CN114813548A

CN114813548A - Railway locomotive adhesion traction simulation test device and test method

Info

Publication number: CN114813548A
Application number: CN202210239475.0A
Authority: CN
Inventors: 秦宗锋; 武青; 刘松月; 孙键; 高宇琦
Original assignee: Wuhan Zhongguang United Technology Co ltd
Current assignee: Suzhou Sifei Technology Co ltd
Priority date: 2022-03-11
Filing date: 2022-03-11
Publication date: 2022-07-29

Abstract

The invention relates to a railway locomotive adhesion traction simulation test device and a test method, comprising the following steps: the traction power mechanism is connected with the wheels; the track is lifted below the wheels, and when the traction power mechanism drives the wheels to rotate, the wheels drive the track to move along the tangential direction of the wheels; the force measuring mechanism is connected with the track and is used for testing the friction force between the wheel and the track; and a pressure mechanism mounted above the wheel, the pressure mechanism being configured to apply pressure to the wheel. The traction mechanism is used for driving the wheels to rotate on the track, and the force measuring mechanism is used for measuring the friction force between the wheels and the track so as to measure the change of the motion state of the wheels on the track from rolling to the friction force in the sliding process, thereby obtaining the friction coefficient of the friction increasing material.

Description

Railway locomotive adhesion traction simulation test device and test method

Technical Field

The invention relates to the field of railway transportation, in particular to a railway locomotive adhesion traction simulation test device and a test method.

Background

With the rapid development of railway transportation, the traction power of a railway locomotive is developed from an original steam locomotive to a diesel locomotive, an electric locomotive and a high-power electric locomotive. In the steam locomotive era, the power of one locomotive is about 1500 plus 2000 horsepower, while the power of modern high-power harmonious locomotives reaches 7200kw, and the output power is increased by 4 times. However, due to the limitation of the self weight of the locomotive, the adhesion coefficient between the locomotive wheel pair and the railway track is difficult to improve, and the traction force of the locomotive is still only 40-50 tons, so that the high-power traction power of the novel locomotive cannot be effectively output, the traction force of the locomotive is difficult to improve, and the problem becomes the bottleneck problem of realizing multi-pull fast running of the railway.

For the problem of friction coefficient between wheel rails of a locomotive, research is carried out for many years in China, and a series of wheel rail friction increasing materials are developed (the traditional friction increasing material of the railway locomotive is river sand, and the traditional friction increasing material of the railway locomotive is completely replaced by rock crushed sand due to the prohibition of exploiting the river sand issued by the country, but the friction coefficient is not enough). However, how to analyze, test and verify the friction coefficient of the novel friction-increasing material becomes another problem for solving the problem.

Therefore, it is necessary to provide a railway locomotive adhesion traction simulation test device and a test method to solve the above problems.

Disclosure of Invention

The embodiment of the invention provides a railway locomotive adhesion traction simulation test device and a test method, which aim to solve the problem that the analysis, test and verification of the friction coefficient of a novel friction increasing material in the related technology are difficult to realize.

In a first aspect, a railway locomotive adhesion traction simulation test device is provided, which comprises: the traction power mechanism is connected with the wheels; the track is lifted below the wheels, and when the traction power mechanism drives the wheels to rotate, the wheels drive the track to move along the tangential direction of the wheels; the force measuring mechanism is connected with the track and is used for testing the friction force between the wheel and the track; and a pressure mechanism mounted above the wheel, the pressure mechanism being configured to apply pressure to the wheel.

In some embodiments, the force measuring mechanism comprises: the first oil cylinder is connected with a first pressure gauge; and the piston is arranged in the first oil cylinder and is connected with the track through a piston rod, and the track can drive the piston to move through the piston rod.

In some embodiments, a first outlet and a first inlet are respectively arranged at two ends of the first oil cylinder, the first outlet and the first inlet are connected through a first pipeline, and the first pipeline is provided with the first pressure gauge.

In some embodiments, a first relief valve is mounted on the first conduit.

In some embodiments, a second outlet and a second inlet are respectively arranged at two ends of the first oil cylinder, the second outlet and the second inlet are connected through a second pipeline, and a second pressure gauge and a second overflow valve are mounted on the second pipeline; the first overflow valve and the second overflow valve are both one-way overflow valves, and the directions of the first overflow valve and the second overflow valve are opposite.

In some embodiments, the pressure mechanism comprises: the second oil cylinder is connected with a third pressure gauge; and the second oil cylinder is used for driving the pressure spring to compress the wheels.

In some embodiments, a base is installed at one end of the pressure spring, which is far away from the second oil cylinder, an axle is installed on the base, and the wheels are installed on the axle.

In some embodiments, the traction power mechanism comprises: the third oil cylinder is connected with a fourth pressure gauge; and the crank mechanism is connected with the third oil cylinder and the wheels, and the third oil cylinder drives the wheels to rotate through the crank mechanism.

In a second aspect, there is provided a testing method of the railway locomotive adhesion traction simulation testing device of any one of the above, comprising the following steps: pressing the wheel by the pressure mechanism; the traction power mechanism pushes the wheels to rotate, and the wheels drive the tracks to move along the tangential direction of the wheels; and testing the friction force between the wheel and the track through the force measuring mechanism.

In some embodiments, the testing the friction between the wheel and the rail by the force measuring mechanism includes: the piston is driven to move through the rail, so that the pressure of hydraulic oil in the first oil cylinder is increased, and the hydraulic oil flows to the other side through the first overflow valve or the second overflow valve; adjusting the pressure of the first overflow valve or the second overflow valve to change the resistance applied to the track by the piston through the piston rod; and reading out the numerical value of the first pressure gauge or the second pressure gauge, and calculating the friction force.

The technical scheme provided by the invention has the beneficial effects that:

the embodiment of the invention provides a railway locomotive adhesion traction force simulation test device and a test method, wherein a traction mechanism is used for drawing wheels to rotate on a track, and a force measuring mechanism is used for measuring the friction force between the wheels and the track so as to test the change of the friction force of the wheels in the process of converting the motion state of the wheels on the track from rolling to sliding, thereby obtaining the friction coefficient of a friction increasing material.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic overall structure diagram of a railway locomotive adhesion traction simulation test device according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a pressure mechanism of a railway locomotive adhesion traction simulation test device according to an embodiment of the present invention;

fig. 3 is a schematic structural diagram of a traction power mechanism of a railway locomotive adhesion traction force simulation test device according to an embodiment of the present invention;

FIG. 4 is a schematic structural diagram of a force measuring mechanism of a railway locomotive adhesion traction simulation test device according to an embodiment of the present invention;

FIG. 5 is a graphical illustration of tractive effort as a function of speed.

Reference numbers in the figures:

1. a traction power mechanism; 11. a third oil cylinder; 12. a fourth pressure gauge; 13. a crank mechanism; 14. a fourth conduit; 15. a second oil pump; 16. a second control valve;

2. a wheel; 3. a track;

4. a force measuring mechanism; 41. a first cylinder; 411. a first outlet; 412. a first inlet; 413. a first conduit; 414. a second outlet; 415. a second inlet; 416. a second conduit; 42. a piston; 43. a piston rod; 44. a first pressure gauge; 45. a first overflow valve; 46. a second pressure gauge; 47. a second overflow valve;

5. a pressure mechanism; 51. a second cylinder; 52. a third pressure gauge; 53. a first control valve; 54. a first oil pump; 55. a pressure spring; 56. a base; 57. a wheel axle; 58. a slide block.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, 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, but 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, are within the scope of the present invention.

The railway is one of the main transportation modes in China, and bears most of passenger and goods transportation in China. As the main transportation capacity, the requirement of the transportation capacity is to realize multi-pull fast running on the premise of ensuring safety.

In the last two decades, passenger trains have achieved the goal of "fast running" -high speed trains. For "multi-pull", besides the scheme of using multiple locomotives to pull ten thousand tons of trains, the technology is still hindered by the exertion of locomotive traction force.

From the physical principle, no matter "pull more", also "run soon" all consume very big power. The 'Harmonious' high-speed train has realized 'fast running', and although the 'Harmonious' freight locomotive power has reached 7200Kw, the freight train that its traction still is 4000T, (compare a little with the old locomotive traction effect of power 2000 Kw), moreover often appear rainy day, the phenomenon of drawing motionless on the upward slope. Therefore, it is an urgent subject to study the traction force of the locomotive. If the cargo train can be increased from 4000T to 5000T and even larger tonnage, the transportation efficiency of the railway is greatly improved.

To achieve normal traction for rail transport, a rail locomotive needs to be adjusted to an ideal traction power curve-i.e. a large traction force is required at low speeds and a traction force drops at high speeds. When the locomotive power is fully exerted, the function of locomotive traction force and speed should be a perfect hyperbolic curve-force x speed is constant, namely:

C＝F×V

where F represents tractive effort and V represents locomotive speed.

Referring to fig. 4, the curve is realized by a complete control system. From this curve, it is seen that as V approaches 0, in theory, the tractive force F should be infinite. However, the maximum tractive effort is affected by the adhesion tractive effort of the locomotive, i.e., the friction force f between the locomotive wheels and the rail limits the improvement of the tractive effort of the locomotive.

The formula for calculating the friction force is as follows:

f＝P×μ

wherein f represents the friction force applied to the locomotive, P represents positive pressure, the weight of the wheels pressed on the steel rail, and mu represents the friction coefficient.

For safety reasons, railroad standards specify a single axle weight of 23T for a locomotive, i.e., a total weight of 138T for a six-axle freight train, and a locomotive tractive effort of approximately 138 x 0.3 to 41T when the wheel-rail friction coefficient is 0.3. Normally, the friction coefficient between the wheel rails is about 0.3. When a normal 4000T train is towed, the starting towing force is about 48T, so that a train driver can sand between the wheel rails through the control valve when starting a heavy-duty freight train. The friction coefficient is increased by sanding so as to improve the traction force of the locomotive. When the train runs on a slope in rainy days, sand needs to be scattered among the wheel rails in the same way, otherwise, the train can stop on the slope and cannot climb up.

The purpose of sanding is to prevent the wheel from slipping on the rail, and then sanding should be performed just before the wheel slips. Sand is wasted when sand is scattered in advance, and sand cannot play a role when sand is scattered late. At present, sanding operation is manually controlled by drivers according to experience judgment.

The realization is automatic and not complicated, a sensor is additionally arranged, and automatic sanding is carried out when the change of delta t is measured in the link of any relevant function of the rotation of the wheel.

The traditional sand spreading rule is that 'river sand' is spread, the basic component of the river sand is silicon dioxide after the river sand is washed for a long time, and clay is mixed, so that each locomotive department screens and dries the purchased river sand, and then sands on a locomotive. However, "no to collect river sand" is a significant national decision, and "crushed sand" and "sea sand" are used instead of "river sand". The sand contains more silicate and carbonate and has low strength. After sanding, the friction coefficient state is low, so railway transportation urgently needs to develop a friction increasing material with high friction coefficient. We have developed some friction enhancing materials and "sanding" means such as "sheet", "wipe".

To solve the above problems, a large number of experiments are required. The method needs to be repeatedly tested under the condition of approximate 'friction' between wheel rails of the locomotive, and a material and a new method are sought, so that the maximum friction coefficient between the wheel rails is greater than 0.3 to 0.4, and the railway can realize 'multi-pull'.

In the related art, no test equipment for testing the rolling and sliding limit values for the problems is available, so that the device and the method for simulating the adhesion traction force of the railway locomotive in the scheme have the following characteristics:

1. the test equipment is required to work under the working condition that the wheel-rail positive pressure is 23T per axle (two wheels 2 per axle) and each wheel 2 works under the working condition of 11.5T, and only in this way, the abnormal working process of grinding gravel into powder by the locomotive wheels can be simulated;

2. the test equipment can test the change value of the movement state between the wheel 2 and the track 3 from rolling to sliding transient;

3. the traction test should reflect the continuous variation of the traction between the wheel 2 and the rail 3 at the instant of the transition from rolling to sliding, so that the force measuring device cannot only test a fixed value, but also needs to test the continuous variation curve of the traction value during the movement.

To achieve the above-mentioned functional requirements, a large simulation test stand is theoretically required, which even includes a complete locomotive and vehicle (train), and the test is almost difficult to be completed. Through long-time research, design and test, a traction and test mechanism with a low-power device replacing ultrahigh power is designed and developed finally, and the device and the method for simulating the adhesion traction of the railway locomotive can solve the problem that the analysis, the test and the verification of the friction coefficient of a novel friction-increasing material in the related technology are difficult to realize.

Referring to fig. 1, a railway locomotive adhesion traction simulation test device provided for an embodiment of the present invention may include: the traction power mechanism 1 is connected with the wheels 2; the track 3 is lifted below the wheel 2, and when the traction power mechanism 1 drives the wheel 2 to rotate, the wheel 2 drives the track 3 to move along the tangential direction of the wheel 2; the force measuring mechanism 4 is connected with the track 3, and the force measuring mechanism 4 is used for testing the friction force between the wheel 2 and the track 3; in the embodiment, a simulated steel rail is adopted and lifted below the wheel 2 by five groups of bearings and bearing shafts, the traction power mechanism 1 is used for driving the wheel 2 to rotate, when the wheel 2 rotates, the rail 3 moves longitudinally to simulate the running state of the locomotive on the rail 3, and because the friction force is the friction coefficient multiplied by the positive pressure of the wheel on the steel rail, the pressure mechanism 5 is adopted to simulate the positive pressure of the locomotive wheel on the steel rail, and different friction materials are sprayed between the wheel and the rail, so that the friction force between the wheel and the rail can be changed. The friction coefficient of the wheel rail can be improved by selecting the best friction increasing material, and the improvement of the coefficient means the improvement of the traction of the locomotive, so that the railway freight train can be continuously improved towards the heavy load direction. Assuming that the friction coefficient between the wheel rails of the current railway locomotive is 0.3, if the friction coefficient can be improved to 0.4, the traction force of the locomotive can be improved by more than 20 percent, and the locomotive can pull 20 percent more goods, so that the economic benefit is very great.

Referring to fig. 1 and 4, in some embodiments, the force measuring mechanism 4 may include: a first cylinder 41 connected to a first pressure gauge 44; the piston 42 is installed inside the first oil cylinder 41, the piston 42 is connected with the rail 3 through a piston rod 43, and the rail 3 can drive the piston 42 to move through the piston rod 43, in this embodiment, friction force exists between the rail 3 and the wheel 2, and the rail 3 can move under the driving of the friction force, so that the piston 42 is driven to move inside the first oil cylinder 41, the pressure of hydraulic oil on one side inside the first oil cylinder 41 is increased due to the movement of the piston 42, and the value of the pressure can be read through the first pressure gauge 44, so that the friction force applied to the rail 3 is calculated, and the friction coefficient of the friction material can be obtained.

Further, as shown in fig. 1 and 4, since we only need to test the moving state of the wheel 2 between the rails 3 from rolling to the critical point of sliding, the moving distance does not need to be too long, and we design it to be 400 mm. However, in the range of 400mm, the force-measuring device is too bulky. Therefore, a hydraulic force-measuring bidirectional oil cylinder is designed, the inner diameter of the oil cylinder is phi 180, oil inlet and outlet holes are designed on two sides of an oil cylinder piston, and oil on two sides is connected through a hydraulic overflow valve.

See fig. 1 and 4In some embodiments, a first outlet 411 and a first inlet 412 may be respectively disposed at two ends of the first oil cylinder 41, the first outlet 411 and the first inlet 412 are connected through a first pipe 413, the first pipe 413 is provided with the first pressure gauge 44, in this embodiment, the traction power mechanism 1 may pull the wheel 2 to rotate clockwise or counterclockwise, when the wheel 2 rotates counterclockwise, the rail 3 moves rightward, the piston 42 is driven to move rightward, the hydraulic oil pressure on the right side of the piston 42 rises, and is discharged to the left side of the piston 42 through the first outlet 411, the first pipe 413 and the first inlet 412 in sequence, when the wheel 2 rotates clockwise, the rail 3 moves leftward, the piston 42 is driven to move leftward, the hydraulic oil pressure on the left side of the piston 42 rises, and is discharged to the right side of the piston 42 through the first inlet 412, the first pipe 413 and the first outlet 411 in sequence, during the pressure relief process, the pressure of the hydraulic oil can be read by the first pressure gauge 44, and the pressure of the piston 42 is calculated by the formula: f ═ P ₁ X S, where S is the force-receiving area of the piston 42, and thus the friction force to which the rail 3 is subjected can be derived. When the track 3 moves, the piston rod 43 is driven to move left and right by the pin, and the pin plays a role of a universal joint.

Referring to fig. 1 and 4, further, a first overflow valve 45 may be installed on the first pipe 413, in this embodiment, the pressure of the first overflow valve 45 may be adjusted, so as to adjust the resistance force applied to the rail 3 by the piston 42 through the piston rod 43, thereby simulating a change of the motion state of the wheel 2 from rolling to a sliding transient, and further testing a change value of the traction force between the wheel 2 and the rail 3 when the motion state of the wheel 2 is changed from rolling to a sliding transient, and a continuous change curve of the traction force value during the motion process.

Referring to fig. 1 and 4, preferably, a second outlet 414 and a second inlet 415 may be respectively disposed at two ends of the first oil cylinder 41, the second outlet 414 and the second inlet 415 are connected by a second pipe 416, and a second pressure gauge 46 and a second relief valve 47 may be mounted on the second pipe 416; in the embodiment, when the wheel 2 rotates counterclockwise, the rail 3 moves rightward, driving the piston 42 to move rightward, the hydraulic oil on the right side of the piston 42 rises, and is discharged to the left side of the piston 42 through the first outlet 411, the first pressure gauge 44, the first overflow valve 45 and the first inlet 412 in sequence, the pressure of the piston 42 can be read through the first pressure gauge 44, and the resistance applied to the rail 3 by the piston 42 through the piston rod 43 can be adjusted by adjusting the pressure of the first overflow valve 45; when the wheel 2 rotates clockwise, the rail 3 moves leftwards, the piston 42 is driven to move leftwards, the hydraulic oil on the left side of the piston 42 rises in pressure and sequentially passes through the second outlet 414, the second pressure gauge 46, the second overflow valve 47 and the second inlet 415 to be discharged to the right side of the piston 42, the pressure of the piston 42 can be read out through the second pressure gauge 46, the pressure of the second overflow valve 47 is adjusted, the resistance applied to the rail 3 by the piston rod 43 of the piston 42 can be adjusted, the first overflow valve 45 and the second overflow valve 47 work independently, the pressure can be adjusted more conveniently during testing, and the check valve can prevent the backflow of the hydraulic oil.

Referring to fig. 1 and 2, in some alternative embodiments, the pressure mechanism 5 may include: a second cylinder 51 to which a third pressure gauge 52 is connected; the pressure spring 55 is connected with an output end of the second oil cylinder 51, the second oil cylinder 51 is used for driving the pressure spring 55 to press the wheel 2, in this embodiment, in order to simulate a positive pressure of the axle weight of the locomotive 23T, a loading oil cylinder is adopted in the present scheme, a pressure of 11.5T is applied to the wheel 2, and the pressure can be applied to the wheel 2 by a weight increasing force of a group of pressure springs 55 to form a positive pressure, the pressure springs 55 can play a role of buffering, the second oil cylinder 51 is connected with the first oil pump 54 through a pipeline, a first control valve 53 is further installed on the pipeline, and the positive pressure can be directly read by the third pressure gauge 52, so that the friction coefficient can be calculated under the condition that the positive pressure and the friction force are known. In other embodiments, pressure may be applied to the wheel 2 by other means, such as loading a weight block, etc.

Referring to fig. 1 and 2, preferably, a base 56 may be installed at one end of the compression spring 55 away from the second cylinder 51, an axle 57 is installed on the base 56, and the wheel 2 is installed on the axle 57, in this embodiment, the compression spring 55 is installed at an output end of the second cylinder 51, a slider 58 is installed at a lower end of the compression spring 55, the base 56 is installed at a bottom of the slider 58, the axle 57 is installed on the base 56, and by installing the center of the wheel 2 on the axle 57, the second cylinder 51 transfers the pressure to the wheel 2 through the compression spring 55, so that the stress structure is more stable, and the position change of the wheel 2 in the compression process or the traction process is avoided.

Referring to fig. 1 and 3, in some alternative embodiments, the traction power mechanism 1 may include: the third oil cylinder 11 is connected with a fourth pressure gauge 12; the crank mechanism 13 is connected with the third oil cylinder 11 and the wheel 2, the third oil cylinder 11 drives the wheel 2 to rotate through the crank mechanism 13, in the embodiment, the crank mechanism 13 which adopts the third oil cylinder 11 to push (pull) the wheel 2 is the maximum moment of the single wheel 5000 n.m generated by the wheel 2, when the radius of the crank is 0.5M, 10T of pulling force or pushing force is needed, and for the oil cylinder with the cylinder diameter phi 80, the oil pressure is only 20MPa, so that the problem of the traction force of the wheel 2 can be easily solved, wherein the third oil cylinder 11 is connected with the second oil pump 15 through the fourth pipeline 14, and the fourth pipeline 14 is also provided with the second control valve 16. In other embodiments, the wheel 2 may be driven by other means.

Referring to fig. 1, a method for testing a railway locomotive adhesion traction simulation test device according to any one of the above embodiments of the present invention may include the following steps: the wheel 2 is pressed by the pressure mechanism 5; the wheel 2 is pushed to rotate by the traction power mechanism 1, and the wheel 2 drives the track 3 to move along the tangential direction of the wheel 2; and testing the friction force between the wheel 2 and the track 3 through the force measuring mechanism 4. In this embodiment, the specific operation steps are as follows: starting the first oil pump 54, when the first oil pump 54 pressurizes the second oil cylinder 51, the second oil cylinder 51 pressurizes the wheels 2 and the track 3 through a spring system, the second control valve 16 is operated, force is applied to the eccentric shaft of the wheels 2 through the third oil cylinder 11, and the wheels 2 are pushed to rotate; the wheel 2 drives the rail 3 to move, and the rail 3 drives the piston 42 to move, so that the hydraulic pressure on one side of the first oil cylinder 41 is increased and flows to the other side. In order to stabilize each stressed part, each oil cylinder works under the condition of tension force during force measurement.

Referring to fig. 1 and 4, the testing the friction force between the wheel 2 and the rail 3 by the force measuring mechanism 4 may include: the piston 42 is driven to move through the track 3, so that the pressure of hydraulic oil in the first oil cylinder 41 is increased, and the hydraulic oil flows to the other side through the first overflow valve 45 or the second overflow valve 47; adjusting the pressure of the first relief valve 45 or the second relief valve 47 to change the resistance applied to the track 3 by the piston 42 through the piston rod 43; and reading the value of the first pressure gauge 44 or the second pressure gauge 46, and calculating the friction force. In this embodiment, not only the change value of the movement state between the wheel 2 and the rail 3, which is changed from rolling to sliding transient, but also the continuous change value thereof can be measured.

The principles of the railway locomotive adhesion traction simulation test device and the test method provided by the embodiment of the invention are as follows:

the change of the motion state between the wheels 2 and the track 3 of the railway locomotive from rolling to sliding is tested by the combined utilization of a low-power hydraulic system and the bidirectional force-measuring passive oil cylinder, so that the friction coefficient of the friction material is measured. The invention can use the existing locomotive to pull the freight train with larger load, thereby increasing the transport capacity of the railway, and having great significance for railway transportation and the development of national economy.

In the description of the present invention, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may 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 by those skilled in the art according to specific situations.

It is to be noted that, in the present invention, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A railway locomotive adhesion traction simulation test device is characterized by comprising:

a traction power mechanism (1) connected with the wheels (2);

the track (3) is lifted below the wheel (2), and when the traction power mechanism (1) drives the wheel (2) to rotate, the wheel (2) drives the track (3) to move along the tangential direction of the wheel (2);

the force measuring mechanism (4) is connected with the track (3), and the force measuring mechanism (4) is used for testing the friction force between the wheel (2) and the track (3);

and a pressure mechanism (5) mounted above the wheel (2), the pressure mechanism (5) being configured to apply pressure to the wheel (2).

2. The railroad locomotive adhesion traction simulation test device according to claim 1, wherein the force measuring mechanism (4) comprises:

a first cylinder (41) connected with a first pressure gauge (44);

the piston (42) is installed inside the first oil cylinder (41), the piston (42) is connected with the track (3) through a piston rod (43), and the track (3) can drive the piston (42) to move through the piston rod (43).

3. The railroad locomotive adhesion tractive effort simulation test device of claim 2, wherein:

the two ends of the first oil cylinder (41) are respectively provided with a first outlet (411) and a first inlet (412), the first outlet (411) and the first inlet (412) are connected through a first pipeline (413), and the first pressure gauge (44) is installed on the first pipeline (413).

4. The railroad locomotive adhesion traction simulation test device of claim 3, wherein:

and a first overflow valve (45) is arranged on the first pipeline (413).

5. The railroad locomotive adhesion traction simulation test device of claim 4, wherein:

a second outlet (414) and a second inlet (415) are respectively arranged at two ends of the first oil cylinder (41), the second outlet (414) and the second inlet (415) are connected through a second pipeline (416), and a second pressure gauge (46) and a second overflow valve (47) are mounted on the second pipeline (416);

the first overflow valve (45) and the second overflow valve (47) are both one-way overflow valves, and the directions of the two are opposite.

6. The railroad locomotive adhesion traction simulation test device according to claim 1, wherein the pressure mechanism (5) comprises:

a second oil cylinder (51) connected with a third pressure gauge (52);

and the compression spring (55) is connected with the output end of the second oil cylinder (51), and the second oil cylinder (51) is used for driving the compression spring (55) to compress the wheels (2).

7. The railroad locomotive adhesion traction simulation test device of claim 6, wherein:

one end, far away from the second oil cylinder (51), of the pressure spring (55) is provided with a base (56), the base (56) is provided with a wheel shaft (57), and the wheels (2) are arranged on the wheel shaft (57).

8. The railway locomotive sticking traction simulation test device according to claim 1, characterized in that said traction power mechanism (1) comprises:

the third oil cylinder (11) is connected with a fourth pressure gauge (12);

and the crank mechanism (13) is connected with the third oil cylinder (11) and the wheels (2), and the third oil cylinder (11) drives the wheels (2) to rotate through the crank mechanism (13).

9. A method for testing a railroad locomotive sticking traction simulation test device as set forth in any one of claims 1 to 8, comprising the steps of:

-pressing the wheel (2) by means of the pressure mechanism (5);

the wheel (2) is pushed to rotate by the traction power mechanism (1), and the wheel (2) drives the track (3) to move along the tangential direction of the wheel (2);

and testing the friction force between the wheel (2) and the track (3) through the force measuring mechanism (4).

10. The assay of claim 9,

the testing of the friction between the wheel (2) and the rail (3) by the force measuring mechanism (4) comprises:

the piston (42) is driven to move through the track (3), so that the pressure of hydraulic oil on one side in the first oil cylinder (41) is increased, and the hydraulic oil flows to the other side;

adjusting the pressure of the first relief valve (45) or the second relief valve (47) to change the resistance of the piston (42) applied to the rail (3) by the piston rod (43);

and reading the value of the first pressure gauge (44) or the second pressure gauge (46) and calculating the friction force.