CN111103155A - Rail locomotive wheel rail bearing integration test device - Google Patents
Rail locomotive wheel rail bearing integration test device Download PDFInfo
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- CN111103155A CN111103155A CN202010009903.1A CN202010009903A CN111103155A CN 111103155 A CN111103155 A CN 111103155A CN 202010009903 A CN202010009903 A CN 202010009903A CN 111103155 A CN111103155 A CN 111103155A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D21/00—Measuring or testing not otherwise provided for
- G01D21/02—Measuring two or more variables by means not covered by a single other subclass
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
- G01M17/10—Suspensions, axles or wheels
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Abstract
The invention provides an integrated test device for a wheel rail bearing of a rail locomotive, which consists of a mechanical support main body, a driving system, a tested wheel rail-bearing-axle, a loading system and a test system.
Description
Technical Field
The invention relates to the field of rail locomotive vehicle test equipment.
Background
The rail locomotive vehicles undertake railway public transportation and detection test tasks, comprise mobile equipment such as motor train units, passenger cars, trucks and subways, and play an extremely important role in national economy; the running and steering system of the rail vehicle is interacted with the rail by means of wheels, and meanwhile, the wheels are supported by means of axles and bearings, so that the running and steering effects of the rolling stock are achieved, therefore, the wheel-rail bearing system plays an important role in safe running of the rail rolling stock, and the rail-rail bearing system needs to be tested and checked in engineering application.
At present, some test devices aiming at the aspect of the rail locomotive vehicle hub mainly can be divided into simple part tests, such as a bearing (a rolling vibration-based high-speed train axlebox bearing test CN201610575039, a super high-speed train bearing comprehensive performance test bench CN201410654838, a railway wagon bearing bend loading test bench CN201810123158.6, a rolling bearing comprehensive loading test bench CN 201410191242.3), an axle (a vibration response-based high-speed train axle damage identification test bench CN201810786109), a wheel (an independent rotating wheel active guide model test bench CN201810854621), a bogie wheel (a track changing performance and reliability test bench CN201810813912) and a wheel rail (a high-speed wheel rail relation reliability test bench CN201610195503) which interact with each other, a gear box (a high-speed train gear box no-load running test bench) and a complex system (a high-speed train axlebox device test bench CN201310733003), wherein the test devices mostly aim at specific bearings, rolling vibration and vibration of, Axle, wheel rail, and other single or several parts, can not be truly simulated and used to research the interaction between the wheel rail-bearing-axle of the rail locomotive, such as the interaction between the wheel rail and the vibration transmission relationship between the bearing and the axle, and can not effectively realize the radial load of the bearing, the axial load can meet the load simulation, especially can not effectively simulate the curve turning state of the locomotive (the sliding between the rail and the axial load born by the wheel rail bearing axle during the turning due to the difference of the wheel speeds at the inner side and the outer side), therefore, the difference exists with the actual locomotive movement working condition, therefore, the current tests of some key parts such as the wheel rail-bearing-axle still can be carried out on the locomotive integral test bed, while the integral test bed built like the square locomotive has complex structure and large energy consumption due to the great integral power, therefore, the rail locomotive vehicle wheel rail-bearing-axle integrated testing device is needed.
Disclosure of Invention
The invention aims to solve the technical defects and provides a rail locomotive wheel-rail bearing integrated test device with composite loading, asynchronous driving of left and right wheels and complex relationship simulation of wheel-rail.
The technical scheme adopted by the invention for realizing the purpose is as follows: the rail locomotive vehicle wheel rail bearing integrated test device comprises a mechanical support main body 1, a driving system 2, a tested wheel rail-bearing-axle 3, a loading system 4 and a test system 5, wherein the driving system 2 is installed at the lower part of the inner side of the mechanical support main body 1, the driving system 2 comprises a left driving part and a right driving part which are symmetrical, each driving part comprises a motor 22, a rotating shaft 25 and a roller rail 27, the output shaft of the motor 22 is connected with the rotating shaft 25, the roller rail 27 is installed on the rotating shaft 25, and the rotating shaft 25 is fixed on a lower support plate 14 of the mechanical support main body 1 through a support bearing 243; the tested wheel rail-bearing-axle 3 is arranged above the driving system 2, the tested wheel rail-bearing-axle 3 comprises a supporting bearing 31, an axle 34 and wheels 35, the supporting bearing 31 is respectively arranged at two ends of the axle 34, the two wheels 35 are symmetrically arranged on the axle 34 and positioned at the inner side of the supporting bearing 31, and the wheels 35 are in contact with the roller track 27; the loading system 4 comprises a radial loading device 41 and an axial loading device 42, the upper ends of radial hydraulic cylinder brackets 411 of the two symmetrically-installed radial loading devices 41 are fixed on the upper connecting plate 12 of the mechanical support body 1, radial hydraulic cylinders 412 are installed on the radial hydraulic cylinder brackets 411, the lower ends of piston rods of the radial hydraulic cylinders 412 are connected with bearing seats 414, the bearing seats 414 are installed in a matched manner with the support bearings 31, the end parts of axial hydraulic cylinder brackets 421 of the two symmetrically-installed axial loading devices 42 are respectively fixed on the support plates 11 at the two sides of the mechanical support body 1, axial hydraulic cylinders 422 are transversely installed on the axial hydraulic cylinder brackets 421, and the piston rods of the axial hydraulic cylinders 422 are connected; the test system 5 includes an acceleration sensor 51 and a displacement sensor 52.
The output shaft of the motor 22 is connected with a rotating shaft 25 through a coupler 23, bearing blocks 24 are symmetrically mounted on the rotating shaft 25 in the left and right directions of the roller track 27, the bearing blocks 24 are fixed on the lower support plate 14 through bearing block brackets 26, a locking nut 241, a left bearing cover 242 and a support bearing 243 are arranged in the bearing blocks 25, and the support bearing 243 is fixed through the locking nut 241 and the left bearing cover 242.
One side of the supporting bearing 31 is connected with an axle 34 through a spacer 33, and the other side of the supporting bearing 31 axially fixes the inner ring of the supporting bearing 31 through a locking device 32.
The radial hydraulic cylinder support 411 and the axial hydraulic cylinder support 421 are of a U-shaped structure, the end of a piston rod of the radial hydraulic cylinder 412 is fixedly connected with the upper surface of the transition plate 413, the lower surface of the transition plate 413 is connected with the bearing seat 414, the end of a piston rod of the axial hydraulic cylinder 422 is fixedly connected with the axial connecting plate 423, the axial connecting plate 423 is connected with the end surface of the bearing seat 414, the bearing seat 414 is of a cubic structure with a cylindrical hole in the middle, and two sides of the bearing seat 414 are fixed with the limiting device 43.
The limiting device 43 is composed of connecting plates 431, vertical slide rails 432, horizontal slide rails 433 and transition connecting plates 434, the upper ends of the front and rear connecting plates 431 are fixed to the front and rear sides of the radial hydraulic cylinder bracket 411 respectively, the inner sides of the front and rear connecting plates 431 are connected with the vertical slide rails 432 respectively, the other side of each vertical slide rail 432 is connected with the horizontal slide rail 433, and the horizontal slide rail 433 is connected with the bearing seat 414 through the other side of the transition connecting plate 434.
The acceleration sensor 51 is mounted on the upper surface of the transition plate 413; the displacement sensor 52 is mounted above the axle 34.
The end surface of the roller track 27 is in an I-shaped structure matched with the cross section of the rail, the center of the roller track 27 is provided with a center hole and a key slot, and the rotating shaft 25 penetrates through the center hole and is fixedly connected with the roller track 27 by adopting key connection.
The wheel 35 is of a polygonal structure, and a pit 351 is formed in the wheel 35.
Compared with the prior art, the test device has the advantages that:
1. the invention adopts the wheel rail-bearing-axle integrated structure, better accords with the integral connection and transmission relation of the rolling stock, can realize the integrated test of various key parts on a test bed and provides the working efficiency;
2. the invention adopts double-drive asynchronous and wheel-rail contact transmission to realize the simulation of complex rotating speed relations such as straight running, turning running and the like of the relation between the left wheel and the wheel rail, and better conforms to the actual running working condition of the rolling stock;
3. the invention is provided with the two-side circular rail simulation device, which simulates the wheel rail effect of the rolling stock in the running process and can set different defect faults among the wheel rails to simulate the running state of the fault state and the vibration transmission relation;
4. the invention adopts a composite loading system comprising axial and radial loading to realize complex load simulation under linear driving and curve driving.
5. The invention has a vibration testing device, and can realize the vibration transmission rule under complex working conditions (including different rotating speeds, rotating speed differences, different loads and wheel-rail fault states).
Drawings
Fig. 1(a) is an overall front view of the present invention.
FIG. 1(b) is an overall isometric view of the present invention.
Fig. 2 is an isometric view of the support device of the present invention.
FIG. 3(a) is a front view of the dual drive apparatus of the present invention.
Figure 3(b) is a partial cross-sectional view of a dual drive arrangement according to the present invention.
FIG. 4(a) is a schematic view of the dual driving device according to the present invention in a front view.
FIG. 4(b) is a schematic view of the dual-drive apparatus according to the present invention in a rotation state measured by the shaft.
Figure 5 is a front view of the tested wheel rail-bearing-axle of the present invention.
FIG. 6(a) is a front view of the loading system of the present invention.
FIG. 6(b) is an isometric view of the loading system of the present invention.
Fig. 7(a) is a front view of the radial loading unit of the loading system of the present invention.
FIG. 7(b) is an axial view of the radial loading unit of the loading system of the present invention.
FIG. 8 is a front view of an axial loading device of the loading system of the present invention.
FIG. 9 is a schematic diagram of a loading system position limiter according to the present invention.
FIG. 10(a) is a loading force diagram of the loading system of the present invention.
FIG. 10(b) is a schematic view of the radial loading force of the inventive structure.
FIG. 10(c) is a front view of the axial loading force of the inventive structure.
FIG. 11(a) is a view showing the structure of a track of a roller according to the present invention.
Fig. 11(b) is a sectional view a-a of fig. 11 (a).
Fig. 11(c) is a wheel-rail structure view of the present invention.
Fig. 12 is a schematic view of a sensor arrangement according to the present invention.
Fig. 13(a) is a schematic diagram of a wheel track pitting or peeling fault simulation of the present invention.
Fig. 13(b) is a schematic view showing a polygonal simulation of the wheel rim according to the present invention.
In the figure: 1. the device comprises a mechanical support main body 11, two side support plates 12, an upper connecting plate 13, a rib plate 14 and a lower support plate; 2. the device comprises a driving system 21, a motor support 22, a motor 23, a coupling 24, a bearing seat 241, a locking nut 242, a left bearing cover 243 and a support bearing; 25. a rotating shaft 26, a bearing seat bracket 27 and a roller track; 3. tested wheel rail-bearing-axle, 31, support bearing, 32, locking device, 33, spacer bush, 34, axle, 35, wheel, 351 and pit; 4. the loading system comprises a loading system 41, a radial loading device 42, a bearing loading device 43, a limiting device 411, a radial hydraulic cylinder support 412, a radial hydraulic cylinder 413, a transition plate 414, a bearing seat 421, an axial hydraulic cylinder support 422, an axial hydraulic cylinder 423, an axial connecting plate 431, a connecting plate 432, a vertical sliding rail 433, a horizontal sliding rail 434 and a transition connecting plate; 5. and the test system 51 comprises an acceleration sensor 52 and a displacement sensor.
Detailed Description
The invention is further described below with reference to the figures and examples.
With reference to fig. 1(a) and 1(b), the rail rolling stock wheel-rail bearing integrated test device is composed of a mechanical support main body 1, a driving system 2, a tested wheel rail-bearing-axle 3, a loading system 4 and a test system 5. The mechanical support main body 1 is a truss structure and is used for fixing and supporting other systems and components in the test device; the driving system 2 provides rotary power for the whole testing device, is used for driving the tested wheel rail-bearing-axle 3 system to rotate, and is arranged on the upper surface of the mechanical support main body 1 by adopting a bolt connecting device; the tested wheel rail-bearing-axle 3 is a tested object, is positioned above the driving system 2 and is in frictional contact with the driving system 2, the tested object 3 is driven to rotate based on mutual friction between the tested wheel rail-bearing-axle 3 and the driving system 2, the wheel rail-bearing-axle 3 is consistent with the structural characteristics of an actual locomotive vehicle, and the loading system 4 can apply axial load and radial load to the tested object, is respectively positioned right above and on the left side and the right side of the tested object 3, and is connected with the upper part of the mechanical support body 11 and the support plates 11 on the left side and the right side.
Referring to fig. 2, the mechanical support body 1 includes two side supports 11, an upper connecting plate 12, a rib plate 13, and a lower support plate 14. The joint of the upper part of the two side supports 11 and the upper connecting plate 12 is fixed through a ribbed plate 13, and the lower part of the two side supports 11 and the lower supporting plate 14 are also fixed through the ribbed plate 13 for axial support during axial loading of the loading system 4; the upper connecting plate 12 is used for fixing the upper parts of the left and right supports 11, the upper parts are provided with connecting threaded holes or T-shaped grooves for fixing the radial loading devices 41 of the loading system 4, and the rib plates 13 are of triangular or trapezoidal structures for enhancing the stability of the support main body structure 1; the upper surface of the lower support plate 14 has a coupling screw hole or a T-shaped groove for fixing the driving system 2.
With reference to fig. 3(a) and 3(b), the driving system 2 is composed of two independent driving systems on left and right sides, each of which is composed of a motor support 21, a motor 22, a coupling 23, a bearing seat 24, a rotating shaft 25, a bearing seat support 26, and a roller track 27. The motor support 21 is provided with an upper connecting surface and a lower connecting surface, the upper surface of the motor support is respectively provided with a fixed motor 22 through bolts, and the lower surface of the motor support is fixed with the lower support plate 14 through bolts; the motor 22 is arranged at the upper part of the motor support 21, and the output shaft end of the motor is connected with the rotating shaft 25 through the coupler 23 to provide rotating power for the whole system; a locking nut 241, a left bearing cover 242 and a supporting bearing 243 are arranged in the bearing seat 24, the supporting bearing 243 is fixed by the fixing action of the locking nut 241 and the left bearing cover 242, the supporting bearing 243 is used for supporting the rotating shaft 25 to rotate and is fixed on the upper surface of the bearing seat support 26 through a bolt, and the lower surface of the bearing seat support 26 and the lower supporting plate 14 are fixed through a bolt; the middle of the rotating shaft 25 is connected with a key and is matched with the roller track 27 to drive the roller track 27 to rotate. The upper part of the roller track 27 is contacted with the tested wheel rail-bearing-axle 3 to drive the tested wheel rail-bearing-axle 3 to rotate.
With reference to fig. 4(a) and 4(b), the motor 22 of the driving system 2 rotates to sequentially drive the shaft coupling 24, the rotating shaft 25 and the roller track 27 to rotate, and the tested roller track-bearing-axle 3 is driven to rotate through mutual friction. The rotation speed of the motor 22 is changed on the left side and the right side, so that two rotation speeds n1 and n2 can be obtained, the rotation speeds are the same or different, and the wheel rails 35 have different rotation speeds and steering directions. When n1 is larger than n2, the left side rotates fast to simulate right steering, and when n1 is smaller than n2, the right side rotates fast to simulate left steering.
Referring to fig. 5, the tested wheel rail-bearing-axle 3 is composed of a support bearing 31, a locking device 32, a spacer 33, an axle 34 and a wheel 35. The support bearing 31 is arranged on an axle 34, one side of the support bearing is connected with the axle 34 through a spacer 33, the inner ring of the support bearing 31 is axially fixed by a locking device 32 on the other side, and the locking device 32 can be a locking gland or a locking nut; one side of the spacer 33 is contacted with the end face of the inner ring of the supporting bearing 31, the other side is connected with the shaft shoulder of the axle 34, and the length of the spacer 33 can be adjusted to adjust the distance between the supporting bearings 31 at two sides; the wheel 35 is fixed with the axle 34 by a key connection and is mounted inside the support bearing 31. The structural form of the tested wheel rail-bearing-axle 3 system is similar to the actual structure; the lower part of the tested wheel rail-bearing-axle 3 is connected with the driving system 2; respectively, are in contact with the wheels 35 via two roller tracks 27. When the drive system 2 is operated, the roller rails 27 rotate to rotate the wheels 35 by friction with each other, so that the tested roller rails-bearings-axle 3 rotates. The two sides and the upper part of the tested wheel rail-bearing-axle 3 are connected with the loading system 4, the upper surface of the tested wheel rail-bearing-axle 3 is connected with the radial loading device 41 of the loading system 4, and the two sides of the tested wheel rail-bearing-axle 3 are connected with the axial loading device 42 of the loading system 4, so that the load simulation of the tested wheel rail-bearing-axle 3 is realized.
Referring to fig. 6(a) and 6(b), the loading system includes a radial loading device 41, an axial loading device 42, and a limiting device 43. The radial loading device is of a vertical bilateral symmetry structure and is respectively used for applying radial loads to two support bearings 31 in the tested wheel rail-bearing-axle 3; the axial load is horizontally in a bilateral symmetry structure and is used for applying axial load to the support bearing 31 and the wheel 35 in the tested wheel rail-bearing-axle 3; the limiting device 43 is used for limiting and limiting the movement of the tested wheel rail-bearing-axle 3 in the movement direction during the operation of the testing device, and simultaneously avoiding the interference of the movement of the radial loading device 41 and the axial loading device 42 during the axial loading and the radial loading.
With reference to fig. 7(a) and 7(b), the radial loading device 41 adopts a hydraulic loading manner, and mainly comprises a radial hydraulic cylinder bracket 411, a radial hydraulic cylinder 412, a transition plate 413, a bearing seat 414, and the like; the main body of the radial loading hydraulic cylinder bracket 411 is of a U-shaped structure, and the upper connecting surface of the radial loading hydraulic cylinder bracket is fixed with the upper connecting plate 12 in a bolt connection mode to support and fix the radial hydraulic cylinder 412; the end face of the cylinder body of the radial hydraulic cylinder 412 is fixedly connected with the hydraulic cylinder support 411, the end part of the piston rod of the radial hydraulic cylinder 412 is fixedly connected with the upper surface of the transition plate 413, the lower surface of the transition plate 413 is connected with the bearing seat 414, and the transition plate 413 is convenient to disassemble the radial loading hydraulic cylinder on the premise of not adjusting the bearing seat 414; the bearing seat 414 is a cubic structure, the middle part is a cylindrical hole for installing the support bearing 31, and the upper part is connected with the transition plate 413 by adopting a bolt or a key groove; both sides are fixed with the limiting device 43.
The axial loading device 42 described with reference to fig. 6(a), 6(b) and 8 also adopts a hydraulic loading manner, and mainly comprises an axial hydraulic cylinder support 421, an axial hydraulic cylinder 422, an axial connecting plate 423 and the like; the main body of the axial loading hydraulic cylinder support 421 is also of a U-shaped structure, and the left connecting surface of the main body is fixedly connected with the support plates 11 on the two sides of the support main body 1 in a bolt connection mode, so as to support and fix the axial hydraulic cylinder 422; the cylinder body end face of the axial hydraulic cylinder 422 is fixedly connected with the axial hydraulic cylinder support 421, the end part of the piston rod of the axial hydraulic cylinder 422 is fixedly connected with the axial connecting plate 423, and the axial connecting plate 423 is connected with the end face of the bearing seat 414 and is used for applying bearing load to the support bearing 31 of the bearing seat 414.
Referring to fig. 9, the position limiting device 43 is composed of a connecting plate 431, a vertical slide rail 432, a horizontal slide rail 433, and a transition connecting plate 434. The upper end of the connecting plate 431 is fixed with the radial hydraulic cylinder bracket 411 through a bolt and used for fixing the connecting plate 431; a vertical slide rail 432 is connected to the connecting plate 431 lower extreme, and vertical slide rail 432 opposite side is connected with horizontal slide rail 433, and horizontal slide rail 433 is connected with bearing frame 414 with the opposite side through transition connecting plate 434. The combination of the vertical slide rail 432 and the horizontal slide rail 433 limits the movement of the bearing seat along the movement direction and the rotation of the bearing, and simultaneously allows the bearing seat to move in the horizontal and vertical directions, thereby avoiding the interference of the movement of the radial loading device 41 and the axial loading device 42 during the axial loading and the radial loading.
With reference to fig. 10(a), 10(b), and 10(c), when the test apparatus needs to apply a radial load, and the radial hydraulic cylinder 412 operates, the acting force generated by the internal piston rod is transmitted downward through the transition plate 413, the bearing seat 414, the support bearing 31, and the axle 34 in sequence; at the same time, the vertical reaction force is generated by the roller track 27 of the driving system contacted by the lower part of the wheel 35 of the axle 34, and the wheel 35 and the roller track 27 form mutual normal action and tangential friction force. The radial hydraulic cylinders 412 on the left side and the right side in the vertical direction can apply acting forces with the same magnitude and can also apply different acting forces; when the applied acting forces are inconsistent, the simulation device is used for simulating the working condition of uneven loads on the left side and the right side of the wheel rail-bearing of the rolling stock.
When the test device needs to apply an axial load, the piston rod in the left axial hydraulic cylinder 422 moves rightward and is transmitted through the axial connecting plate 423, the bearing seat 414 and the support bearing 31 in sequence, meanwhile, the wheels 35 of the axle 34 and the side surfaces of the roller rails 27 generate a horizontal reaction force, and the end surfaces of the two wheels 35 and the end surfaces of the two roller rails 27 form an interaction force. Meanwhile, the piston rod in the left axial hydraulic cylinder 422 also moves to the right, and is used for simulating the axial load borne by the right steering; otherwise, the simulation is used for simulating left steering; the left and right axial hydraulic cylinders 422 should have the same direction of movement, forming a push and pull action, increasing the magnitude of the applied axial load.
The end surfaces of the roller rails 27 are in I-shaped structures combined with the roller rails 11(a), 11(b) and 11(c), the end surfaces are matched with the cross sections of the rails, the centers of the roller rails are provided with center holes and key grooves, and the rotating shaft 25 penetrates through the center holes and is fixedly connected with the roller rails 27 in a key connection mode.
With reference to fig. 12, the test system 5 is used for testing vibration of a bearing and an axle in a test process, researching a vibration transmission rule under complex working conditions (including different rotating speeds, different rotating speed differences, different loads and wheel-rail fault states), and mainly comprises an acceleration sensor 51 and a displacement sensor 52. The acceleration sensor 51 is arranged on the upper surface of the transition plate 413 and used for testing the vibration acceleration of the supporting bearing 31, the displacement sensor 52 is arranged above the axle 34, and the displacement sensor is in a non-contact type, preferably an eddy current sensor and used for testing the vibration displacement of the axle 34 during movement.
With reference to fig. 13(a), the wheel 35 has a dimple 351 formed thereon for simulating the transmission of vibrations in the wheel-bearing-axle of a rolling stock vehicle caused by wheel pitting or spalling, and thus providing support for wheel 35 pitting or spalling failure diagnosis, the dimple 351 being one or more.
In connection with fig. 13(b), the wheel 35 may be provided in a polygonal shape for inducing transmission of vibrations in the wheel-bearing-axle in the vehicle when the wheel is polygonal at the rim during long-term movement of the wheel, thereby providing support for diagnosis of wheel rim polygonal vibrations.
While the invention has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the spirit and scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.
Claims (8)
1. Rail rolling stock wheel rail bearing integration test device, its characterized in that: the device comprises a mechanical support main body (1), a driving system (2), a tested wheel rail-bearing-axle (3), a loading system (4) and a testing system (5), wherein the driving system (2) is installed at the lower part of the inner side of the mechanical support main body (1), the driving system (2) comprises a left driving part and a right driving part which are symmetrical, each driving part comprises a motor (22), a rotating shaft (25) and a wheel rail (27), an output shaft of the motor (22) is connected with the rotating shaft (25), the wheel rail (27) is installed on the rotating shaft (25), and the rotating shaft (25) is fixed on a lower support plate (14) of the mechanical support main body (1) through a support bearing (243); the tested wheel rail-bearing-axle (3) is arranged above the driving system (2), the tested wheel rail-bearing-axle (3) comprises a support bearing (31), an axle (34) and wheels (35), the support bearing (31) is respectively arranged at two ends of the axle (34), two wheels (35) are symmetrically arranged on the axle (34) and positioned at the inner side of the support bearing (31), and the wheels (35) are placed in contact with the roller track (27); the loading system (4) comprises a radial loading device (41) and an axial loading device (42), the upper ends of radial hydraulic cylinder supports (411) of two symmetrically-installed radial loading devices (41) are fixed on an upper connecting plate (12) of a mechanical support main body (1), the radial hydraulic cylinders (412) are installed on the radial hydraulic cylinder supports (411), the lower ends of piston rods of the radial hydraulic cylinders (412) are connected with bearing seats (414), the bearing seats (414) are installed in a matched manner with a support bearing (31), the end parts of axial hydraulic cylinder supports (421) of the two symmetrically-installed axial loading devices (42) are respectively fixed on support plates (11) on two sides of the mechanical support main body (1), the axial hydraulic cylinders (422) are transversely installed on the axial hydraulic cylinder supports (421), and piston rods of the axial hydraulic cylinders (422) are connected with the bearing seats; the test system (5) comprises an acceleration sensor (51) and a displacement sensor (52).
2. The rail rolling stock wheel rail bearing integration test device of claim 1, characterized in that: an output shaft of the motor (22) is connected with a rotating shaft (25) through a coupler (23), bearing seats (24) are symmetrically arranged on the rotating shaft (25) in a left-right mode on a roller track (27), the bearing seats (24) are fixed on a lower supporting plate (14) through a bearing seat support (26), a locking nut (241), a left bearing cover (242) and a supporting bearing (243) are arranged inside the bearing seats (25), and the supporting bearing (243) is fixed through the locking nut (241) and the left bearing cover (242).
3. The rail rolling stock wheel rail bearing integration test device of claim 1, characterized in that: one side of the supporting bearing (31) is connected with an axle (34) through a spacer bush (33), and the other side of the supporting bearing (31) axially fixes the inner ring of the supporting bearing (31) through a locking device (32).
4. The rail rolling stock wheel rail bearing integration test device of claim 1, characterized in that: the radial hydraulic cylinder support (411) and the axial hydraulic cylinder support (421) are of U-shaped structures, the end part of a piston rod of the radial hydraulic cylinder (412) is fixedly connected with the upper surface of a transition plate (413), the lower surface of the transition plate (413) is connected with a bearing seat (414), the end part of a piston rod of the axial hydraulic cylinder (422) is fixedly connected with an axial connecting plate (423), the axial connecting plate (423) is connected with the end surface of the bearing seat (414), the bearing seat (414) is of a cubic structure with a cylindrical hole in the middle, and two sides of the bearing seat (414) are fixed with a limiting device (43).
5. The rail rolling stock wheel rail bearing integration test device of claim 4, characterized in that: stop device (43) comprises connecting plate (431), perpendicular slide rail (432), horizontal slide rail (433) and transition connecting plate (434), and two front and back connecting plate (431) upper ends are fixed in the front and back both sides of radial hydraulic cylinder support (411) respectively, and perpendicular slide rail (432) are connected respectively to front and back connecting plate (431) inboard, and perpendicular slide rail (432) opposite side is connected with horizontal slide rail (433), and horizontal slide rail (433) are connected with bearing frame (414) through transition connecting plate (434) opposite side.
6. The rail rolling stock wheel rail bearing integration test device of claim 4, characterized in that: the acceleration sensor (51) is arranged on the upper surface of the transition plate (413); the displacement sensor (52) is arranged above the axle (34).
7. The rail rolling stock wheel rail bearing integration test device of claim 1, characterized in that: the end face of the roller track (27) is in an I-shaped structure matched with the cross section of the rail, the center of the roller track (27) is provided with a center hole and a key groove, and the rotating shaft (25) penetrates through the center hole and is fixedly connected with the roller track (27) by adopting key connection.
8. The rail rolling stock wheel rail bearing integration test device of claim 1, characterized in that: the wheel (35) is of a polygonal structure, and a pit (351) is formed in the wheel (35).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202010009903.1A CN111103155B (en) | 2020-01-06 | 2020-01-06 | Rail locomotive wheel rail bearing integration test device |
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| CN202010009903.1A CN111103155B (en) | 2020-01-06 | 2020-01-06 | Rail locomotive wheel rail bearing integration test device |
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| CN111103155A true CN111103155A (en) | 2020-05-05 |
| CN111103155B CN111103155B (en) | 2022-01-18 |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
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| CN116183228A (en) * | 2023-03-07 | 2023-05-30 | 榆林学院 | Rolling bearing fault simulation test device |
| CN116183228B (en) * | 2023-03-07 | 2023-08-11 | 榆林学院 | Rolling bearing fault simulation test device |
| CN116718370A (en) * | 2023-08-07 | 2023-09-08 | 山东济铁机务装备集团有限公司 | High-speed railway locomotive axle gear box performance detection system |
| CN116718370B (en) * | 2023-08-07 | 2023-11-10 | 山东济铁机务装备集团有限公司 | High-speed railway locomotive axle gear box performance detection system |
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