CN113125175A - Wheel rail rolling sliding contact loading test device - Google Patents
Wheel rail rolling sliding contact loading test device Download PDFInfo
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- CN113125175A CN113125175A CN202110295997.8A CN202110295997A CN113125175A CN 113125175 A CN113125175 A CN 113125175A CN 202110295997 A CN202110295997 A CN 202110295997A CN 113125175 A CN113125175 A CN 113125175A
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Abstract
The invention relates to a wheel rail rolling sliding contact loading test device, which comprises a foundation bottom surface arranged on the ground and a reaction frame arranged above the foundation bottom surface in a crossing manner, a support table steel rail is arranged on the bottom surface of the foundation, a corresponding rail roller is arranged on the support table steel rail, the support table is arranged on the rail roller, the supporting table is provided with a test steel rail, the test steel rail is provided with a wheel set, the outside of the wheel set is provided with a wheel set fixing frame for fixing, the reaction frame is provided with a frame lifting device, the wheel set fixing frame is connected with the frame lifting device through the reaction frame, the reaction frame is also provided with a transverse loading actuator and a vertical loading actuator, and the longitudinal loading actuator is also connected with a platform longitudinal movement drive. The invention has the advantages of representing the running condition of a real vehicle on the steel rail in one direction or two directions and the like.
Description
Technical Field
The invention relates to the technical field of rail transit test analysis, in particular to a wheel rail rolling sliding contact loading test device.
Background
The development of land traffic in China is not only reflected on the construction scale, but also reflected on the comprehensive technical level, and high speed and heavy load gradually become the main development direction of land traffic. The research of traffic facilities goes from the immediate mechanical properties to long-term service properties. For example, in the operation of rail transit, the load of a train with high speed, high density and heavy weight repeatedly acts on the rail, the load characteristics borne by the rail structure and the foundation develop towards a high-frequency heavy-load state, which easily causes the defects of deterioration of the geometric state of the rail structure, damage and abrasion of steel rails, damage of fasteners, elastic failure and reduction of transverse and longitudinal resistance of a ballast bed, fracture or damage of a rail plate, long-term deformation or excessive uneven deformation of a roadbed and the like, so that the rail cannot be kept stable and smooth, the riding comfort is influenced, and the driving safety is even endangered in serious cases. Therefore, in the last decade, the research on the long-term service performance of transportation facilities in developed countries represented by the United states, English and Japan has been paid great attention, and the occurrence mechanism and the development rule of damage and destruction of the basic structure under the long-term action of the load are analyzed by establishing an advanced and complete system for testing and analyzing the long-term service performance of the facility structure and simulating the load and the action frequency under the real transportation condition.
In order to adapt to the form of the construction of the traffic infrastructure in China and the requirements of the development of related disciplines, a road and railway engineering high-frequency heavy-load test system based on real conditions needs to be established. The system can simulate the random load of the track and the road under the condition of high frequency and heavy load, simulate the rolling contact relation of the wheel and the rail and the occurrence, development and change conditions of damage of the rolling contact relation, so as to master the wheel-rail interaction relation and the load transmission characteristics under the conditions of high speed, high density and heavy weight; analyzing the causes and change rules of the rail damage and the material thereof; and a track state detection and safety monitoring system is tested and established, and comprehensive theoretical support is provided for ensuring safe and comfortable operation of the railway under the conditions of high speed, high density and heavy load.
Therefore, an advanced and complete facility structure long-term service performance test analysis system is established, and the load and the action frequency under the real transportation condition are simulated to analyze the occurrence mechanism and the development rule of the damage and the destruction of the basic structure under the long-term action of the load. The system can simulate the random load of the track and the road under the condition of high frequency and heavy load, simulate the rolling contact relation of the wheel and the rail and the occurrence, development and change conditions of damage of the rolling contact relation, so as to master the interaction relation and the load transmission characteristics of the vehicle-rail and the wheel-rail under the conditions of high speed, high density and heavy weight; researching the damage development rule and deformation characteristics of the road structure, the track structure and the lower foundation; analyzing the causes and change rules of the rail damage and the material thereof; a rail state detection and safety monitoring system is tested and established, and comprehensive theoretical support is provided for ensuring safe and comfortable operation of roads and railways under the conditions of high speed, high density and heavy load.
The approximate test stand comprises:
(1)1: 1 wheel-rail rolling test bed (wheel-rail test rig) (austria voestapinae company) single wheel-single rail rolling contact; specific relevant characteristics include:
1) loading: vertical loading 100t, transverse loading 10t and longitudinal loading 3.5t, wherein the load is loaded on the wheel through a hydraulic system
2) The length of the steel rail test piece is 1.5m, wherein the length of two ends is 0.5m in total, the steel rail test piece is used for fixing the steel rail and is a non-test area. The middle length of about 1m is a wheel-rail contact test area, and the wheel-rail contact test area is divided into 3 parts: within the front part of 0.2m, a hydraulic system pressurizes and drives the steel rail supporting device to accelerate the steel rail to advance; the length of the middle part of the steel rail is about 0.5m, the steel rail is used for stabilizing the speed and loading of the wheel, and all wheel rail loading tests are concentrated in the part; the rear section is approximately 0.2m long and is a relief area to slow down the rail support.
3) The rail bottom slope of the steel rail is adjustable, and the adjustment of the rail bottom slope is realized by replacing a base plate or a wedge under the steel rail;
4) simulatable curve (the angle of attack of the wheel is-0.25 to 0.5 degrees, and the action position of the transverse force and the vertical force is adjusted simultaneously)
5) Working conditions are as follows: the test bed can simulate the bidirectional transportation condition in addition to the unidirectional transportation condition of the steel rail. When the steel rail supporting device runs in a single direction, when the steel rail supporting device reaches the end, the wheel is lifted, the steel rail supporting device returns to the original position of the other end, and the wheel is gently put down to start the next rolling. The maximum speed of the steel rail supporting device under the working condition is 0.5-1 m/s, and the steel rail supporting device runs through 30000-33000 wheels every 24 hours.
(2)1: the 1-wheel rolling test bed (Japan, Germany, China, southwest, China: 1. a mass block; 2. a body frame and a bracket; 3. a bogie; 4. a vehicle wheel set; 5. a pair of steel rail wheels; 6. a drive motor, a drive shaft, and an axle housing; 7. a balancing system; 8. a steel rail base slope setting device; 9. a straight line and curve setting device; 10. the friction control device (water spraying and oil spraying) is mainly used for simulating vehicle running and evaluating vehicle states.
(3) German wheel-rail rolling test stand: single-wheel-single-rail systems.
(4) Small-scale wheel rail roll test platform: again a single wheel-single track system and is of small scale.
The prior art has the following defects:
(1) the Austrian 1:1 wheel-rail rolling test bed is a single-wheel-single-rail test device, cannot simulate the rigid connection and the restraining influence of a wheel pair on a left wheel and a right wheel, cannot approach the real condition that the wheel pair runs on a steel rail, and can only be used for researching material abrasion.
(2) A1: 1 wheel rolling test bed is a wheel-steel wheel test device, a steel rail is simplified into a rolling steel wheel disc, but the steel rail is flatly laid on a line and is changed into a wheel disc with a radius, the wheel rail rolling-sliding motion mechanism of the wheel rail rolling-sliding test bed is changed, the wheel rail rolling condition is not real, the wheel rail contact state is influenced by the curvature change of the steel rail, and therefore the wheel-steel wheel rolling test bed is only used for evaluating the running conditions of wheels and vehicles and cannot research the steel rail.
(3) The German wheel rail rolling test bed drives the steel rail to move back and forth through the crankshaft, the mechanical device is relatively complex, the efficiency is low, and therefore the test steel rail is also relatively short (1 m).
(4) A small-scale wheel-rail rolling test bed is generally 1:5, although the test bed adopts a wheel-rail mode, the test result is influenced by the influence of a similar theorem due to the reduction of the scale, and the accuracy of a full scale is not realized.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a wheel rail rolling sliding contact loading test device, which comprises the following purposes:
(1) double-wheel (wheel pair) -double-steel rail rolling-sliding motion test device;
(2) the longitudinal running of the steel rail is adopted to simulate the running state of the wheel rail;
(3) the full scale is 1:1, and errors caused by scaling do not exist;
(4) three-way loading and applying torque on the wheel pair to reproduce a rolling-sliding wheel-rail contact state;
(5) the platform is provided with a longitudinal driving shaft, so that the steel rail can move longitudinally back and forth.
The purpose of the invention can be realized by the following technical scheme:
a wheel rail rolling sliding contact loading test device comprises a foundation bottom surface arranged on the ground and a reaction frame arranged above the foundation bottom surface in a crossing manner, a support table steel rail is arranged on the bottom surface of the foundation, a corresponding rail roller is arranged on the support table steel rail, the support table is arranged on the rail roller, the supporting table is provided with a test steel rail, the test steel rail is provided with a wheel set, the outside of the wheel set is provided with a wheel set fixing frame for fixing, the reaction frame is provided with a frame lifting device, the wheel set fixing frame is connected with the frame lifting device through the reaction frame, the reaction frame is also provided with a transverse loading actuator and a vertical loading actuator, and the longitudinal loading actuator is also connected with a platform longitudinal movement drive.
Furthermore, the wheel pair comprises two wheels connected through a wheel shaft, an axle box is arranged at the end part of the wheel shaft, a suspension device is arranged on the axle box, and the wheel pair is connected with the vertical loading actuator through the suspension device.
Furthermore, the reaction frame is also provided with a frame transverse horizontal adjusting device which is used for realizing the horizontal angle adjustment of the frame and the wheel pair so as to simulate the passing of the wheels through curves, and the frame transverse horizontal adjusting device is connected with the wheel pair fixing frame.
Furthermore, a torque device is arranged on the wheel set fixing frame, and the frame transverse horizontal adjusting device is connected with the wheel set fixing frame through the torque device.
Furthermore, the load adjustable capacity of the vertical loading actuator is 50 kN-500 kN.
Furthermore, the load adjustable capacity of the transverse loading actuator is 0-50 Kn.
Furthermore, the load adjustable capacity of the longitudinal loading actuator is 0-50 Kn.
Furthermore, the rolling speed of the wheel is 0-0.5 m/s, and the attack angle range of the wheel is-0.5 degrees.
Further, the test steel rail is arranged on the supporting platform through a base plate or a wedge, and the base plate or the wedge can be arranged at a corresponding gradient according to requirements.
Furthermore, the length of the test steel rail is 2m-3m, and a linear steel rail or a curve steel rail is adopted.
Compared with the prior art, the invention has the following advantages:
(1) under the condition that the real vehicle runs on the track, no matter the real vehicle runs in a straight line or a curve, the wheel pair is taken as a whole to play the roles of transferring load and steering, meanwhile, because the load and the wheel rail dynamically run, the wheel and the steel rail form rolling-sliding contact when in contact, the fatigue damage and the abrasion damage are generated to the wheel rail material, therefore, the device is built into a double-wheel-double-rail system, the wheels are driven to form unidirectional motion (the wheels move from one end of the starting point of the steel rail to the end point of the other end, lift up, return to the starting point end of the steel rail and move on the steel rail after falling) or reciprocating motion (the steel rail moves longitudinally back and forth), meanwhile, when the wheels run on the steel rails, vertical loads can be applied to the actuators above the wheel sets, transverse and longitudinal loads and torques can be applied to the wheel sets through frames around the wheel sets, and the condition that real vehicles run on the steel rails in a single direction or in two directions can be represented.
(2) The rolling-sliding contact loading of the 1:1 full-scale wheel rail is the condition that the real wheel pair runs on the steel rail, and the test system error caused by the scaling of a small scale can be avoided.
(3) Meanwhile, the steel rail is fixed on the platform, the platform can longitudinally move forwards and backwards through the roller, the problems that a mechanical device for driving the steel rail to move forwards and backwards by the crankshaft is complex, the efficiency is low and the like can be solved, and meanwhile, system errors such as lifting of the steel rail platform and the like caused by up-and-down movement of a connecting rod mechanism due to rolling of a crankshaft disk can be avoided.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is an overall cross-sectional block diagram of the apparatus of the present invention;
FIG. 2 is a view of the overall longitudinal section of the apparatus of the present invention;
FIG. 3 is an overall cross-sectional schematic block diagram of the apparatus of the present invention;
FIG. 4 is an overall longitudinal section schematic block diagram of the apparatus of the present invention;
FIG. 5 is a schematic view of the loading effect of the inventive apparatus during testing;
FIG. 6 is a schematic view of a wheel-rail rolling test during testing of the apparatus of the present invention;
FIG. 7 is a schematic view of an adjustable rail foot slope during testing of the apparatus of the present invention;
FIG. 8 is a schematic view of a wheel curve pass through the test process of the apparatus of the present invention;
in the figure, 1 is a base bottom surface, 2 is a reaction frame, 3 is a support table steel rail, 4 is a rail roller, 5 is a support table, 6 is a test steel rail, 7 is a wheel pair, 8 is a wheel pair fixing frame, 9 is a frame lifting device, 10 is a transverse loading actuator, 11 is a vertical loading actuator, 12 is a longitudinal loading actuator, 13 is a platform longitudinal movement drive, 14 is a suspension device, 15 is a frame transverse horizontal adjusting device, 16 is a torque device, and 17 is an axle box.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or the orientations or positional relationships that the products of the present invention are conventionally placed in use, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
Furthermore, the terms "horizontal", "vertical" and the like do not imply that the components are required to be absolutely horizontal or pendant, but rather may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The invention provides a full-scale test bed for a wheel pair (namely two wheels and a middle axle are integrated) on a steel rail (two strands) during rolling-sliding motion, which simulates the running condition of the wheels of an actual rail transit vehicle on the steel rail and the surface damage of the wheels and the steel rail caused by the running condition.
In practical situations, although the wheels and the rails are made of steel, the wheels and the rails are hard and hardly deform. However, the wheel plus the load (vehicle and load) on the wheel cause the wheel to stop and move on the rail with very small deformation, which is the wheel-rail contact patch, i.e. the wheel is in surface contact on the rail. When the wheel is running, small rolling and small sliding occur in this contact patch, so that the wheel does not move on the rail in a pure rolling or sliding manner, but in a combined rolling and sliding manner, i.e. in a creeping manner. The creeping motion shows different degrees along with a straight track or a curved track, and directly causes plastic deformation, fatigue damage and abrasion of the surface materials of the wheel and the steel rail, thereby causing rolling contact fatigue cracks, stripping and chipping, abrasion and profile change of the surface materials of the wheel and the steel rail, and further causing fastener loosening, light band change of the steel rail, corrugation of the steel rail and the like.
Therefore, the test device (1) simulates the loading in the vertical and transverse directions when the wheel set rolls and slides on the steel rail, and generates the wheel-rail contact condition as real as possible; (2) the method comprises the following steps of (1) reducing and reproducing dynamic response and surface damage of wheels and steel rails, such as fatigue and abrasion, (3) replacing wheel-steel rail materials, modifying parameters of factors such as steel rail surface smoothness and fastener parameters, and evaluating influence factors on the dynamic and damage of the wheels and the steel rails.
As shown in fig. 1 and 2: the experimental device comprises the following components:
(1) a wheel set comprising two wheels, an axle box 17 at the end of the wheel set, and a suspension device 14 above the axle box 17, forming a suspension-axle box-wheel set-rail system which is the same as the real condition;
(2) two test steel rails 6 with the length of 3 m;
(3) actuator loading in three directions: vertical, longitudinal along the rail and horizontal along the rail. Wherein the vertical loading actuator 11 is loaded on the suspension device 14, the transverse loading actuator 10 is loaded on the outer side of the rail head of the steel rail, and the longitudinal loading actuator 12 is loaded on the supporting table 5 through the platform longitudinal movement drive 13;
load applied to wheel set suspension device and axle box vertical direction by actuator
(4) The wheel pair moves on the steel rail in a unidirectional way or reciprocates;
(5) the periphery of the wheel set is fixed by a frame, and the frame is provided with 1) a lifting device which can realize the lifting of the frame and the wheel set, so that the wheel set is lifted when rolling from one end of the steel rail to the other end and then returns to the starting end, thereby realizing the unidirectional operation along the steel rail; the frame is provided with 2) a transverse horizontal adjusting device, so that the horizontal angle adjustment (around a vertical axis) of the frame and the wheel pair can be realized, and the passing curve of the wheel (an attack angle is formed between the wheel and a steel rail) is simulated; the frame is also provided with 3) a torque device which can load torque to the wheel pair to realize the rolling and sliding movement of the wheel pair on the steel rail;
(6) the reaction frame 2: providing counter-force support when loaded
(7) The support table 5: fixing rail and regulating longitudinal deflection angle of rail to simulate curve and straight working condition
(8) Track roller or electromagnetic drive: the steel rail platform is pushed to move longitudinally through the connecting rod and the driving shaft, and the movement can be realized by arranging rollers below the platform to run on a track or by electromagnetic driving of the platform;
the experimental set-up allowed the following tests to be carried out:
for analyzing the contact state and material damage of the wheel and rail, the research content can include:
1. wheel-rail contact creep theory verification and creep coefficient research;
2. researching the adhesion mechanism of the wheel rail and the abrasion and control of the steel rail;
3. analyzing the grinding effect of the steel rail;
4. researching the surface damage initiation and expansion rule of the steel rail;
5. and analyzing the strength and the service life of the steel rail welding joint.
The actual object of the invention is:
the method is characterized by simulating the wheel-rail rolling of a wheel pair on a steel rail, and researching the wheel-rail relationship of straight and curved steel rails under the action of wheels, the steel rail damage and abrasion development change condition, the influence of wheel-rail interface media on the steel rail damage, the influence of steel rail material and rail structure parameter change on the damage and the wheel-rail relationship and the like.
Can simulate the rolling of a wheel pair on two steel rails. The rails may be straight or curved, as shown in fig. 3 and 4. The steel rail is arranged on the platform, and the platform is driven by the platform driving device to move back and forth to drive the wheels to roll. When the wheel and the rail are contacted, vertical load is applied to the wheel pair. When the track structure mounting device reaches the end, the frame and the wheel pair are lifted, the track structure mounting device returns to the original position of the other end, and the wheels are put down gently to start rolling for the next time.
The loading capacity of the system is as follows:
1. has the capability of vertically loading 50 kN-500 kN adjustable load (simulating the vertical load action of a wheel pair when rolling on a steel rail)
2. The load-adjustable horizontal loading device has the capability of loading loads of 0-50 kN horizontally in the transverse direction and the longitudinal direction, and as shown in fig. 5, the transverse horizontal load Q can be considered to act on a wheel or a steel rail according to the difficulty of realization;
3. the length of the steel rail is 2m-3 m;
4. the rolling direction of the wheel on the steel rail is a single direction, as shown in fig. 6:
5. the testing apparatus can adjust the rail foot slope of the rail by replacing the pad or wedge under the rail as shown in fig. 7.
6. The curve passing of the wheel can be simulated (the range of the attack angle of the wheel is-0.5 degrees), and as shown in fig. 8, the curve passing can be realized by rotating the wheel pair around a vertical shaft by a certain angle
7. The rolling speed of the wheel is 0-0.5 m/s.
The rolling contact loading test device comprises a reaction frame, a vertical loading actuator, a transverse loading actuator, a longitudinal loading actuator, a test wheel pair, a wheel pair fixing frame (comprising a lifting device, a transverse horizontal adjusting device and a torque device), a test steel rail, a steel rail supporting platform, a platform driving device (a rail roller or an electromagnetic drive) and the like.
The technical scheme of the invention is complete in the scheme of the test bed. If the scheme is the same, a field test line is required to be built, namely a test line is built according to a full-scale vehicle-track, the test line comprises straight lines and curved lines, and a train runs forwards and backwards or circularly on the test line to check the dynamics and the damages of wheels and steel rails, but the test line needs a large land area and high cost for building, and other auxiliary test equipment such as vehicles and vehicle driving equipment is also required, and the cost is high.
And the other field test is that the track observation is carried out on a real line, but a railway department needs to be contacted, the line measurement is carried out in skylight time, the time is wasted, the state of the steel rail at a certain time point can only be detected, the individual influence of various influence factors cannot be systematically examined, and if the vehicle cannot be stopped at will, the steel rail is taken down for further analysis.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A wheel-rail rolling sliding contact loading test device is characterized by comprising a foundation bottom surface (1) arranged on the ground and a reaction frame (2) arranged above the foundation bottom surface (1) in a crossing manner, wherein a support steel rail (3) is arranged on the foundation bottom surface (1), corresponding track rollers (4) are arranged on the support steel rail (3), a support table (5) is arranged on the track rollers (4), a test steel rail (6) is arranged on the support table (5), a wheel set (7) is arranged on the test steel rail (6), a wheel set fixing frame (8) for fixing is arranged outside the wheel set (7), a frame lifting device (9) is arranged on the reaction frame (2), the wheel set fixing frame (8) is connected with the frame lifting device (9) through the reaction frame (2), and a transverse loading actuator (10) and a vertical loading actuator (11) are further arranged on the reaction frame (2), and are respectively and correspondingly connected with the supporting platform (5) and the wheel pair (7), a longitudinal loading actuator (12) is further arranged on the supporting platform (5), and the longitudinal loading actuator (12) is further connected with a platform longitudinal movement drive (13).
2. A wheel-track rolling sliding contact loading test device according to claim 1, characterized in that said wheel set (7) comprises two wheels connected by an axle, said axle is provided with an axle box (17) at an end thereof, said axle box (17) is provided with a suspension device (14), said wheel set (7) is connected with said vertical loading actuator (11) by said suspension device (14).
3. A wheel-track rolling sliding contact loading test device according to claim 1, characterized in that the reaction frame (2) is further provided with a frame transverse horizontal adjusting device (15) for realizing horizontal angle adjustment of the frame and the wheel set so as to simulate the wheel to pass through a curve, and is connected with the wheel set fixing frame (8).
4. A wheel-track rolling sliding contact loading test device according to claim 3, characterized in that a torque device (16) is arranged on the wheel-set fixing frame (8), and the frame transverse level adjusting device (15) is connected with the wheel-set fixing frame (8) through the torque device (16).
5. The wheel-track rolling sliding contact loading test device according to claim 1, wherein the capability of the vertical loading actuator (11) for adjusting the load is 50 kN-500 kN.
6. The wheel-track rolling sliding contact loading test device according to claim 1, wherein the lateral loading actuator (10) has a load adjustable capacity of 0-50 Kn.
7. The wheel-track rolling sliding contact loading test device according to claim 1, wherein the capability of the longitudinal loading actuator (12) for adjusting the loading is 0-50 Kn.
8. The wheel-rail rolling sliding contact loading test device according to claim 2, wherein the rolling speed of the wheel is 0-0.5 m/s, and the attack angle range of the wheel is-0.5 degrees.
9. The wheel-rail rolling sliding contact loading test device according to claim 1, wherein the test steel rail (6) is arranged on the support platform (5) through a base plate or a wedge, and the base plate or the wedge can be provided with a corresponding gradient according to requirements.
10. The wheel rail rolling sliding contact loading test device according to claim 9, wherein the length of the test steel rail (6) is 2m-3m, and a linear steel rail or a curved steel rail is adopted.
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| CN202110295997.8A CN113125175A (en) | 2021-03-19 | 2021-03-19 | Wheel rail rolling sliding contact loading test device |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113640021A (en) * | 2021-08-26 | 2021-11-12 | 西南交通大学 | Rolling test bed for developing active guide controller of double-shaft independent wheel bogie |
| CN115343078A (en) * | 2022-10-18 | 2022-11-15 | 石家庄铁道大学 | Wheel rail operation test bed with contact position and creep state capable of being independently regulated |
| CN117309646A (en) * | 2023-10-27 | 2023-12-29 | 石家庄铁道大学 | Rail contact fatigue test bed considering geometrical characteristics of wheel rail contact |
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| CN205426535U (en) * | 2015-11-25 | 2016-08-03 | 株洲时代电子技术有限公司 | Track posture adjustment device |
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| CN110146309A (en) * | 2019-06-27 | 2019-08-20 | 东北大学 | A kind of wheel track testing stand based on wheel-to-rail contact |
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