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

Abstract

The invention relates to a simulation test device and a test method for the adhesion and traction force of a railway locomotive, comprising: a traction power mechanism, which is connected with a wheel; a rail, which is held under the wheel, and when the traction power mechanism drives the wheel When rotating, the wheel drives the track to move along the tangential direction of the wheel; a force measuring mechanism is connected to the track, and the force measuring mechanism is used to test the friction force between the wheel and the track; and a pressure mechanism, which is installed above the wheel, and the pressure mechanism is used for applying pressure to the wheel. The traction mechanism pulls the wheel to rotate on the track, and then the friction force between the wheel and the track is measured by the force measuring mechanism to test the change of the friction force during the movement state of the wheel on the track from rolling to sliding, so as to obtain Calculate the coefficient of friction of the friction-increasing material.

Description

A kind of 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 simulation test device and a test method for the adhesion and traction force of a railway locomotive.

Background technique

With the vigorous development of railway transportation, the traction power of railway locomotives has developed from the original steam locomotive to diesel locomotives, electric locomotives, and high-power electric locomotives. In the era of steam locomotives, the power of a locomotive was about 1500-2000 horsepower, while the power of modern high-power Harmony locomotives has reached 7200kw, and the output power has increased by 4 times. However, due to the limitation of the locomotive's own weight, it is difficult to improve the adhesion coefficient between the locomotive wheelset and the railway track, and the traction force of the locomotive is still only 40-50 tons. It has also become a bottleneck problem for the railway to achieve "Dora and fast running".

Regarding the friction coefficient between locomotive wheels and rails, domestic research has been carried out for many years, and a series of wheel-rail friction materials have been developed (the traditional friction-increasing material for railway locomotives is river sand. Since the country has promulgated a ban on the exploitation of river sand, so , now it has been replaced by rock crushed sand, but its friction coefficient is not enough). However, how to analyze, test and verify the friction coefficient of the new friction-increasing material has become another difficult problem to solve this problem.

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

SUMMARY OF THE INVENTION

Embodiments of the present invention provide a railway locomotive adhesion traction simulation test device and test method, so as to solve the problem in the related art that it is difficult to analyze, test and verify the friction coefficient of the new friction-increasing material.

In a first aspect, a railway locomotive adhesion traction simulation test device is provided, which includes: a traction power mechanism, which is connected to the wheels; a track, which is held under the wheels, and when the traction power mechanism drives the wheels When rotating, the wheel drives the track to move along the tangential direction of the wheel; a force measuring mechanism is connected to the track, and the force measuring mechanism is used to test the friction force between the wheel and the track; and a pressure mechanism, which is installed above the wheel, and the pressure mechanism is used for applying pressure to the wheel.

In some embodiments, the force measuring mechanism includes: a first oil cylinder connected with a first pressure gauge; a piston installed inside the first oil cylinder, the piston is connected with the rail through a piston rod, so The track can drive the piston to move through the piston rod.

In some embodiments, both ends of the first oil cylinder are respectively provided with a first outlet and a first inlet, the first outlet and the first inlet are connected by a first pipeline, and the first pipeline is installed on the first pipeline. pressure gauge.

In some embodiments, a first overflow valve is installed on the first pipeline.

In some embodiments, both ends of the first oil cylinder are respectively provided with a second outlet and a second inlet, the second outlet and the second inlet are connected by a second pipeline, and a second pressure is installed on the second pipeline. table and a second relief valve; the first relief valve and the second relief valve are both one-way relief valves, and their directions are opposite.

In some embodiments, the pressure mechanism includes: a second oil cylinder connected to a third pressure gauge; a compression spring connected to the output end of the second oil cylinder, the second oil cylinder being used to drive the compression spring Tighten the wheel.

In some embodiments, a base is mounted on one end of the compression spring away from the second oil cylinder, an axle is mounted on the base, and the wheel is mounted on the axle.

In some embodiments, the traction power mechanism includes: a third oil cylinder connected with a fourth pressure gauge; a crank mechanism connected with the third oil cylinder and the wheel, and the third oil cylinder is driven by the crank mechanism The wheel turns.

In a second aspect, there is provided a test method for the adhesion traction simulation test device of a railway locomotive according to any one of the above, which includes the steps of: applying pressure to the wheel through the pressure mechanism; using the traction power mechanism The wheel is pushed to rotate, and the wheel drives the track to move along the tangential direction of the wheel; the friction force between the wheel and the track is tested by the force measuring mechanism.

In some embodiments, the testing of the friction force between the wheel and the track by the force measuring mechanism includes: driving the piston to move through the track, so as to increase the hydraulic oil pressure in the first oil cylinder, The hydraulic oil flows to the other side through the first relief valve or the second relief valve; adjust the pressure of the first relief valve or the second relief valve so that the piston passes through the The resistance applied by the piston rod to the track is changed; the value of the first pressure gauge or the second pressure gauge is read out, and the friction force is calculated.

The beneficial effects brought by the technical solution provided by the present invention include:

The embodiment of the present invention provides a simulation test device and test method for the adhesion and traction force of a railway locomotive. The traction mechanism is used to pull the wheel to rotate on the track, and then the friction force between the wheel and the track is measured by the force measuring mechanism, so as to test the friction force between the wheel and the track. The motion state on the track is changed from rolling to sliding, and the friction coefficient of the friction-increasing material is obtained.

Description of drawings

In order to illustrate the technical solutions in the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings used in the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained from these drawings without creative effort.

1 is a schematic diagram of the overall structure of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

2 is a schematic structural diagram of a pressure mechanism of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

3 is a schematic structural diagram of a traction power mechanism of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

4 is a schematic structural diagram of a force measuring mechanism of a railway locomotive adhesion traction simulation test device provided by an embodiment of the present invention;

Figure 5 is a schematic diagram of the relationship between the traction force and the speed function.

Labels in the figure:

1. Traction power mechanism; 11. Third oil cylinder; 12. Fourth pressure gauge; 13. Crank mechanism; 14. Fourth pipeline; 15. Second oil pump; 16. Second control valve;

2. Wheels; 3. Tracks;

4. Force measuring mechanism; 41. The first oil cylinder; 411, The first outlet; 412, The first inlet; 413, The first pipeline; 414, The second outlet; 415, The second inlet; 416, The second pipeline; 42, Piston; 43, piston rod; 44, first pressure gauge; 45, first relief valve; 46, second pressure gauge; 47, second relief valve;

5. Pressure mechanism; 51, Second oil cylinder; 52, Third pressure gauge; 53, First control valve; 54, First oil pump; 55, Compression spring; 56, Base; 57, Wheel axle;

Detailed ways

In order to make the purposes, 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 accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments These are some embodiments of the present invention, but not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present invention.

As one of the main modes of transportation in my country, railways undertake most of the passenger and cargo transportation in our country. As the main transportation capacity, the requirement for it is to achieve "running and running" on the premise of ensuring safety.

In the past two decades, passenger trains have achieved the goal of "fast running" - high-speed trains. For "Dora", in addition to the plan of using multiple locomotives to pull 10,000-ton trains, it is still technically hindered by the locomotive traction.

From the point of view of physical principles, no matter "dora" or "running", it consumes a lot of power. The "Harmony" high-speed train has achieved "fast running", and although the power of the "Harmony" freight locomotive has reached 7200Kw, the freight train towed by it is still 4000T, which is almost the same as the traction effect of the old locomotive with a power of 2000Kw. ), not only that, but there are often rainy days and the phenomenon of not being able to pull uphill. Therefore, the study of locomotive traction has become an urgent task. If the freight train can be increased from 4000T to 5000T, or even larger tonnage, it will greatly improve the transportation efficiency of the railway.

In order to achieve normal traction in railway transportation, railway locomotives need to be adjusted to an ideal traction power curve—that is, when the speed is low, a large traction force is required, and when the speed is high, the traction force decreases. When the locomotive power is fully exerted, the function of locomotive traction and speed should be a perfect hyperbola - force × speed = constant, namely:

C=F×V

Among them, F represents the traction force, and V represents the locomotive speed.

Referring to Fig. 4, the realization of this curve needs to be realized by a whole set of control system. It can be seen from this curve that when V tends to 0, theoretically, the traction force F should be infinite. However, the maximum traction force is also affected by the adhesive traction force of the locomotive, that is to say, the friction force f between the wheels of the locomotive and the rail limits the improvement of the traction force of the locomotive.

The formula for calculating friction is:

f=P×μ

Among them, f represents the friction force on the locomotive, P represents the positive pressure, which is the weight of the wheel pressed on the rail, and μ represents the friction coefficient.

In order to ensure safety, the railway standard stipulates that the single-axle weight of the locomotive is 23T, that is, the total weight of the six-axle freight train is 138T. When the wheel-rail friction coefficient is 0.3, the traction force of the locomotive is approximately equal to 138×0.3=41T. Under normal circumstances, the friction coefficient between the wheel and rail is about 0.3. When pulling a normal 4000T train, the starting traction force is about 48T. Therefore, the train driver will pass the control valve to sprinkle sand between the wheels and rails when starting the heavy-duty freight train. The friction coefficient of sand is increased by spreading sand to improve the traction force of the locomotive. When the train is running on the ramp in rainy days, it is also necessary to sprinkle sand between the wheels and rails, otherwise, the train will stop on the ramp and cannot climb up.

The purpose of sanding is to prevent the wheels from slipping on the rail, so sanding should be carried out just before the wheels are about to slip. It is a waste of sand to sprinkle sand in advance, and it will not work if it is sprinkled late. At present, the sand-spraying operation relies on the driver's experience to judge and manually control the sand-spraying.

It is not complicated to realize automatic, adding a sensor and measuring the change of Δt in the link of any relevant function of the wheel rotation, that is, automatic sanding.

The traditional sand-spraying regulation is to spread "river sand". After a long period of scouring, the basic component of the river sand is silica and mixed with clay. Sand the locomotive again. However, "forbidding mining of river sand" is a major decision of the state. "River sand" is gone, replaced by "crushed sand" and "sea sand". These sands contain many silicates and carbonates and have low strength. After sanding, it is in a state of low friction coefficient, so railway transportation urgently needs to quickly develop a "high friction coefficient friction material". We have developed some friction-increasing materials and "sand spreading methods", such as "chip" and "wipe".

To solve the above problems, it is necessary to do a lot of experiments. It is necessary to carry out repeated tests under a condition similar to the "friction" between the wheel and rail of a locomotive, and strive to find a material and a new method, so that the maximum friction coefficient between the wheel and rail is > 0.3 or even 0.4, so that the railway can realize the "friction" Dora".

In the related art, there is no rolling and sliding limit value test equipment for such problems. Therefore, the characteristics of a railway locomotive adhesion traction simulation test device and test method in this scheme are as follows:

1. The test equipment should work under the 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. Only in this way can the locomotive wheels be simulated to crush the gravel. The metamorphic working process of powder;

2. The test equipment should be able to test the change value between the wheel 2 and the track 3, the motion state changes from rolling to sliding transient;

3. This traction force test should reflect the moment when the wheel 2 and the track 3 change from rolling to sliding, and measure the continuous change value. Therefore, the force measuring equipment can not only test a fixed value, but also need to test the movement process. The continuous change curve of the traction force value in the middle.

To realize the test bench required by the above functions, a huge simulation test bench is theoretically required, and it even needs to include a complete locomotive and vehicle (train), which is almost difficult to complete. After a long period of research, design and testing, we finally designed and developed a traction and testing mechanism that replaces ultra-high power with a low-power device, which is a railway locomotive adhesion traction simulation test device and test provided by the embodiment of the present invention. The method can solve the problem that it is difficult to analyze, test and verify the friction coefficient of the new friction-increasing material in the related art.

Referring to FIG. 1 , a railway locomotive adhesion traction simulation test device provided in an embodiment of the present invention may include: a traction power mechanism 1 connected to a wheel 2 ; a rail 3 supported on the wheel 2 Below, 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 to the track 3, so The force measuring mechanism 4 is used to test the friction force between the wheel 2 and the rail 3; Pressure, in this embodiment, a simulated steel rail is used, and five sets of bearings and bearing shafts are supported under the wheel 2. The traction power mechanism 1 is used to drive the wheel 2 to rotate. When the wheel 2 rotates, the rail 3 moves longitudinally to simulate In the state of the locomotive running on the track 3, since the friction force = friction coefficient × the positive pressure of the wheel on the rail, the pressure mechanism 5 is used to simulate the positive pressure of the locomotive wheel on the rail, and different friction materials are sprayed between the wheel and rail. The friction between the wheel and rail can be changed. Choosing the best friction-increasing material can increase the friction coefficient of the wheel and rail, and the increase of this coefficient means the increase of the traction force of the locomotive, so that the railway freight train can be continuously improved in the direction of heavy load. Assuming that the current friction coefficient between the wheels and rails of a railway locomotive is 0.3, if it can be increased to 0.4, it means that the traction force of the locomotive can be increased by more than 20%, which means that it can pull 20% more cargo, and its economic benefits are very significant.

Referring to FIG. 1 and FIG. 4 , in some embodiments, the force measuring mechanism 4 may include: a first oil cylinder 41 connected with a first pressure gauge 44 ; a piston 42 installed on the first oil cylinder 41 Inside, the piston 42 is connected with the rail 3 through the piston rod 43, and the rail 3 can drive the piston 42 to move through the piston rod 43. In this embodiment, there is friction between the rail 3 and the wheel 2 force, and the track 3 can move under the drive of friction, thereby driving the piston 42 to move in the first oil cylinder 41. The movement of the piston 42 increases the pressure of the hydraulic oil on one side of the first oil cylinder 41, and can pass through the first oil cylinder 41. A pressure gauge 44 reads out the value of the pressure, so as to calculate the friction force received by the track 3, and thus the friction coefficient of the friction material can be obtained.

Referring to Figure 1 and Figure 4, further, because we only need to test the critical point of the motion state of wheel 2 between tracks 3 from rolling to sliding, this motion distance does not need to be too long, and we design it to be 400mm. However, in the 400mm range, the force measuring device is also too bulky. To this end, we designed a two-way hydraulic cylinder for hydraulic force measurement. The inner diameter of the cylinder is φ180. The oil inlet and outlet holes are designed on both sides of the cylinder piston. The hydraulic relief valve is used to connect the oil on both sides. The structure principle is as follows .

Referring to FIG. 1 and FIG. 4 , in some embodiments, both ends of the first oil cylinder 41 may be provided with a first outlet 411 and a first inlet 412 respectively, and the first outlet 411 and the first inlet 412 pass through The first pipe 413 is connected, and the first pressure gauge 44 is installed on the first pipe 413. In this embodiment, the traction power mechanism 1 can pull the wheel 2 to rotate clockwise or counterclockwise. When the wheel 2 rotates counterclockwise , the track 3 moves to the right, driving the piston 42 to move to the right, 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 When the wheel 2 rotates clockwise, the track 3 moves to the left, which drives the piston 42 to move to the left, and the hydraulic oil pressure on the left side of the piston 42 rises, and is discharged to the piston through the first inlet 412, the first pipe 413 and the first outlet 411 in turn. On the right side of 42, during the pressure relief process, the pressure of the hydraulic oil can be read out through the first pressure gauge 44, and the pressure calculation formula of the piston 42 is: F=P ₁ ×S, where S is the force bearing area of the piston 42 , so that the friction force on the track 3 can be obtained. Wherein, when the track 3 moves, the piston rod 43 is driven to move left and right by the pin, and the pin acts as a universal joint.

Referring to FIG. 1 and FIG. 4 , further, a first relief valve 45 may be installed on the first pipeline 413 . In this embodiment, by adjusting the pressure of the first relief valve 45 , the piston 42 can be adjusted to pass through The resistance exerted by the piston rod 43 on the track 3, thereby simulating the change of the motion state of the wheel 2 from rolling to a transient state of sliding, and then testing the motion state of the wheel 2 from rolling to a transient state of sliding between the wheel 2 and the track 3 The change value of the traction force during the exercise, and the continuous change curve of the traction force value during the exercise.

Referring to FIGS. 1 and 4 , preferably, both ends of the first oil cylinder 41 may be provided with a second outlet 414 and a second inlet 415 respectively, and the second outlet 414 and the second inlet 415 pass through a second pipeline 416 connection, a second pressure gauge 46 and a second relief valve 47 can be installed on the second pipeline 416; the first relief valve 45 and the second relief valve 47 are both one-way relief valves , and the two directions are opposite. In this embodiment, when the wheel 2 rotates counterclockwise, the track 3 moves to the right, driving the piston 42 to move to the right, the hydraulic oil pressure on the right side of the piston 42 rises, and passes through the first outlet in turn. 411, the first pressure gauge 44, the first relief valve 45 and the first inlet 412 are discharged to the left side of the piston 42, the pressure of the piston 42 can be read out through the first pressure gauge 44, and the pressure of the first relief valve 45 is adjusted, The resistance applied by the piston 42 to the track 3 through the piston rod 43 can be adjusted; when the wheel 2 rotates clockwise, the track 3 moves to the left, driving the piston 42 to move to the left, and the hydraulic oil pressure on the left side of the piston 42 rises, and passes through the The second outlet 414 , the second pressure gauge 46 , the second relief valve 47 and the second inlet 415 are 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 , and the second relief valve 47 can be adjusted. The resistance of the piston 42 applied to the track 3 through the piston rod 43 can be adjusted, the first relief valve 45 and the second relief valve 47 work independently, it is more convenient to adjust the pressure during testing, and the one-way valve can prevent hydraulic pressure Oil return.

1 and 2, in some optional embodiments, the pressure mechanism 5 may include: a second oil cylinder 51 connected with a third pressure gauge 52; a compression spring 55, which is connected with the second oil cylinder 51 The output end of the oil cylinder 51 is connected, and the second oil cylinder 51 is used to drive the compression spring 55 to press the wheel 2. In this embodiment, to simulate the positive pressure of the 23T axle load of the locomotive, this scheme uses a loading oil cylinder to The wheel 2 exerts a pressure of 11.5T, and this pressure can be exerted on the wheel 2 by a set of compression springs 55 to form a positive pressure. An oil pump 54 is connected, and a first control valve 53 is also installed on the pipeline. The positive pressure can be directly read by the third pressure gauge 52, so as to calculate the friction coefficient when the positive pressure and friction force are known. In other embodiments, pressure can also be applied to the wheel 2 in other ways, such as loading a gravity block or the like.

Referring to FIG. 1 and FIG. 2 , preferably, a base 56 may be installed on one end of the compression spring 55 away from the second oil cylinder 51 , a wheel axle 57 is installed on the base 56 , and the wheel 2 is installed on the Wheel shaft 57, in this embodiment, a compression spring 55 is installed at the output end of the second oil cylinder 51, a slider 58 is installed at the lower end of the compression spring 55, a base 56 is installed at the bottom of the slider 58, and a wheel shaft 57 is installed on the base 56. The center of the wheel is installed on the axle 57, and the second oil cylinder 51 transfers the pressure to the wheel 2 through the compression spring 55, so that the force-bearing structure is more stable, and the position of the wheel 2 is prevented from changing during the compression process or the traction process.

Referring to FIG. 1 and FIG. 3 , in some optional embodiments, the traction power mechanism 1 may include: a third oil cylinder 11 connected with a fourth pressure gauge 12 ; a crank mechanism 13 connected with the first pressure gauge 12 Three oil cylinders 11 and the wheel 2, the third oil cylinder 11 drives the wheel 2 to rotate through the crank mechanism 13, in this embodiment, the crank mechanism 13 that uses the third oil cylinder 11 to push (pull) the wheel 2 is the wheel 2. The maximum torque of a single wheel is 5000N·M. When the crank radius is 0.5m, a pulling force or thrust force of 10T is required. For a cylinder with a diameter of φ80, the oil pressure is only 20MPa, which can easily solve the problem of wheel 2. With regard to the traction force, the third oil cylinder 11 is connected to the second oil pump 15 through a fourth pipeline 14 , and a second control valve 16 is also installed on the fourth pipeline 14 . In other embodiments, the wheels 2 can also be driven in other ways.

Referring to FIG. 1 , a test method of the above-mentioned railway locomotive adhesion traction simulation test device according to any one of the above-mentioned embodiments of the present invention may include the following steps: passing the pressure mechanism 5 to the wheel 2 Apply pressure; push the wheel 2 to rotate through the traction power mechanism 1, and the wheel 2 drives the track 3 to move along the tangential direction of the wheel 2; friction between the rails 3 . In this embodiment, the specific operation steps are: turn on the first oil pump 54, when the first oil pump 54 pressurizes the second oil cylinder 51, the second oil cylinder 51 presses the wheel 2 and the rail 3 through the spring system, and operates the second control The valve 16 applies force to the eccentric shaft of the wheel 2 through the third oil cylinder 11, and pushes the wheel 2 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 the side of the first oil cylinder 41 is increased, and the flow direction The other side. Among them, in order to stabilize each force-bearing member, when measuring the force, each oil cylinder works under the condition of pulling force.

Referring to FIG. 1 and FIG. 4 , the testing of the friction force between the wheel 2 and the track 3 through the force measuring mechanism 4 may include: driving the piston 42 to move through the track 3, so that the The pressure of the hydraulic oil in the first oil cylinder 41 increases, and the hydraulic oil flows to the other side through the first relief valve 45 or the second relief valve 47; adjust the first relief valve 45 or the The pressure of the second relief valve 47 changes the resistance applied by the piston 42 to the track 3 through the piston rod 43; read the value of the first pressure gauge 44 or the second pressure gauge 46, Calculate friction. In this embodiment, not only the transient change value of the motion state from rolling to sliding between the wheel 2 and the track 3 can be tested, but also the continuous change value thereof can be measured.

The principle of a railway locomotive adhesion traction simulation test device and test method provided by the embodiment of the present invention is as follows:

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

In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, It is not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the invention. Unless otherwise expressly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection, It can also be an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or an internal connection between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

It should be noted that, in the present invention, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and are not necessarily required or implied Any such actual relationship or sequence exists between these entities or operations. Moreover, the terms "comprising", "comprising" or any other variation thereof are intended to encompass a non-exclusive inclusion such that a process, method, article or device comprising a list of elements includes not only those elements, but also includes not explicitly listed or other elements inherent to such a process, method, article or apparatus. Without further limitation, an element qualified by the phrase "comprising a..." does not preclude the presence of additional identical elements in a process, method, article or apparatus that includes the element.

The above descriptions are only specific embodiments of the present invention, so that those skilled in the art can understand or implement 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 implemented in 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 claimed herein.

Claims (10)

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.

Images