CN113607444A - High-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device - Google Patents
High-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device Download PDFInfo
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- CN113607444A CN113607444A CN202110846563.2A CN202110846563A CN113607444A CN 113607444 A CN113607444 A CN 113607444A CN 202110846563 A CN202110846563 A CN 202110846563A CN 113607444 A CN113607444 A CN 113607444A
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Abstract
The invention provides a high-speed heavy-load train wheel-rail profile friction wear and rolling contact fatigue test device which comprises a counterforce support, a hydraulic loading device, a power supply connecting device, a load frame, a transmission assembly, a steel rail, a simulation elastic strip and a simulation sleeper. The invention can independently control certain factors in the running process of the wheel rail, the load is applied by the hydraulic loading device, the hydraulic loading system can simulate larger load, and the position of the load applied is the outer side position of the wheel on the shaft. The invention can obtain the related data of the friction wear and the rolling contact fatigue of the wheel rail profile of the high-speed heavy-duty train more accurately, and provides more reliable data for the design, manufacture and maintenance of the wheel rail and the prediction of the wheel rail damage.
Description
Technical Field
The invention relates to the field of fatigue tests, in particular to a high-speed heavy-load train wheel rail profile friction wear and rolling contact fatigue test device.
Background
In the process of high-speed development in China, as China is vast in territory, railway transportation plays an essential role. Railway freight transportation and passenger transportation are widely favored due to low cost and high efficiency, and are increasingly favored by people. The traction, the operation and the braking of the train must be realized through rolling friction contact between wheel rails, a wheel rail system is a key part for railway transportation, the wheel rail relation problem is a key problem in the railway transportation technology, and a great amount of manpower and financial resources are invested in countries in the world, particularly developed countries of railways to develop the research on the wheel rail relation problem.
The wheel set is used as an important bearing component in the running process of the train and bears various complicated loads, the working conditions of the wheel set and the like, and therefore the contact action between the wheel set and the rail is complicated. Factors such as high-speed rolling and sliding of the wheel set relative to the steel rail, small deformation of the wheel set in contact with the steel rail, vehicle speed and load influence the contact mechanical behavior of the wheel set. The interference fit surface of the shaft and the hub generates fretting friction in the running process of the train, so that cracks are generated, and the crack is expanded to regenerate the train shaft fracture. In a wheel-rail contact theoretical model and a numerical method, the factors are all taken into consideration, and therefore, the comprehensive and accurate analysis and research on the wheel-rail contact mechanical behavior are difficult. Testing and analysis of the mechanical behavior of wheel-rail contact by experimental methods avoids these difficulties. The line running test has higher reliability, but some tests have longer requirements on duration, so the cost consumption is also high, and the normal running of the railway is also greatly influenced. The indoor simulation test can accurately control the operation conditions and can independently control the complex influence factors, so that more accurate test data can be obtained, and the contact mechanics behavior of the wheel rail can be realized. Most of existing indoor simulation test devices convert steel rails into steel rail wheels, convert wheel-rail contact into contact between wheels and the steel rail wheels, and simulate rolling behaviors of the wheel-rail through contact rolling of the two wheels, so that test data between the wheel-rail contact and an axle and a hub are obtained. And some have made dimensional changes to the dimensions of the wheel and hub. This presents problems: the sizes of the wheels, axles and hubs are changed, and the differences from the real sizes can increase the test errors. And the wheel-rail load is equivalent to the rolling contact of a wheel and a rail wheel, the contact difference with the real wheel rail is large, and when small deformation is considered under large load, the deformation of two contact modes has difference, so that the errors of wheel-rail contact mechanical behavior and wheel-rail damage measured by tests are increased, and the reliability is poor.
Disclosure of Invention
In order to solve the defects of the prior art, the invention provides a high-speed heavy-load train wheel rail profile friction wear and rolling contact fatigue test device, which can independently control certain factors in the running process of a wheel rail, a load is applied by a hydraulic loading device, a hydraulic loading system can simulate a larger load, and the acting position of the load is the outer side position of a wheel on a shaft. Therefore, the device can obtain the relevant data of the friction wear and the rolling contact fatigue of the wheel rail profile of the high-speed heavy-duty train more accurately, and provides more reliable data for the design, manufacture and maintenance of the wheel rail and the prediction of the wheel rail damage.
The invention provides a high-speed heavy-load train wheel rail profile friction wear and rolling contact fatigue test device, which comprises a counterforce support, a hydraulic loading device, a power supply connecting device, a load frame, two symmetrically arranged wheels, a transmission assembly, a steel rail, a simulation elastic strip and a simulation sleeper, wherein the counterforce support is connected with the hydraulic loading device through a power supply;
the hydraulic loading device comprises a hydraulic rod, a thrust roller bearing and a connecting rod, and the transmission assembly comprises an upper input shaft speed reducing motor, an input shaft coupler, a speed reducing differential transmission device, an output shaft coupler, an axle and a lower input shaft speed reducing motor;
the simulation sleeper rail is arranged on the ground, the steel rail is connected with the simulation sleeper rail by means of a simulation elastic strip, the steel rail is formed by splicing a plurality of arc-shaped steel rail sections,
the bottom of the counter-force support is fixed on the ground, the hydraulic rod is fixed on the counter-force support, the top end of the hydraulic rod points to the ground, the hydraulic rod is connected with the load frame through a connecting piece fixed at the top end of the hydraulic rod, the thrust roller bearing is arranged between the load frame and the connecting piece, a rotatable power supply connecting device is arranged on the connecting piece, power supply to a speed reducing motor rotating along with the load frame is realized,
output shafts on two sides of the speed reduction differential transmission device are connected with an axle through a coupler, the axle is connected with wheels in an interference fit mode, a roller bearing is arranged between the load frame and the axle for matching, and the matching position is the outer side of each wheel; an upper input shaft and a lower input shaft of the speed reducing differential transmission device are respectively connected onto an upper input shaft speed reducing motor and a lower input shaft speed reducing motor through couplings, the upper input shaft speed reducing motor is fixed on the load frame, the lower input shaft speed reducing motor is fixed on a steel rail through a fixing base, a motor is started, the driving force of the motor acts on wheels after the moment is amplified by a transmission assembly, two wheels are driven to do circular motion on the steel rail, rolling simulation is achieved, a simulation load is applied to the wheels through a hydraulic loading device, and therefore the running of a high-speed heavy-load train is simulated.
Preferably, the crossbeam of load frame is circular arc structure, be provided with motor mount pad and the balancing weight that is used for keeping load frame dynamic balance below the crossbeam, the lower extreme and the axletree of load frame are connected, and last input shaft gear motor fixes with the help of the motor mount pad.
Preferably, the connecting member is provided with a mounting hole, a top end of the load carrier passes through the thrust roller bearing and is fitted into the mounting hole of the connecting member, and the load carrier and the connecting member are in contact with an upper surface and a lower surface of the thrust roller bearing, respectively.
Preferably, the power supply connecting device comprises a connecting piece, four insulating rubber rings, four conducting rings and an external power supply wire, wherein the four insulating rubber rings are sequentially sleeved on the connecting piece at equal intervals from top to bottom, the four conducting rings are respectively covered on the insulating rubber rings, and the external power supply wire is slotted on the connecting piece to the position of the conducting ring where each phase line is located and penetrates through the insulating rubber rings to be connected to the conducting rings; the first ends of the four conductive elastic strips are fixed on the load frame, and the second ends of the four conductive elastic strips are respectively contacted with the conductive rings.
Preferably, the speed reduction differential transmission device comprises two first bevel gears, two second bevel gears, two input shafts, two output shafts, four input shaft ball bearings, four output shaft roller bearings, a rigid shell and an end cover;
the first bevel gear is in key connection with the input shaft to realize circumferential positioning, the first bevel gear is axially positioned by using a shaft shoulder and a nut, the second bevel gear is in key connection with the output shaft, and the second bevel gear is axially positioned by using the shaft shoulder and the nut;
the four input shaft ball bearings are respectively installed on shaft necks at two ends of the input shaft and attached to shaft shoulders at two ends, the four output shaft roller bearings are respectively installed on shaft necks at two ends of the output shaft and attached to shaft shoulders at two ends, the bearing close to the gear end is used for positioning an inner ring of the bearing through the shaft shoulders of each shaft, the retaining shoulder of the rigid shell is used for positioning an outer ring of the bearing, the bearing close to the output end and the input end is used for positioning an inner ring of the bearing through the shaft shoulders of each shaft, and the end cover is used for positioning an outer ring of the bearing.
Preferably, the rigid housing is made of a rigid material capable of withstanding large loads.
Preferably, different hydraulic pressures are applied to the hydraulic loading device according to requirements to meet different test requirements.
Preferably, the fixed base is fixed inside the ground in the vicinity of the steel rail.
Compared with the prior art, the invention has the following beneficial effects:
(1) the invention uses hydraulic loading, is safer and more efficient than using heavy loading, and can realize load change only by changing the pressure of the hydraulic rod when changing the load without moving the heavy to load. And the load force that the hydraulic system can provide the power far more than the limit of the weight of the heavy object that the equipment can settle.
(2) The invention adopts the rotatable power supply connecting device, so that the motor can move along with the wheel, and the problem that the power source can not move because an external wire is required to be connected is solved, thus the wheel is not required to be fixed and only the self-rotation motion is kept, the wheel not only can realize self-rotation, but also can realize rolling on a static steel rail while obtaining power, and the condition can be closer to the condition of the wheel in the process of moving.
(3) The differential speed reduction transmission device is adopted, the motor is arranged at a position perpendicular to the axle, the axial distance between two wheels is reduced, and the inter-wheel distance is closer to the inter-wheel distance when the wheel pair actually runs. The differential transmission device can output power in opposite directions, so that the wheel pair can rotate around the axis perpendicular to the ground where the midpoint between the two wheels is located in situ, and the experimental device adopts wheel pair simulation and has the smallest size. The motor has a speed reduction function, and can amplify the torque of the motor, so that the related parameters of the needed motor are reduced. If a differential transmission is not used, the track radius will be large or reciprocating motion will be performed as if wheel set simulation is used. Meanwhile, the differential speed reduction transmission device is adopted, so that the driving power source is two motors, the power of the test equipment is increased, the power can be input by only one motor according to the requirement, and the test selection is increased.
(4) The equipment of the invention adopts full-size wheels, axles and steel rails, so that the obtained data can be closer to the real wheel rail to run. The rail is fixed on the foundation in the same way as a real rail, the cushioning rubber is arranged between the rail and the simulation sleeper, the simulation rail is fixed on the sleeper by the simulation elastic strip, the wheels roll on the annular rail of the rail, and the wheels move relative to the ground, which is closer to the operation of the real wheel rail. The annular steel rail is formed by splicing and installing four sections of circular arcs, so that the manufacturing difficulty can be reduced. After a certain section of steel rail is worn, the steel rail can be detached independently without detaching the whole circle of steel rail, so that the workload is reduced, the detached steel rail can be repaired, the steel rail can be used for multiple times, and the test cost is reduced.
(5) The axle and the differential speed reducer are connected by the coupler, and the coupler is a detachable part, so that the disassembly and the assembly of the wheel and the axle can be easily realized, a test piece after a test can be conveniently obtained, a certain repair can be carried out after the test piece is subjected to a primary test, a secondary test can be carried out, and the test cost can be reduced. And because whole axletree size is great, so that the axletree of this equipment has been cut and has been selected the section with wheel hub complex, and length is reasonable, consequently can save the axletree material, reduces test cost.
Drawings
FIG. 1 is a schematic view of the overall structure of the apparatus of the present invention;
FIG. 2 is a schematic view of a load carrier configuration;
FIG. 3 is a schematic structural view of a rotatable hydraulic loading unit in the apparatus of the present invention;
FIG. 4 is an exploded view of a rotatable hydraulic loading unit in the apparatus of the present invention;
FIG. 5 is a schematic view of the rotary power connection device of the present invention;
FIG. 6a is a top view of a link in the apparatus of the present invention;
FIG. 6b is a cross-sectional view of FIG. 6a of the present invention;
FIG. 6c is an enlarged view of a portion of the invention in the area A of FIG. 6 b;
FIG. 7 is a schematic structural view of a speed reducing differential drive in the apparatus of the present invention;
fig. 8 is an exploded view of a speed reducing differential drive in the inventive apparatus.
The main reference numbers are as follows:
the counter-force support 1, the hydraulic stem 2, the connecting piece 3, the insulating rubber ring 301, the conducting ring 302, the thrust roller bearing 4, the conducting elastic strip 5, the load frame 6, the wheel 7, the upper input shaft reducing motor 8, the input shaft coupler 9, the axle 10, the output shaft coupler 11, the speed reduction differential transmission device 12, the lower input shaft reducing motor 13, the steel rail section 14, the simulation elastic strip 15, the simulation sleeper 16, the external electric wire 17, the connecting piece mounting shaft 61, the thrust roller bearing mounting table 62, the balancing block 63, the motor mounting frame 64, the axle bearing mounting hole 65, the upper input shaft 1201, the end cover 1202, the rigid shell 1203, the input shaft ball bearing 1204, the output shaft 1205, the output shaft roller bearing 1206, the second bevel gear 1207, the lower input shaft 1208, and the first bevel gear 1209.
Detailed Description
Exemplary embodiments, features and aspects of the present invention will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
The invention provides a device for testing friction wear and rolling contact fatigue of a wheel rail profile of a high-speed heavy-load train, which is shown in figure 1. A counter-force support 1 of the rotatable hydraulic loading device is fixed on the ground, a hydraulic rod 2 is fixed on the counter-force support 1, and the direction of the hydraulic rod points to the ground; the hydraulic rod 2 is connected with the load frame 6 through the connecting piece 3 fixed at the top end of the hydraulic rod, the thrust roller bearing 4 is arranged on a thrust roller bearing mounting table 62 on the load frame 6 in the drawing 2, and then the connecting piece mounting shaft 61 on the load frame is matched into the connecting piece 3, namely the connecting piece 3, the thrust roller bearing 4 and the load frame 6 from top to bottom in sequence. The power supply to the upper input shaft speed reduction motor 8 rotating together with the load carrier 6 is realized by rotating the power supply connection device. The left and right output shafts 1205 of the reduction differential transmission device 12 shown in fig. 7 are connected with the axle 10 through the output shaft coupling 11, the axle 10 is connected with the wheel 7 through interference fit, the axle 10 is matched with the axle bearing mounting hole 65 on the load carrier 6 after being matched with the upper roller bearing, the mounting position is the outer side of the wheel, and the left and right are symmetrical structures; the upper input shaft 1201 of the reduction differential transmission shown in fig. 7 is connected to the upper input shaft reduction motor 8 fixed to the motor mounting bracket 64 on the load carrier 6 through the input shaft coupling 11, and the lower input shaft 1208 is connected to the lower input shaft reduction motor 13 fixed to the ground through the input shaft coupling 11. A circle of closed annular steel rail is fixed on the ground, the annular steel rail is composed of four circular arc steel rail sections 14, the installation mode of the steel rail simulates the installation condition of a real steel rail, cushioning rubber is arranged between the steel rail sections 14 and a simulation sleeper 16, the steel rail sections 14 are fixed on the simulation sleeper 16 through a simulation elastic strip 15, and the simulation sleeper 16 is fixed on the ground. The starting motor drives the wheels to roll and simulate on the steel rail, and a simulation load is applied to the wheel pair through the rotatable hydraulic loading device, so that the running of the high-speed heavy-load train is simulated. The hydraulic loading device can be adjusted according to the requirement, so that different test devices can be met.
The load carrier 6 is constructed as shown in fig. 2, the cross beam is a part with a circular arc structure, a motor mounting seat 62 and a balancing weight 63 for keeping the load carrier in dynamic balance are arranged below the cross beam, the lower end of the load carrier 6 is connected to an axle, and the load carrier is a part for transferring load. The arc structure can reduce the deformation caused by loading, thereby not changing the direction of the loading force applied to the axle.
The rotatable hydraulic loading device is shown in fig. 3 and comprises a hydraulic rod 2, a connecting piece 3, a thrust roller bearing 4 and a load frame 6. The assembly is shown schematically in exploded view in fig. 4. The reaction support 1 is fixed on a foundation, the hydraulic rod 2 is fixed on the reaction support 1, the connecting piece 3 is fixed at the top end of the hydraulic rod 2, the connecting piece mounting shaft 61 of the load frame 6 penetrates through the thrust roller bearing 4 and is matched with a hole of the connecting piece 3, and the connecting piece 3 and the load frame 6 are respectively contacted with the upper surface and the lower surface of the thrust roller bearing 4.
A rotatable power connection arrangement is shown in fig. 5, comprising a connector 3, an external power line 17 and a conductive elastic strip 5, said connector being shown in a cross-sectional view in fig. 6 and being provided with four insulating rubber rings 301 and four conductive rings 302. Four insulating rubber rings 301 are sequentially sleeved on the connecting piece 3 at equal intervals from top to bottom, four conducting rings 302 are respectively covered on the insulating rubber rings 301, and an external power line 17 penetrates through the insulating rubber rings 301 and is connected to the conducting rings 302 by slotting on the connecting piece 3 to the position of the conducting ring 302 where each phase line is located; one end of each of the four conductive elastic strips 5 is fixed on the load frame 6, and the other end of each of the four conductive elastic strips is in contact with the conductive ring 302.
The structure of the reduction differential transmission is shown in fig. 7, and the reduction differential transmission comprises two first bevel gears 1209, two second bevel gears 1207, two input shafts 1201, two output shafts 1205, four input shaft ball bearings 1204, four output shaft roller bearings 1206, a rigid housing 1207 and an end cover 1202. The assembly is schematically shown in fig. 8, which is an exploded view. Circumferential positioning is achieved by key connection between the first bevel gear 1209 and the input shaft 1201, axial positioning of the first bevel gear 1201 is achieved by a shaft shoulder and a nut, key connection is achieved between the second bevel gear 1207 and the output shaft 1205, and axial positioning of the second bevel gear 1207 is achieved by the shaft shoulder and the nut. Four input shaft ball bearings 1204 are respectively mounted on the journals at the two ends of the input shaft 1201, and are attached to the shoulders at the two ends. Four output shaft roller bearings 1206 are respectively installed on the journals at the two ends of the output shaft 1205 and attached to the shaft shoulders at the two ends. The bearing near the gear end has its inner race positioned by the shoulder of each shaft and its outer race positioned by the shoulder of the rigid housing 1203. The bearings near the output and input ends have their inner races positioned by the shoulders of the respective shafts and their outer races positioned by the end caps 1202.
The rigid housing 1203 is a housing of the reduction gear, i.e., as shown in fig. 8, and has a high rigidity, can bear a large load, can position the shaft and the bearings axially with the shoulder, and can bear an axial force from the shaft due to the centrifugal force and a bending moment of the two shafts due to the load by the two bearings on each shaft. Meanwhile, the rigid part plays a role in keeping the bevel gear at the input end and the bevel gear at the output end engaged all the time, and the rigid part cannot be disengaged due to the rotation of the input shaft.
When the motor drives the wheel pair to roll on the steel rail, the wheel can be connected with the axle and an output shaft and a second bevel gear connected with the axle to perform circumferential motion when rolling on the steel rail, so that the rotating speeds of the two motors are different and opposite in direction when the wheel rolls on the steel rail. And after the wheel rail runs stably, the load is applied to the wheel pair by adjusting the hydraulic rod.
The wheel 7 and the axle 10 adopted during the operation of the device are all full-size, the materials are the same as those of a real wheel and the axle, the section shape and the size of the steel rail adopted by the test device are also the same as those of a real steel rail, and the installation mode is also similar to that of a real steel rail: the simulation sleeper 16 is fixed on the ground, a layer of shock absorption rubber is arranged on the simulation sleeper 16 and the steel rail section 14, and the steel rail section 14 is fixed on the simulation sleeper 16 by utilizing the simulation elastic strip 15. Therefore, the purpose of approaching the real operation condition is achieved, and data more approaching the real condition is obtained.
Finally, it should be noted that: the above-mentioned embodiments are only used for illustrating the technical solution of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. The utility model provides a high-speed heavy load train wheel rail profile friction wear and roll dynamic contact fatigue test device which characterized in that: the device comprises a counterforce support, a hydraulic loading device, a power supply connecting device, a load frame, a transmission assembly, two symmetrically arranged wheels, a steel rail, a simulation elastic strip and a simulation sleeper;
the hydraulic loading device comprises a hydraulic rod, a thrust roller bearing and a connecting rod, and the transmission assembly comprises an upper input shaft speed reducing motor, an input shaft coupler, a speed reducing differential transmission device, an output shaft coupler, an axle and a lower input shaft speed reducing motor;
the simulation sleeper rail is arranged on the ground, the steel rail is connected with the simulation sleeper rail by virtue of a simulation elastic strip, and the steel rail is formed by splicing a plurality of arc-shaped steel rail sections;
the bottom of the counter-force support is fixed on the ground, the hydraulic rod is fixed on the counter-force support, the top end of the hydraulic rod points to the ground, the hydraulic rod is connected with the load frame through a connecting piece fixed at the top end of the hydraulic rod, the thrust roller bearing is arranged between the load frame and the connecting piece, and a rotatable power supply connecting device is arranged on the connecting piece and used for supplying power to a speed reducing motor rotating along with the load frame;
output shafts on two sides of the speed reduction differential transmission device are connected with an axle through a coupler, the axle is connected with wheels in an interference fit mode, a roller bearing is arranged between the load frame and the axle for matching, and the matching position is the outer side of each wheel; an upper input shaft and a lower input shaft of the speed reducing differential transmission device are respectively connected onto an upper input shaft speed reducing motor and a lower input shaft speed reducing motor through couplings, the upper input shaft speed reducing motor is fixed on the load frame, the lower input shaft speed reducing motor is fixed on a steel rail through a fixing base, a motor is started, the driving force of the motor acts on wheels after the moment is amplified by a transmission assembly, two wheels are driven to do circular motion on the steel rail, rolling simulation is achieved, a simulation load is applied to the wheels through a hydraulic loading device, and therefore the running of a high-speed heavy-load train is simulated.
2. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: the cross beam of the load frame is of an arc-shaped structure, a motor mounting seat and a balancing weight for keeping the load frame in dynamic balance are arranged below the cross beam, the lower end of the load frame is connected with an axle, and the upper input shaft speed reduction motor is fixed by means of the motor mounting seat.
3. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: the connecting piece is provided with a mounting hole, the top end of the load frame penetrates through the thrust roller bearing and is matched with the mounting hole of the connecting piece, and the load frame and the connecting piece are respectively contacted with the upper surface and the lower surface of the thrust roller bearing.
4. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: the power supply connecting device comprises a connecting piece, four insulating rubber rings, four conducting rings and an external power supply wire, wherein the four rubber rings are sequentially sleeved on the connecting piece at equal intervals from top to bottom, the four conducting rings are respectively covered on the insulating rubber rings, and the external power supply wire is slotted on the connecting piece to the position of the conducting ring where each phase line is located and penetrates through the insulating rubber rings to be connected to the conducting rings; the first ends of the four conductive elastic strips are fixed on the load frame, and the second ends of the four conductive elastic strips are respectively contacted with the conductive rings.
5. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: the speed reduction differential transmission device comprises two first bevel gears, two second bevel gears, two input shafts, two output shafts, four input shaft ball bearings, four output shaft roller bearings, a rigid shell and an end cover;
the first bevel gear is in key connection with the input shaft to realize circumferential positioning, the first bevel gear is axially positioned by using a shaft shoulder and a nut, the second bevel gear is in key connection with the output shaft, and the second bevel gear is axially positioned by using the shaft shoulder and the nut;
the four input shaft ball bearings are respectively installed on shaft necks at two ends of the input shaft and attached to shaft shoulders at two ends, the four output shaft roller bearings are respectively installed on shaft necks at two ends of the output shaft and attached to shaft shoulders at two ends, the bearing close to the gear end is used for positioning an inner ring of the bearing through the shaft shoulders of each shaft, the retaining shoulder of the rigid shell is used for positioning an outer ring of the bearing, the bearing close to the output end and the input end is used for positioning an inner ring of the bearing through the shaft shoulders of each shaft, and the end cover is used for positioning an outer ring of the bearing.
6. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: the rigid housing is made of a rigid material capable of withstanding large loads.
7. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: different hydraulic pressures are applied to the hydraulic loading device according to requirements to meet different test requirements.
8. The high-speed heavy-duty train wheel rail profile friction wear and rolling contact fatigue test device of claim 1, characterized in that: the fixed base is fixed inside the ground near the steel rail.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| 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 |
| CN115855707A (en) * | 2023-03-03 | 2023-03-28 | 杭州电子科技大学 | Steel rail wheel-rail contact fatigue damage simulation test device and method under static and dynamic loads |
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