71) of the slip rate control device 7.

[0058] Furthermore, the measuring unit 82 can measure the angular velocity (and / or phase) of the front axle 52F based on the angular velocity (and / or phase) of the rotating frame 71 of the slip ratio control device 7, the speed transmission ratio of the belt mechanism 55 and the gear device 6, and the tread diameter of the front wheel 521F.

[0059] Furthermore, the measuring unit 82 can measure the angular velocity (and / or phase) of the rear axle 52R based on the angular velocity (and / or phase) of the rotating frame 71 of the slip rate control device 7, the speed transmission ratio of the reduction gear 73 and the belt mechanism 56, and the angular velocity (and / or phase) of the electric motor 72 of the slip rate control device 7. In addition, the measuring unit 82 can measure the peripheral speed of the wheel 521 based on the angular velocity of the wheel axle 52 and the tread diameter of the wheel 521.

[0060] Furthermore, the measuring unit 82 can measure the slip ratio of the test wheel W based on the angular velocity (and / or phase) of the front axle 52F and the rear axle 52R, and the tread diameter of the wheels 521 of the front axle 52F and the rear axle 52R. Also, when the speed transmission ratio of the belt mechanism 55, the gear unit 6 and the belt mechanism 56 is 1, the measuring unit 82 can measure the slip ratio of the test wheel W based on the angular velocity (and / or phase) of the front axle 52F, the tread diameter of the wheels 521 of the front axle 52F and the rear axle 52R, the angular velocity (and / or phase) of the shaft 721 of the electric motor 72 of the slip ratio control device 7, and the speed transmission ratio of the reduction gear 73.

[0061] In place of, or in addition to, the torque sensor 58, a three-component force sensor 531 (Figure 7) for detecting the force (for example, three-component force) applied to each rear wheel 521R (or each bearing 54 supporting the rear axle 52R) may be provided on the test trolley 5. In this case, the measurement unit 82 will be able to measure one or more of the wheel load, tangential force (longitudinal creep force), and lateral pressure (thrust load) applied to each test wheel W based on the signal from the three-component force sensor 531. Alternatively, instead of a three-component force (three-axis force) sensor capable of detecting three translational forces, a six-component force (six-axis force) sensor capable of detecting three translational forces and three moments may be used.

[0062] In other words, the measurement unit 82 can function as a first rotation measuring means for measuring the angular velocity (or peripheral velocity) and / or phase of the front axle 52F, a second rotation measuring means for measuring the angular velocity and / or phase of the rotating frame 71 of the slip ratio control device 7, a third rotation measuring means for measuring the angular velocity (or peripheral velocity) and / or phase of the rear axle 52R, a torque measuring means for measuring the torque applied to the test wheel W (rear wheel 521R), a tangential force measuring means for measuring the tangential force applied to the test wheel W, a lateral pressure measuring means for measuring the lateral pressure applied to the test wheel W, and a wheel load measuring means for measuring the wheel load applied to the test wheel W. The measurement unit 82 transmits the results of these measurements to the control unit 81.

[0063] The test system 1 of this embodiment is a relatively multi-functional device and therefore has many measuring means and corresponding detection means. However, the test system 1 does not need to have all of these measuring means and detection means; it is sufficient to have one or more sets of measuring means and detection means that are appropriately selected according to the matters to be investigated by the test. For example, the torque sensor 58 and torque measuring means may be omitted from the test system 1.

[0064] The interface unit 83 includes, for example, one or more user interfaces for input and output with the user, a network interface for connecting to various networks such as a LAN (Local Area Network), and various communication interfaces such as USB (Universal Serial Bus) and GPIB (General Purpose Interface Bus) for connecting to external devices. The user interface also includes, for example, one or more various input / output devices such as various operation switches, displays, LCDs (liquid crystal displays), pointing devices such as mice and touchpads, touchscreens, video cameras, printers, scanners, buzzers, speakers, microphones, and memory card readers / writers.

[0065] The control unit 81 may be connected to the server 85 via the network interface of the interface unit 83 and the network 84 (for example, a LAN and / or the Internet). In this case, the control unit 81 can acquire setting information (including test conditions such as setting data for the slip ratio) stored in the server 85 and control the drive of the electric motor 72 of the slip ratio control device 7 based on this setting information. The control unit 81 can also store measurement values ​​acquired from the measurement unit 82 in the server 85. This enables centralized management of setting information and measurement results for multiple test trolleys 5 (or test vehicles 31 or test trains 3) connected to the server 85. In addition, various programs for controlling the test system 1 may be stored in the server 85 so that the control unit 81 can acquire and use these programs from the server 85.

[0066] Furthermore, the control unit 81 includes, for example, a CPU and main memory (not shown), as well as a storage device 81a (auxiliary storage device). The storage device 81a is, for example, an HDD (hard disk drive) or an SSD (Solid State Drive), and various programs and setting information for controlling the test system 1 are stored in the storage device 81a.

[0067] Based on the setting data for the slip ratio of the test wheel W input via the interface unit 83 and the measurement result of the slip ratio of the test wheel W by the measurement unit 82, the control unit 81 can control the drive of the electric motor 72 of the slip ratio control device 7 so that the slip ratio of the test wheel W becomes a predetermined value.

[0068] Furthermore, the control unit 81 can also control the drive of the electric motor 72 of the slip ratio control device 7 so that the tangential force (or torque) of the test wheel W becomes a predetermined value, based on the setting data of the tangential force (or torque) of the test wheel W input via the interface unit 83 and the measurement result of the tangential force (or torque) of the test wheel W by the measurement unit 82.

[0069] Figure 8 is a block diagram showing the schematic configuration of the power supply system 90S (or the electric drive system 90 that drives the slip rate control device 7) that supplies drive power to the electric motor 72. Figure 9 is a diagram showing the circuit configuration of the electric drive system 90. The power supply system 90S, together with the electric motor 72, constitutes the electric drive system 90.

[0070] As shown in Figure 8, the test vehicle 31 is equipped with a pantograph 91c as a current collector that contacts the overhead wire 91b, which is a trolley wire (contact wire), and collects current using an overhead wire current collection method. Power (for example, single-phase AC) is supplied to the overhead wire 91b from the substation 91a. In other words, the test vehicle 31 of this embodiment receives power from a primary power source 91 having a substation 91a and an overhead wire 91b via the pantograph 91c.

[0071] In this embodiment, an overhead catenary current collection system is employed in which the pantograph 91c is used as the current collection device. However, other types of current collection devices (e.g., bow collectors, trolley poles, etc.) or other types of current collection systems (e.g., a third rail system in which current is collected by contacting the current collection shoe with the power supply rail [third rail]) may also be used.

[0072] The power received from the primary power supply 91 is supplied to the servo amplifier 95 (drive unit) via the circuit breaker 92, the electromagnetic switch 93, and the reactor 94. The servo amplifier 95 is an inverter device that converts the AC power supplied from the primary power supply 91 into drive power for the electric motor 72. The electric motor 72 is connected to the output terminal of the servo amplifier 95, and drive power is supplied from the servo amplifier 95 to the electric motor 72. The servo amplifier 95 is connected to the control unit 81 in a communicative manner and operates according to the control of the control unit 81.

[0073] The servo amplifier 95 includes a power regeneration converter 95a, an inverter 95b, and a capacitor 95c.

[0074] The servo amplifier 95 of this embodiment, shown in Figure 8, is equipped with a single inverter 95b and is capable of driving only a single motor 72, with a servo amplifier 95 provided for each motor 72 (i.e., each test trolley 5). However, the present invention is not limited to this configuration.

[0075] For example, by providing multiple inverters 95b connected in parallel to the servo amplifier 95, it becomes possible to drive multiple electric motors 72 with a single servo amplifier 95. In that case, a servo amplifier 95 may be provided for each of the multiple test trolleys 5 (for example, for each test vehicle 31 equipped with multiple test trolleys 5), or for each test train 3.

[0076] The power regeneration converter 95a is a converter suitable for power regeneration, and is, for example, a PWM converter that converts the power supply current into a sine wave using PWM (Pulse Width Modulation) control. The power regeneration converter 95a may also perform power conversion using other methods, such as a 120° energization method.

[0077] The inverter 95b is a PWM inverter that controls the output power by, for example, PWM control. The inverter 95b may also perform power conversion by other methods, such as a 120° energization method.

[0078] In this embodiment, the power regeneration converter 95a has both the function of rectifying the AC supplied from the primary power supply 91 during powering operation (i.e., the operating mode in which the motor 72 is driven by power supplied from the servo amplifier 95) and the function of generating AC of equivalent quality to the power supplied by the primary power supply 91, which is returned to the primary power supply 91 during regenerative operation. However, instead of the power regeneration converter 95a, a combination of a converter dedicated to powering operation and a converter dedicated to power regeneration may be used.

[0079] The servo amplifier 95 may also be provided with a battery 95e (Figure 8) connected in parallel with, for example, a capacitor 95c.

[0080] As shown in Figure 9, the power regeneration converter 95a includes a transformer Tr and switching elements SW1 to SW4. The switching elements SW1 to SW4 are, for example, IGBTs (Insulated Gate Bipolar Transistors).

[0081] The AC power supplied from the primary power supply 91 is stepped down by the transformer Tr and then input to the switching elements SW1 to SW4. This AC power is rectified by the repeated on and off switching of the switching elements SW1 to SW4, and then stored and smoothed by the capacitor 95c.

[0082] Furthermore, as switching elements SW1 to SW4 repeatedly turn on and off, the DC power supplied from capacitor 95c to switching elements SW1 to SW4 is converted to AC power, boosted by transformer Tr, and then supplied to primary power supply 91.

[0083] The inverter 95b includes switching elements SW5 to SW10. These switching elements SW5 to SW10 are, for example, IGBTs. By repeatedly switching SW5 to SW10 on and off, the DC power supplied from the capacitor 95c to the switching elements SW5 to SW10 is converted into, for example, three-phase AC driving power and output to the motor 72. Alternatively, by repeatedly switching SW1 to SW10 on and off, the three-phase AC power supplied from the motor 72 to the switching elements SW5 to SW10 is rectified and supplied to the capacitor 95c, where it is stored and smoothed.

[0084] When the motor 72 is operating, the control unit 81 repeatedly turns the switching elements SW5 to SW10 on and off so that the power stored in the capacitor 95c is output to the motor 72.

[0085] Furthermore, during regeneration of the motor 72, the control unit 81 repeatedly turns the switching elements SW5 to SW10 on and off to convert the power regenerated by the motor 72 into DC.

[0086] Furthermore, if, for example, the power stored in the capacitor 95c is less than the power required to drive the electric motor 72, the control unit 81 repeatedly turns the switching elements SW1 to SW4 on and off so that the difference in power is supplied from the primary power supply 91 to the capacitor 95c.

[0087] Furthermore, if, for example, the power stored in the capacitor 95c is greater than the power required to drive the electric motor 72, the control unit 81 repeatedly turns the switching elements SW1 to SW4 on and off so that the surplus power is output to the primary power supply 91.

[0088] The test system 1 of this embodiment uses a test trolley 5, which is a test unit mounted in the form of a bogie, making it possible to conduct tests on tracks in various locations while actually running a vehicle. Specifically, the test system 1 of this embodiment makes it possible to conduct tests not only on straight tracks but also on curved tracks of any curvature within a predetermined range on which a normal train can run, including tests during curved running (for example, with the flange of the outer rail wheel 521 in contact with the rail 2). Furthermore, it makes it possible to conduct running tests on tracks of any gradient within a predetermined range on which a normal train can run.

[0089] The test trolley 5 can be manufactured by modifying a standard railway trolley. Specifically, all parts of the test trolley 5, excluding the belt mechanism 55, belt mechanism 56, torque sensor 58, gear unit 6, and slip rate control device 7, can be the same as or partially modified versions of the parts of a standard railway trolley (for example, by forming openings 50a and 50b).

[0090] By attaching the test trolley 5 to an actual vehicle, it becomes possible to test the interaction between the rail 2 and the wheels 521, including the effects of the center of gravity shift that occurs in a vehicle while it is actually running.

[0091] In this embodiment, the test trolley 5 uses a slip rate control device 7, which allows for the separation of control of the peripheral speed and tangential force (torque) of the test wheel W (rear wheel 521R), thereby enabling high-precision control of the tangential force. Furthermore, this configuration makes it possible to switch between applying both acceleration and braking forces to the test wheel W depending on the driving direction of the electric motor 72.

[0092] The slip rate control device 7 in the above embodiment uses an ultra-low inertia, high-output electric motor 72 (for example, a servo motor), enabling measurement of the adhesion coefficient with high accuracy (for example, ±0.01). Furthermore, the use of the slip rate control device 7 makes it possible to accurately reproduce slip rate fluctuations at high frequencies, such as 500 Hz or above 1 kHz.

[0093] In the test trolley 5 of the above embodiment, the power supplied from the rail 2 to the front axle 52F is transmitted to the rear axle 52R via the belt mechanism 55, the slip rate control device 7, and the belt mechanism 56, and then returned from the rear axle 52R to the rail 2. In other words, the test trolley 5, together with the rail 2, constitutes a power circulation system with excellent energy utilization efficiency, so that tests can be conducted with relatively low energy consumption.

[0094] The test system 1 of the above embodiment conducts tests by running a test train 3 on an actual railway track, making it possible to conduct tests under various environmental conditions such as rain, snow, and ice.

[0095] The above describes the embodiments of the present invention. The embodiments of the present invention are not limited to those described above, and various modifications are possible. For example, the embodiments of the present invention include configurations of embodiments etc. explicitly shown herein, configurations of embodiments etc. that are obvious to those skilled in the art from the description herein, and / or configurations that appropriately combine well-known technologies.

[0096] In place of, or in addition to, the rotary encoder 78, a rotary encoder 57 (Figures 3 and 7) for detecting the angular velocity and / or phase of the front axle 52F or rear axle 52R may be provided on the test trolley 5. In this case, the rotary encoder 57 is connected to, for example, a measuring unit 82 in a communicative manner. The measuring unit 82 becomes capable of measuring the angular velocity and / or phase of the axle 52 based on the signal from the rotary encoder 57.

[0097] Furthermore, a speedometer 59 (Figure 7) capable of non-contact measurement of the running speed of the test trolley 5 (or test vehicle 31) may be provided on the test trolley 5 (or test vehicle 31). In this case, the speedometer 59 is connected to the measurement unit 82 in a communicative manner, for example. For the speedometer 59, for example, a laser Doppler type or a GPS (Global Positioning System) type speedometer can be used. By providing the speedometer 59 on the test trolley 5, the measurement unit 82 becomes able to measure the slip ratio of each wheelset 52 from the running speed of the test trolley 5 measured by the speedometer 59 and the angular velocity of each wheelset 52.

[0098] Note that in Figure 7, only one representative rotary encoder 57 and one representative speedometer 59 are shown.

[0099] Alternatively, the rotating frame 71 of the slip rate control device 7 may be directly driven by the belt mechanism 55 without providing the gear device 6. Furthermore, the gear device 6 is not limited to the configuration of the above embodiment, and may be configured by combining, for example, two or three or more gears. Also, the gear device 6 may be configured so that the speed transmission ratio can be changed by replacing at least one of the first gear 61, the second gear 62, and the third gear 63. In addition, a belt drive mechanism or a chain drive mechanism may be used instead of the gear device 6.

[0100] In the above embodiment, a toothed belt (meshing transmission) is used for the transmission from the front axle 52F to the gear unit 6, and from the slip ratio control device 7 to the rear axle 52R. However, a flat belt or V-belt (friction transmission) may be used instead of a toothed belt. In addition, a different type of winding transmission mechanism, such as a chain transmission mechanism, may be used instead of the belt mechanism 55 and / or the belt mechanism 56, or a different type of transmission mechanism, such as a gear transmission or a drive shaft transmission, may be used.

[0101] The above embodiment shows an example of applying the present invention to an electric railway system using a single-phase AC power supply system. However, the present invention is not limited to this configuration, and can also be applied to electric railway systems using other power supply systems (for example, a three-phase AC power supply system or a DC power supply system). When applying the present invention to a DC power supply system, for example, the received DC power may be connected directly to the DC busbar 95d (or via a DC transformer) without providing a reactor 94 or a power regeneration converter 95a.

[0102] In the above embodiment, the control unit 81 controls only the test trolley 5 (more specifically, the electric motor 72 of the slip rate control device 7). However, by placing the running control unit 86 (Figure 7), which controls the drive of the electric trolley 4, under the control of the control unit 81, it becomes easier to manage the running speed and acceleration / braking force of the test vehicle 31 as test conditions.

[0103] In the above embodiment, power receiving equipment (pantograph 91c, circuit breaker 92, electromagnetic switch 93, and reactor 94) is provided for receiving power from the overhead line 91b. However, instead of power receiving equipment, a battery 95e may be provided, and the motor 72 may be driven using only the power stored in the battery 95e.

[0104] Furthermore, a generator may be provided in the power supply system in place of, or in addition to, the power receiving equipment. Figure 10 shows a schematic configuration of a modified example 90S' of the power supply system 90S (or a modified example 90' ​​of the electric drive system 90) in which an AC generator 96 is provided in place of the power receiving equipment. The generator 96 is, for example, a diesel generator. The servo amplifier 95' of the power supply system 90S' is equipped with a normal converter 95a' that does not have a power regeneration function. The AC power generated by the generator 96 is converted to DC power by the converter 95a', stored and smoothed by the capacitor 95c, and then converted to drive power for the motor 72 by the inverter 95b and supplied to the motor 72. The regenerative power generated by the motor 72 is converted to DC power by the inverter 95b, stored in the capacitor 95c, and used again to generate drive power. Any surplus power is stored in the battery 95e.

[0105] The generator 96 may be configured to operate under the control of the control unit 81. In that case, the control unit 81 may be configured to control the generator 96, for example, by stopping the generator 96 when the charge level of the battery 95e exceeds a predetermined upper limit, and by starting the generator 96 when the charge level of the battery falls below a predetermined lower limit.

[0106] In modified example 90', an AC generator, which is a diesel generator, is used for the generator 96, but a DC generator 96 such as a fuel cell or solar cell may also be used. In this case, the generator 96 is connected directly to the DC bus 95d (or via a DC converter).

[0107] Alternatively, for example, an alternator may be connected to the front axle 52F as a generator 96, and the AC power generated by the alternator may be supplied to the DC bus 95d via an additional converter.

[0108] The above embodiment is an example of applying the present invention to a train with a distributed power system, but the present invention can also be applied to a train with a centralized power system. The test train 3'' shown in Figure 11 is a modified example of applying the present invention to a centralized power system. The test train 3'' comprises a locomotive 33 and a test vehicle 31'' and passenger car 32 towed by the locomotive 33. The test vehicle 31'' is a passenger car equipped with at least one test bogie 5.

[0109] The test vehicle 31" in this modified example consists of a passenger car without a power unit, on which a test bogie 5 (test unit) is mounted. Therefore, it is possible to measure the adhesion force without being affected by the operation of the power unit (for example, relatively large vibrations or load transfers).

[0110] In this modified version, test train 3" is equipped with one test vehicle 31", one passenger car 32, and one locomotive 33, but the number of each type of vehicle that make up test train 3" can be changed as appropriate.

[0111] In the above embodiment, the power obtained from the front axle 52F (i.e., a portion of the power of the test train 3 supplied from the electric bogie 4) is used to rotate the rotating frame 71 of the slip rate control device 7. However, the rotating frame 71 may also be rotated using power supplied from the primary power supply 91.

[0112] Figure 12 is a block diagram showing a schematic configuration of a modified example 90S''' of the power supply system 90S (or a modified example 90''' of the electric drive system 90).

[0113] The test trolley 5'''' used in the electric drive system 90'''' does not have the belt mechanism 55 and gear device 6 that constitute the rotation supply means in the test trolley 5 of the above embodiment, and instead has an electric motor 79 (second electric motor) that constitutes the rotation supply means, and a transmission device (for example, a belt drive or other winding transmission device or a gear device) that transmits the power output by the electric motor 79 to the rotating frame 71 of the slip rate control device 7.

[0114] The servo amplifier 95''' includes an inverter 95f that supplies drive power to the electric motor 79. The inverter 95f is connected to a DC bus 95d common to the inverter 95b and converts the DC power supplied from the capacitor 95c into drive power for the electric motor 79. It also supplies the regenerative power generated by the electric motor 79 to the capacitor 95c.

[0115] In this modified example, the control unit 81 controls the inverter 95f to rotate the rotating frame 71 at a rotational speed corresponding to the travel speed of the test trolley 5'' measured by the speedometer 59 (or based on the detection value of the rotary encoder 57). By controlling the angular velocity of the rotating frame 71 (i.e., the peripheral speed of the test wheel W) based on the travel speed of the test trolley 5'' measured by the speedometer 59, it becomes possible to control the slip ratio with greater precision.

[0116] In this modified example, the electric motor 79 is an AC servo motor, but another type of electric motor capable of controlling rotational speed (angular velocity), such as an inverter motor, may also be used.

[0117] In the above embodiment, the rotating frame 71 of the slip rate control device 7 (particularly the first cylindrical portion 712, connecting portion 713, and second cylindrical portion 714 that house the electric motor 72 and the reduction gear 73) is cylindrical, but the present invention is not limited to this configuration. The rotating frame 71 may have a different shape (for example, a rectangular tube shape, or a shape that does not cover the entire circumference of the electric motor 72 and the reduction gear 73 (for example, a flat plate shape, a semi-cylindrical shape, a frame shape, etc.)) except for the first shaft portion 711 and the second shaft portion 715 that are supported by the bearing portion 75 and the bearing portion 76.

[0118] <Summary> The embodiments of the present invention described above will be summarized below.

[0119] According to one embodiment of the present invention, a test trolley is provided that includes a first wheelset capable of rolling on rails, and a slip rate control device that supplies power to the first wheelset so that the first wheelset rolls on rails at a predetermined slip rate (first configuration).

[0120] In the first configuration of the test trolley described above, a rotational supply means may be provided to supply rotational motion with a rotational speed corresponding to the running speed of the test trolley to the slip rate control device (second configuration).

[0121] In the test trolley of the second configuration described above, the slip rate control device may be configured to supply to the first wheel axle a rotational motion supplied from the rotational supply means with a phase difference corresponding to a predetermined slip rate added to it (third configuration).

[0122] In the test trolley of the second or third configuration described above, the slip rate control device may be configured to include a rotating frame that is rotationally driven by a rotational supply means (fourth configuration).

[0123] In the fourth configuration of the test trolley described above, a configuration may be provided in which an electric motor is attached to a rotating frame (fifth configuration).

[0124] In the fifth configuration of the test trolley described above, the motor shaft and the first wheel axle may be connected (sixth configuration).

[0125] In any of the test trolleys described in the second to sixth configurations above, the rotational supply means may be configured to include a second wheel axle capable of rolling on rails and a second transmission means that transmits power from the second wheel axle to a slip rate control device (seventh configuration).

[0126] In the test trolley of the fourth configuration described above, the rotation supply means may include a second wheel axle that can roll on rails and a second transmission means that transmits power from the second wheel axle to a slip rate control device, wherein the second transmission means is a winding transmission mechanism and includes a second drive pulley attached to the second wheel axle, a second driven pulley connected to the rotating frame of the slip rate control device, and a second winding mediation link wound around the second drive pulley and the second driven pulley (eighth configuration).

[0127] In the eighth configuration test trolley described above, the second transmission means may be a belt mechanism (ninth configuration).

[0128] In the test trolley of the ninth configuration described above, the second winding mediation link may be configured to be a toothed belt (tenth configuration).

[0129] In any of the eighth to tenth configurations of the test trolley described above, the rotational supply means may be configured to include a gear device interposed between the second transmission means and the slip rate control device (eleventh configuration).

[0130] In the 11th configuration test trolley described above, the gear system may be configured to include a first gear coupled to a second driven pulley, a third gear coupled to a rotating frame, and a second gear that meshes with the first and third gears (12th configuration).

[0131] In any of the test trolleys described in the second to twelfth configurations above, the rotation supply means may be configured to include a second electric motor, a second transmission means for transmitting the power of the second electric motor to a slip rate control device, a speedometer capable of measuring the running speed of the test trolley, and a control unit for controlling the operation of the test trolley (thirteenth configuration).

[0132] In the 13th configuration of the test trolley described above, the control unit may be configured to control the second motor based on the measurement results of the speedometer (14th configuration).

[0133] In any of the above-described test trolley configurations from the first to the 14th configuration, a first transmission means for transmitting power from the slip rate control device to the first wheel axle may be provided (15th configuration).

[0134] In the test trolley of the 15th configuration described above, the first transmission means may be a wrap-around transmission mechanism comprising a first drive pulley attached to the output shaft of a slip rate control device, a first driven pulley attached to a first wheel axle, and a first wrap-around mediating link wrapped around the first drive pulley and the first driven pulley (16th configuration).

[0135] In the test trolley of the 16th configuration described above, the first transmission means may be a belt mechanism (17th configuration).

[0136] In the test trolley of the 17th configuration described above, the first winding mediation link may be a toothed belt (18th configuration).

[0137] According to one embodiment of the present invention, a test vehicle is provided that is equipped with a test trolley of any of the first to eighteen configurations described above (the 19th configuration).

[0138] According to one embodiment of the present invention, a test train equipped with the test vehicle having the 19th configuration described above is provided (20th configuration).

[0139] According to one embodiment of the present invention, a test vehicle is provided comprising a test carriage of the fifth or sixth configuration described above, and a drive device that supplies AC drive power to an electric motor, wherein the drive device comprises a converter that converts AC power supplied from a primary power source into DC power, a capacitor that stores DC power, and an inverter that converts DC power into drive power (21st configuration).

[0140] In the test vehicle with the 21st configuration described above, the converter may be configured as a power regeneration converter capable of converting surplus regenerative power into AC power equivalent to that of the primary power source and supplying it to the primary power source (22nd configuration).

[0141] In the test vehicle of the 21st or 22nd configuration described above, a current collector that takes in AC power supplied from the primary power source from the overhead line may be provided (23rd configuration).

[0142] According to one embodiment of the present invention, a test train is provided that is equipped with a test vehicle of any of the 21st to 23rd configurations (24th configuration).

[0143] According to one embodiment of the present invention, a test train is provided comprising a locomotive and one or more passenger cars towed by the locomotive, wherein at least one of the passenger cars is equipped with a test bogie of any of the first to eighteen configurations (the 25th configuration).

Claims

1. A test trolley comprising: a first wheel axle capable of rolling on rails; and a slip rate control device that supplies power to the first wheel axle so that it rolls on rails at a predetermined slip rate.

2. The test trolley according to claim 1, further comprising a rotation supply means for supplying rotational motion with a rotational speed corresponding to the running speed of the test trolley to the slip rate control device.

3. The test carriage according to claim 2, wherein the slip rate control device supplies to the first wheel axle a rotational motion supplied from the rotational supply means with a phase difference corresponding to the predetermined slip rate added to it.

4. The test trolley according to claim 2, wherein the slip rate control device comprises a rotating frame that is rotationally driven by the rotational supply means.

5. The test trolley according to claim 4, wherein the slip rate control device comprises an electric motor attached to the rotating frame.

6. The test carriage according to claim 5, wherein the shaft of the electric motor and the first wheel axle are connected.

7. The test trolley according to claim 2, wherein the rotational supply means comprises a second wheel axle capable of rolling on the rail, and a second transmission means for transmitting power from the second wheel axle to the slip rate control device.

8. The test trolley according to claim 4, wherein the rotational supply means comprises a second wheel axle capable of rolling on the rails, and a second transmission means for transmitting power from the second wheel axle to the slip rate control device, and the second transmission means is a winding transmission mechanism comprising a second drive pulley attached to the second wheel axle, a second driven pulley connected to the rotating frame of the slip rate control device, and a second winding mediation link wound around the second drive pulley and the second driven pulley.

9. The test trolley according to claim 8, wherein the second transmission means is a belt mechanism.

10. The test trolley according to claim 9, wherein the second winding mediation link is a toothed belt.

11. The test trolley according to claim 8, wherein the rotational supply means comprises a gear device interposed between the second transmission means and the slip rate control device.

12. The test trolley according to claim 11, wherein the gear mechanism comprises: a first gear coupled to the second driven pulley; a third gear coupled to the rotating frame; and a second gear meshing with the first gear and the third gear.

13. The test trolley according to claim 2, wherein the rotation supply means comprises: a second electric motor; a second transmission means for transmitting power from the second electric motor to the slip rate control device; a speedometer capable of measuring the running speed of the test trolley; and a control unit for controlling the operation of the test trolley.

14. The test trolley according to claim 13, wherein the control unit is capable of controlling the second electric motor based on the measurement result of the speedometer.

15. The test trolley according to claim 1, further comprising a first transmission means for transmitting power from the slip ratio control device to the first wheel axle.

16. The test trolley according to claim 15, wherein the first transmission means is a winding transmission mechanism, comprising: a first drive pulley attached to the output shaft of the slip rate control device; a first driven pulley attached to the first wheel axle; and a first winding mediation link wrapped around the first drive pulley and the first driven pulley.

17. The test trolley according to claim 16, wherein the first transmission means is a belt mechanism.

18. The test trolley according to claim 17, wherein the first winding mediation link is a toothed belt.

19. A test vehicle equipped with a test trolley according to any one of claims 1 to 18.

20. A test train equipped with the test vehicle described in claim 19.

21. A test vehicle comprising: a test trolley according to claim 5; a drive device for supplying AC drive power to the electric motor, wherein the drive device comprises: a converter for converting AC power supplied from a primary power source into DC power; a capacitor for storing the DC power; and an inverter for converting the DC power into drive power.

22. The test vehicle according to claim 21, wherein the converter is a power regeneration converter capable of converting surplus regenerative power into AC power equivalent to that of the primary power source and supplying it to the primary power source.

23. The test vehicle according to claim 21, further comprising a current collector that takes in AC power supplied from the primary power source from the overhead line.

24. A test train equipped with the test vehicle according to any one of claims 21 to 23.

25. A test train comprising a locomotive and one or more passenger cars towed by the locomotive, wherein at least one of the passenger cars is equipped with a test bogie as described in any one of claims 1 to 18.

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