CN115248127A - An integrated rail vehicle running part test system - Google Patents

Abstract

The invention relates to an integrated rail vehicle running part test system. The system includes: a wheelset simulation subsystem: used to simulate the axial and radial loads between the wheels and rails of a train; a traction motor bearing simulation subsystem: used to simulate the train The actual rotation speed of the traction motor bearing and the radial load applied to the test bearing simulate the fault of the traction motor bearing of the train; auxiliary subsystem: used to control the transmission load, servo motor rotation speed and hydraulic control device operation; data acquisition subsystem: used to realize the simulation data. collection. Compared with the prior art, the present invention can simulate the running condition of a real train, and has the advantages of good experiment repeatability, low cost, high reliability, and can provide an experiment platform for on-board sensors.

Description

An integrated rail vehicle running part test system

technical field

The invention relates to the field of rail vehicle simulation experiments, in particular to an integrated rail vehicle running part test system.

Background technique

New railway locomotives need to conduct line test research and verification, and overhauled locomotives need to be tested at the factory, which requires the occupation of official railway lines, which leads to conflicts between test locomotive line operation assessment and transportation production. It takes a long time, there are many uncertain factors, and some tests cannot be realized through the line (for example, there is no line suitable for the gauge of the export locomotive, no line that meets the maximum test speed of the locomotive design, etc.). At the same time, with the introduction and use of high-power AC transmission locomotives in batches and reaching the maintenance period, all maintenance bases and maintenance factories are faced with the problems of performance testing and factory inspection of locomotives after maintenance. In addition, the locomotives of each main engine factory are further localized, and new locomotives also need to undergo performance tests.

The above requirements have promoted the exploration of the test run of the whole vehicle test bench instead of the line. At present, the research can be divided into the actual line operation test of the train and the laboratory model test. Therefore, laboratory model tests are widely used, and laboratory tests are mostly limited to the independent tests of each subsystem with a single component as the object, and only load relevant excitations on the corresponding objects, and test each subsystem in the real train operating environment. Little consideration is given to the coupling and transfer modes between systems. These tests were carried out without coupling, without road excitation, and without the transmission path under the vehicle. Although they can better explain the dynamic interaction mechanism of rolling bearings and motor bearings, they cannot fully reflect the dynamic interaction mechanism of the more complex train from the wheel set during actual operation. From the real running state of the motor to the running part, it is not a small difficulty to research and diagnose the real faults of these components.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide an integrated rail vehicle running part test system in order to overcome the above-mentioned defects in the prior art, which is used to simulate the running state of the rail vehicle running part under complex working conditions, reduce the cost of on-line experiments and provide a comprehensive test system for on-board sensors. The equipment provides an experimental platform.

The purpose of the present invention can be achieved through the following technical solutions:

An integrated rail vehicle running part test system, the system includes:

Including the wheelset simulation subsystem: used to simulate the axial and radial loads between the train wheels and rails;

Traction motor bearing simulation subsystem: used to simulate the actual speed of the train traction motor bearing and apply radial load to the test bearing to simulate the failure of the train traction motor bearing;

Auxiliary subsystem: used to control the transmission load, the speed of the servo motor and the operation of the hydraulic control device;

Data acquisition subsystem: used to realize the acquisition of analog data.

The wheel set simulation subsystem includes a wheel set consisting of a replaceable track wheel and a test wheel whose outer contours are extruded and contacted with each other, a wheel set supporting shaft used to drive the wheel set to rotate, and a wheel set supporting shaft fixed by a bearing. The wheel-to-axle box at the end and the wheel-to-axle support seat that fixes the wheel-to-axle box. The bottom of the wheel-to-axle support seat is fixed and installed on the test plane of the running part through axial or radial slide rails, and the shaft is realized by the actuator. Loading of axial and radial loads.

The wheel pair supporting seat corresponding to the track wheel is loaded with an axial load through an axial actuator, and the wheel pair supporting seat corresponding to the test wheel is loaded with a radial load through a radial actuator.

The traction motor bearing simulation subsystem includes a sequentially driven traction motor, a rotating shaft, a gearbox and a flange joint, the flange joint is connected to the test wheel in transmission, and the wheel pair resistance is introduced through the flange joint to realize the traction motor of the train. Various types of state simulations under actual working conditions of bearings.

The traction motor bearing simulation subsystem also includes an external platform support device fixedly installed on the supporting seat of the test wheel corresponding to the wheel set, and a supporting bearing seat which passes through the rotating shaft along the axial direction of the rotating shaft and is fixedly installed on the external platform support device. D, support bearing seat B, test bearing radial loading device B, test bearing radial loading device A, support bearing seat A, and the test bearing that is rotationally connected with the rotating shaft is installed on the support bearing seat D.

The auxiliary subsystem includes a servo motor, a rotating shaft, a universal joint, an industrial computer and a hydraulic control device that are sequentially connected by transmission. The universal joint is connected to the track wheel in transmission, and the industrial computer controls the servo motor through a frequency converter. The rotation speed is controlled by the electric control box to control the hydraulic control device to drive the actuator.

The hydraulic control device includes an oil tank, an oil pump motor, an oil cooler, an air tank, an air tank seat overflow valve and a solenoid valve. The oil tank is connected to the oil pump motor through an oil pipe and a butterfly valve. The overflow valve and the solenoid valve control the extension or retraction of the piston rod of the actuator, and the oil cooler is used to cool the oil temperature.

Described data collection subsystem comprises that is respectively connected with industrial computer:

The vibration acceleration sensor installed on the axle box corresponding to the test wheel to collect the vibration acceleration signal of the wheel set, the displacement sensor installed on the supporting bearing seat B to detect whether the rotating shaft is eccentric, and the radial loading device B installed on the test bearing A force sensor to measure the radial load applied to the rotating shaft, a reluctance speed sensor installed on the supporting bearing seat A to detect the rotational speed of the rotating shaft, and a three-axis sensor installed on the supporting bearing seat C to collect the vibration acceleration signal of the test bearing The acceleration sensor and the torsion sensor installed on the rotating shaft through the coupling B are used to collect the transmitted load.

The transmission and excitation signals of the traction motor bearing simulation subsystem include:

(1) The transmission path of bearing vibration signal x _d is divided into track wheel-test wheel-gearbox-traction motor, and its signal expression is as follows:

x _d ＝h _b *e _b +h _e *e _n +h _d *d _n

Among them, h _b * e _b is the vibration response of the bogie, h _e * e _n is the random noise interference, and h _d * d _n is the motor fault impact;

(2) The vibration response h _b * e _b of the bogie is related to the transmission path of the wheel set, axle box, primary suspension, and secondary suspension, then:

h _b *e _b ＝h _a *e _a +h _s1 *e _s1 +h _s2 *e _s2 +h _g *u _g +h _w *u _w +h _r *u _r

Among them, h _a * e _a is the vibration signal of the axle box, h _s1 * e _s1 and h _s2 * e _s2 are the vibration excitation of the primary and secondary suspensions respectively, h _g *u _g is the vibration excitation of the gearbox, h _w *u _w is wheel set vibration excitation, h _r *u _r is rail vibration excitation;

The wheel set vibration excitation in the transmission path simulates tread damage and wheel set wear by replacing the wheel set and changing the form of the excitation signal. At the same time, simulates the operation of the gearbox when the real train is running by using radial and vertical excitation loading. conditions, making the collected traction motor signals closer to real train operation, and restore the operation of real vehicle components under fault conditions;

(3) The transmission path of the wheel set bearing test signal x _n and the signal components transmitted to the bearing are expressed as:

x _n ＝h _n *u _n +h _e *e _n +h _d *d _n

Among them, x _n is the measurement signal, h _n * u _n is the dynamic response of the system, h _e * e _n is random noise interference, h _d * d _n is the impact of bearing fault.

According to the simulated different working conditions, fault types and transmission incentives, the system realizes the whole vehicle simulation under different real train working conditions, including:

Wheelset simulation test: The corresponding working conditions include track irregularity, wheel set tread loss/peeling, and track fastener loosening. The excitation signal is generated by the test wheel and track wheel. The test method is to replace the test wheel and track wheel with tread failure, change the applied load;

Alignment test: The corresponding working conditions include misalignment of the coupling, misalignment of the universal joint and misalignment of the rotor. The excitation signals are respectively generated by the coupling, universal joint and rotor, and the test method is to manually adjust the misalignment The eccentricity is collected by the displacement sensor;

Traction motor bearing simulation test: the corresponding working conditions include rotor failure, stator failure, traction motor bearing failure and gearbox gear mismatch, the excitation signal is generated by the traction motor bearing simulation subsystem, and the test methods are respectively replacing the faulty rotor and replacing the faulty stator , Replace faulty bearings and replace gears that do not match in size.

Compared with the prior art, the present invention has the following advantages:

1. The present invention provides an integrated train running part test system, which has good repeatability, strong anti-interference ability, and can simulate the running test of a real train. At the same time, it can also perform tests that cannot be completed on the line, including various operation under extreme conditions.

2. The system can complete the combination test of various waveforms, simulate the complex working conditions of the real train running, and restore the multi-coupling and multi-transmission path operation status between the various parts of the real train through the transmission device, so as to realize the real train running The relevant tests of the department can reduce the test cost and improve the safety of the test.

3. The system can be used for verification and assessment tests of subsequent development of related on-board sensors and other equipment, thereby reducing test costs and safety risks of loading equipment in real line assessments, and can provide an experimental platform for digital perception of rail vehicles.

Description of drawings

Fig. 1 is a structural schematic diagram of the present invention.

Fig. 2 is a structural diagram of the wheel set simulation subsystem of the present invention.

Fig. 3 is a structural diagram of the traction motor bearing simulation subsystem of the present invention.

Fig. 4 is a structural diagram of the auxiliary subsystem of the present invention.

Fig. 5 is a flowchart of the operation of the present invention.

Fig. 6 is a signal transmission path model of the running part of the rail vehicle.

Instructions for marks in the figure:

1. Running part test plane, 101. Track wheel, 102. Test wheel, 103. Axial actuator, 104. Radial actuator, 105. Vibration acceleration sensor, 8. Wheel to axle box, 9. Wheel set Support seat, 10, wheel set support shaft, 11, bearing, 12, flange joint, 13, coupling A, 14, gearbox, 15, coupling C, 16, support bearing seat A, 17, test bearing Radial loading device A, 18, test bearing radial loading device B, 19, supporting bearing seat B, 20, supporting bearing seat D, 201, external platform supporting device, 202, force sensor, 203, reluctance speed sensor, 204 , displacement sensor, 205, three-axis acceleration sensor, 21, coupling D, 22, traction motor, 23, hand wheel, 24, rotating shaft, 25, torque sensor, 26, universal joint, 27, industrial computer, 28, Inverter, 29, coupling B, 30, rotating shaft, 31, gas tank, 32, gas tank seat overflow valve, 33, test bearing, 34, solenoid valve, 35, auxiliary subsystem cabinet, 36, support bearing seat C, 37, piston rod, 301, oil tank, 302, oil pump motor, 303, oil cooler, 304, electric control box, 305, butterfly valve, 306, servo motor, 307, motor seat, 308, oil pipe, 7, platform protection cover.

Detailed ways

The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

Example

As shown in Figure 1, the present invention provides an integrated train running part test system, which is used to simulate the running state of the rail vehicle running part under complex working conditions, can reduce the cost of online experiments, and provide an experimental platform for various types of on-board sensor equipment , the system includes wheel set simulation subsystem, traction motor bearing simulation subsystem, auxiliary subsystem and data acquisition subsystem.

As shown in Figure 2, the wheel set simulation subsystem includes: running part test plane 1, wheel set, wheel set support shaft 10, wheel set support seat 9, wheel set axle box 8, bearing 11, axial actuator 103, Radial actuator 104, vibration acceleration sensor 105, the wheel set includes a replaceable test wheel 101 and a track wheel 102 installed on the wheel set support shaft 10, the outer contours of the test wheel 101 and the track wheel 102 are pressed into contact with each other, and the wheels The pair of support shafts 10 are installed on the wheel pair axle box 8, the wheel pair axle box 8 is installed on the wheel pair support base 9, and the wheel pair support base 9 is installed on the running part test plane 1 through slide rails. The piston rod 37 of the axial actuator 103 and the radial actuator 104 is stretched out or retracted, and the test wheel 101 and the track wheel 102 on the wheel pair support base 9 with slide rails at the bottom are pushed to squeeze each other, Then realize the simulation of the axial and radial loads between the train wheels and rails. At the same time, the torque sensor 25 of the auxiliary subsystem is used to accurately measure the magnitude of the applied torque, and the vibration acceleration sensor 105 installed on the wheel set axle box 8 collects the vibration acceleration signal of the wheel set.

As shown in Figure 3, the traction motor bearing simulation subsystem mainly includes: detachable flange joint 12, coupling A13, gearbox 14, coupling C15, supporting bearing seat 16, rotating shaft 24, test bearing 33, test Bearing radial loading device A17, test bearing radial loading device B18, supporting bearing seat B19, coupling D21, traction motor 22, external platform supporting device 201, force sensor 202, reluctance speed sensor 203, displacement sensor 204, three Shaft acceleration sensor 205. Wherein, the test bearing 33 includes a replaceable stripped inner ring, outer ring, cage and rollers, and the inner ring, outer ring, and cage of the bearing have different failure levels, so as to simulate the failure of the train traction motor bearing. The flange joint 12, the coupling A13 and the coupling C15 are mainly used to transmit the torque generated by the servo motor 306, and the gearbox 14 is used to increase the bearing speed to simulate the actual speed of the train traction motor bearing and test the bearing radial loading device A17 and test bearing radial loading device B18 are designed according to the position of the driving end and non-driving end of the traction motor, apply a suitable load to the rotating shaft 24 through the force sensor 202, and the rotating shaft 24 presses down on the test bearing 33, thereby completing the radial load on the test bearing 33 imposed.

The external platform support device 201 is fixedly connected to the test wheel wheel set support seat 9 of the wheel set simulation subsystem through bolts and welding, and mainly plays the role of supporting the traction motor bearing simulation subsystem. The extension device is fixedly installed and can monitor the speed in real time. The displacement sensor 204 installed on the supporting bearing seat B19 is used to detect whether the rotating shaft 24 is eccentric to prevent the rotating shaft 24 from locking. The triaxial acceleration sensor 205 is installed on the supporting bearing seat C36 for The vibration acceleration signal of the test bearing 33 is collected, and at the same time, the wheel set resistance can also be introduced through the flange joint 12 to realize various state simulations of the bearings of the traction motor of the train under actual working conditions.

As shown in Figure 4, the auxiliary subsystem mainly includes: servo motor 306, oil pump motor 302, motor base 307, rotating shaft 30, universal joint 26, coupling B29, torque sensor 25, gas tank 31, gas tank seat overflow Valve 32, electromagnetic valve 34, oil tank 301, oil cooler 303, electric control box 304, industrial computer 27, frequency converter 28, platform protective cover 7. The industrial computer 27 controls the transmission load through the torque sensor 25, controls the rotation speed of the servo motor 306 through the frequency converter 28, controls the operation of the hydraulic control device through the electric control box 304, the oil pump motor 302, the gas tank 31, the gas tank seat overflow valve 32, The solenoid valve 34 forms a hydraulic control device, which is used to drive the piston rod 37 of the radial actuator 104 to extend or retract, so that the wheel set support base 9 slides on the slide rail. The servo motor 306 is installed on the motor base 307, drives and connects the rotating shaft 30, the coupling B29, the torque sensor 25 and the universal joint 26, and provides rotational power for the wheel set simulation subsystem. The universal joint 26 mainly transmits the variable angle torque, To compensate for the coordination error between shafts, the oil tank 301 is connected to the oil pump motor 302 through the oil pipe 308 and the butterfly valve 305. The oil pump motor 302 provides pressure for the liquid device, and the oil temperature is cooled by the oil cooler 303.

As shown in Figure 5, the specific operation method of the test system is as follows:

Step 1: Turn on the industrial computer and start the motor at low voltage to protect the safety of the equipment;

Step 3: After the motor is started, obtain the position value of the servo actuator, that is, the current control given value, whether it is consistent with the actual value, if the difference is large, manually input the current value;

The fourth step is to turn on the loading system and set parameters including control mode, waveform, median value, amplitude, frequency and rotational speed.

Step 5: Switch high voltage and run the system.

Step 6: Start the test. To ensure the safety of the test, monitor the force/torque value in real time. If it exceeds its rated value, the device will be stopped in an emergency;

Step 7: Complete the experiment, collect and store data, switch the low voltage and turn off the motor and related control box.

Step 8: Generate the experiment report and shut down the system.

As shown in Fig. 6, the transmission and excitation signals of the traction motor bearing simulation subsystem can be divided into the following categories:

1) The transmission path of the bearing vibration signal x _d can be divided into track wheel-test wheel set-gearbox-motor. Its signal can be expressed as the following formula:

x _d ＝h _b *e _b +h _e *e _n +h _d *d _n

Among them, h _b * e _b is the vibration response of the bogie, h _e * e _n is the random noise disturbance, and h _d * d _n is the motor fault impact.

2) The vibration response signal h _b on the bogie is related to the transmission path of the wheel set, axle box, primary suspension, and secondary suspension.

h _b *e _b ＝h _a *e _a +h _s1 *e _s1 +h _s2 *e _s2 +h _g *u _g +h _w *u _w +h _r *u _r

Among them, h _a *e _a is the vibration signal of the axle box, h _s1 *e _s1 +h _s2 *e _s2 is the vibration excitation of the primary and secondary suspension, h _g *u _g the vibration excitation of the gearbox, h _w * u _w is wheel set vibration excitation, h _r *u _r is rail vibration excitation.

The wheel set vibration excitation in the transmission path can simulate tread damage and wheel set wear by changing the wheel set and changing the form of the excitation signal. At the same time, the invention patent can use the radial and vertical excitation loading system to simulate the operating conditions of the gearbox when the real train is running, and restore the real excitation, so that the collected traction motor signal is closer to the real train operation , to restore the operation of real vehicle components under fault conditions, and finally achieve the purpose of fault diagnosis and analysis.

3) The transmission path of the wheel set bearing test signal x _n and the signal components transmitted to the bearing can be expressed by the following formula.

x _n ＝h _n *u _n +h _e *e _n +h _d *d _n

Among them, x _n is the measurement signal, h _n * u _n is the dynamic response of the system, h _e * e _n is random noise interference, h _d * d _n is the impact of bearing fault. The dynamic response of the system can be simulated by the device in the figure below to simulate the excitation and transfer path under the real framework. For example: motor: h _driver *e _driver , axle box: h _axle *e _axle , gearbox: h _gear *e _gear , wheel set and track: h _w *e _w , h _r *u _r . The faults of traction motors can be divided into stator faults h _stator *e _stator and rotor faults h _rotor *e _rotor , and the impact of wheel set and traction motor bearing faults can also be divided into inner ring h _inner *e _n according to different defects. The outer ring h _outer *e _n and the rolling body h _ball *e _n .

According to the simulated working conditions, different types of faults and different transmission incentives, the system can realize the simulation of the whole train under different real train working conditions, mainly including the following experiments:

1) Wheelset simulation test: The types of working conditions mainly include: track irregularity, wheelset tread loss/peeling and track fastener loosening, etc. The excitation signal is generated by the test wheel and track wheel, and the test method is to replace the test wheel with tread failure and track wheels, changing applied loads, etc.

2) Alignment test: The types of working conditions mainly include: coupling misalignment, universal joint misalignment and rotor misalignment, etc. The excitation signals are respectively generated by the coupling, universal joint and rotor, and the test method is mainly manual Adjust its misalignment and collect it through the displacement sensor.

3) Traction motor bearing simulation test: The working conditions mainly include: rotor failure, stator failure, traction motor bearing failure and gearbox gear mismatch, the excitation signal is mainly generated by the traction motor bearing simulation subsystem, and the test methods are as follows: Replace faulty rotors, replace faulty stators, replace faulty bearings and replace gears that do not match the size.

In summary, the present invention provides an integrated train running part test system for simulating the running state of the running part of rail vehicles under complex working conditions, which can reduce the cost of online experiments and provide an experimental platform for various types of on-board sensor equipment.

Finally, it is necessary to point out that: the above is only a preferred embodiment of the patent of the present invention, but the scope of protection of the patent of the present invention is not limited thereto, and any person familiar with the technology in the field of technology disclosed in the patent of the present invention Within the scope, easily conceivable changes or substitutions shall be covered within the protection scope of the patent for the present invention.

Claims (10)

1. An integrated rail vehicle running part test system, characterized in that the system comprises: Including the wheelset simulation subsystem: used to simulate the axial and radial loads between the train wheels and rails; Traction motor bearing simulation subsystem: used to simulate the actual speed of the train traction motor bearing and apply radial load to the test bearing to simulate the failure of the train traction motor bearing; Auxiliary subsystem: used to control the transmission load, the speed of the servo motor and the operation of the hydraulic control device; Data acquisition subsystem: used to realize the acquisition of analog data. 2. A kind of integrated rail vehicle running part test system according to claim 1, characterized in that, the described wheel set simulation subsystem comprises rail wheels (101) and replaceable rail wheels (101) which are extruded and contacted by the outer contours of each other. The wheel set consisting of test wheels (102), the wheel set supporting shaft (10) for driving the wheel set to rotate, the wheel set axle box (8) fixing the two ends of the wheel set supporting shaft (10) through the bearing (11) and the fixed wheel For the wheel set support seat (9) of the axle box (8), the bottom of the wheel set support seat (9) is fixedly installed on the running part test plane (1) through axial or radial slide rails, and The actuator realizes the loading of axial and radial loads. 3. A kind of integrated rail vehicle running part test system according to claim 2, characterized in that, the wheel pair support seat (9) corresponding to the rail wheel (101) passes through the axial actuator (103) Axial load is realized, and the wheel set support seat (9) corresponding to the test wheel (102) realizes radial load through a radial actuator (104). 4. A kind of integrated rail vehicle running part test system according to claim 3, characterized in that, the traction motor bearing simulation subsystem comprises a traction motor (22), a rotating shaft (24), a gear box driven in sequence (14) and flange joint (12), described flange joint (12) is connected with test wheel (102) transmission, introduces wheel pair resistance through flange joint (12), realizes train traction motor bearing under actual working condition Various types of state simulations. 5. The integrated rail vehicle running part test system according to claim 4, characterized in that, the traction motor bearing simulation subsystem also includes a wheel pair support seat (9) fixedly installed on the test wheel (102) ) of the external platform support device (201) and the support bearing seat D (20) and the support bearing seat B (19) passed through by the rotating shaft along the axial direction of the rotating shaft (24) and fixedly installed on the external platform support device (201) ), test bearing radial loading device B (18), test bearing radial loading device A (17), support bearing seat A (16), and the described support bearing seat D (20) is installed on the rotating shaft (24) Attached test bearing (33). 6. A kind of integrated rail vehicle running part test system according to claim 5, characterized in that, said auxiliary subsystem comprises a servomotor (306), a rotating shaft (30) and a universal joint ( 26) and industrial computer (27) and hydraulic control device, described universal joint (26) is connected with track wheel (101) transmission, and described industrial computer (27) controls servomotor (306 by frequency converter (28) ), the hydraulic control device is controlled by the electric control box (304) to drive the actuator to act. 7. The integrated rail vehicle running part test system according to claim 6, characterized in that, the hydraulic control device comprises a fuel tank (301), an oil pump motor (302), an oil cooler (303), an air Tank (31), gas tank seat overflow valve (32) and solenoid valve (34), the oil tank (301) is connected with the oil pump motor (302) through the oil pipe (308) and butterfly valve (305), and the oil tank (301) The piston rod (37) of the actuator is controlled to extend or retract through the gas tank seat overflow valve (32) and the solenoid valve (34), and the oil cooler (303) is used to cool the oil temperature. 8. a kind of integrated rail vehicle running part test system according to claim 7, is characterized in that, described data collection subsystem comprises that is connected with industrial computer (27) respectively: The vibration acceleration sensor (105) that is installed on the wheel pair axle box (8) corresponding to the test wheel (102) to collect the vibration acceleration signal of the wheel pair is installed on the support bearing seat B (19) to detect whether the rotating shaft (24) is eccentric The displacement sensor (204), installed on the test bearing radial loading device B (18) to measure the force sensor (202) applied to the radial load on the rotating shaft (24), installed on the support bearing seat A (16) A reluctance speed sensor (203) for detecting the rotational speed of the rotating shaft (24), a three-axis acceleration sensor (205) installed on the support bearing seat C (36) for collecting vibration acceleration signals of the test bearing (33), and The shaft device B (29) is installed on the rotating shaft (30) to collect the torque sensor (25) of the transmission load. 9. A kind of integrated rail vehicle running part test system according to claim 1, characterized in that, the transmission and excitation signals of the traction motor bearing simulation subsystem include: (1) The transmission path of bearing vibration signal x _d is divided into track wheel-test wheel-gearbox-traction motor, and its signal expression is as follows: x _d ＝h _b *e _b +h _e *e _n +h _d *d _n Among them, h _b * e _b is the vibration response of the bogie, h _e * e _n is the random noise interference, and h _d * d _n is the motor fault impact; (2) The vibration response h _b * e _b of the bogie is related to the transmission path of the wheel set, axle box, primary suspension, and secondary suspension, then: h _b *e _b ＝h _a *e _a +h _s1 *e _s1 +h _s2 *e _s2 +h _g *u _g +h _w *u _w +h _r *u _r Among them, h _a * e _a is the vibration signal of the axle box, h _s1 * e _s1 and h _s2 * e _s2 are the vibration excitation of the primary and secondary suspensions respectively, h _g *u _g is the vibration excitation of the gearbox, h _w *u _w is wheel set vibration excitation, h _r *u _r is rail vibration excitation; The wheel set vibration excitation in the transmission path simulates tread damage and wheel set wear by replacing the wheel set and changing the form of the excitation signal. At the same time, simulates the operation of the gearbox when the real train is running by using radial and vertical excitation loading. conditions, making the collected traction motor signals closer to real train operation, and restore the operation of real vehicle components under fault conditions; (3) The transmission path of the wheel set bearing test signal x _n and the signal components transmitted to the bearing are expressed as: x _n ＝h _n *u _n +h _e *e _n +h _d *d _n Among them, x _n is the measurement signal, h _n * u _n is the dynamic response of the system, h _e * e _n is random noise interference, h _d * d _n is the impact of bearing fault. 10. A kind of integrated rail vehicle running part test system according to claim 9, characterized in that, the system realizes the whole vehicle under different real train working conditions according to different working conditions, fault types and transmission excitations simulated. Simulations, specifically: Wheelset simulation test: The corresponding working conditions include track irregularity, wheel set tread loss/peeling, and track fastener loosening. The excitation signal is generated by the test wheel and track wheel. The test method is to replace the test wheel and track wheel with tread failure, change the applied load; Alignment test: The corresponding working conditions include misalignment of the coupling, misalignment of the universal joint and misalignment of the rotor. The excitation signals are respectively generated by the coupling, universal joint and rotor, and the test method is to manually adjust the misalignment The eccentricity is collected by the displacement sensor; Traction motor bearing simulation test: the corresponding working conditions include rotor failure, stator failure, traction motor bearing failure and gearbox gear mismatch, the excitation signal is generated by the traction motor bearing simulation subsystem, and the test methods are respectively replacing the faulty rotor and replacing the faulty stator , Replace faulty bearings and replace gears that do not match in size.

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