CN203616152U - Device for testing operational performance of rail vehicle - Google Patents
Device for testing operational performance of rail vehicle Download PDFInfo
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- CN203616152U CN203616152U CN201320785352.3U CN201320785352U CN203616152U CN 203616152 U CN203616152 U CN 203616152U CN 201320785352 U CN201320785352 U CN 201320785352U CN 203616152 U CN203616152 U CN 203616152U
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Abstract
The utility model relates to a device for testing the operational performance of a rail vehicle. The device comprises testing platforms and freedom-degree exciting devices which are mounted on the testing platforms and used for simulating different line conditions. The testing platforms are respectively arranged under different bogies of a train to be tested, each freedom-degree exciting device is composed of a perpendicular exciting unit and/or a transverse exciting unit and/or a vertical exciting unit, and a counterweight device is arranged in the train. The device of the utility model can be used to test rail vehicles of different gauges and railways, the device can be used to the largest extent, the testing cost is saved, and the testing result is accurate; and the device can simulate different line curves, slopes and super-elevations according to the requirements, so that a rear line operation state can be realized to simulate the practical operation state of the train in the real line, thereby measuring the curve passing performance, the perpendicular damper performance and flexibility, providing more real and effective test data for operational performance study of trains, and ensuring safe operation of high speed railway.
Description
Technical field
The utility model relates to a kind of rail vehicle performance testing device, and particularly a kind of rail vehicle runnability proving installation that can simultaneously measure vertical damping performance, curve negotiation ability and softness factor, belongs to rail vehicle manufacturing technology field.
Background technology
Along with the development of transportation by railroad, railway has been routed to each area, the whole nation, because China's area is larger, topography and geomorphology also has larger difference, and therefore various curve road has appearred in railway in building, such as sigmoid curve, perpendicular convex curve, perpendicular concave curves etc., in order to adapt to preferably various circuits, guarantee the operation that various vehicles can be safe in various curve bends, in vehicle design, consider the curve negotiation ability of vehicle.And, along with transportation by railroad is to the development of high-speed overload, make the vibration aggravation of train operation, the Service Environment of each parts worsens, the structural strength problem that is exposed to bogie, wheel shaft and car body etc. increases gradually, particularly, after the desired structure lightweight of bullet train, structural strength problem also will be more outstanding, and passenger has proposed more and more higher requirement to the comfortableness of taking simultaneously.In addition, the problem of bringing in order to solve this High Speed of Rolling Stock has been installed torsion bar mechanism for preventing side rolling of train carriage and has been guaranteed that vehicle high-speed passes through the ability in curve and tunnel on vehicle.The problem of bringing in order fundamentally to solve this High Speed of Rolling Stock, need to test runnabilities such as the ratio of slenderness of vehicle itself, curve negotiation ability and vertical damping performances.
So far, the test method that the testing research of the runnability such as rail vehicles curve negotiation ability, vertical damping performance and ratio of slenderness adopts mainly contains:
One, actual vehicle is tested on specific actual track, although this test method can be carried out true car solid line testing research, but have a lot of drawbacks, mainly contain: in test, a lot of track circuit parameters cannot accurately be measured, test parameters can not arbitrarily regulate or change as the load of vehicle etc.; Affected by circuit extraneous circumstance larger, affect the normal operation of circuit, cause this section only can, in test, affect normal transportation by railroad and operation; Often carry out a test and vehicles drive need to be arrived to the circuit of specifying, and tested vehicle counterweight is extremely long to needed time cycles such as empty wagons and loaded vehicle states; Due to the experimentation cost costliness that above series of problems causes, cost is too high etc.
Two, shop experiment research, is divided into again:
The research of simulation calculation, by computing machine special software as Simpack, the tilt condition of the dynamics analysis software simulation train rail gradients such as Adams is set up and is needed the auto model of analyzing to calculate its curve negotiation ability of emulation, vertical damping performance and softness factor in software.This kind of method is fairly simple, but software simulation is only ideal state, can not consider completely suspension and the force-bearing situation of true train, therefore has a certain distance with actual tests.
Utility model content
The utility model fundamental purpose is to address the above problem and is not enough, and a kind of rail vehicle runnability proving installation is provided, and one-piece construction is simple, and cost is low, testing efficiency is high, can test for different track conditions and different vehicle state.
For achieving the above object, the technical solution of the utility model is:
A kind of rail vehicle runnability proving installation, comprise test platform and be installed on described test platform for simulating the degree of freedom exciting device of different circuit situations, below each bogie of train to be tested, be respectively provided with described test platform, described degree of freedom exciting device by vertical exciting device and/or laterally exciting device and/or longitudinally exciting device form, have weighing device in the positioned inside of described train.
Further, described weighing device is several derbies with the regular shape of constant weight.
Further, described test platform comprises top board and base plate, and described vertical exciting device, laterally exciting device and longitudinal exciting device are arranged between described top board and base plate, and described train is placed on described top board.
Further, two or three vertical exciting devices are set in each test platform, wherein, two vertical exciting devices are symmetricly set on the below of bogie pivot center along width of the carbody direction, and another vertical exciting device is arranged on bogie front.
Further, erect and have squab panel at the rear portion of described base plate, between the top of described squab panel and the side of the both sides of top board, be respectively connected with a described longitudinal exciting device.
Further, vertical on the right side of described base plate have a right web plate, top board left side below be provided with left gusset, between the top of right web plate and left gusset, be connected with a described horizontal exciting device.
Further, be also provided with two air springs between described top board and base plate, the bottom of described air spring fixes one by base and described base plate, and the top of described air spring is fixedly connected with described top board by push rod.
Further, on described top board, be provided with along the direction of width of the carbody the multiple elongated track shape groove being parallel to each other, the wheel of different size vehicle is to dropping on after test platform, the described track shape groove of relevant position coordinated train and top board are fixed with taking turns with tiltedly carving.
Further, described vertical exciting device, horizontal exciting device, longitudinal exciting device are hydraulic actuator.
To sum up content, a kind of rail vehicle runnability proving installation described in the utility model, compared with prior art, tool has the following advantages:
(1) this kind of method of testing can be for various different gauges (as gauges such as 1435mm, 1000mm and 1676mm), various different rail trucks (as rail trucks such as locomotive, motor-car, trailer and subways) are tested, service test device to greatest extent, save test fund, guarantee that test result is accurate, the method can realize the runnability testing research under different track condition, different vehicle state, to guaranteeing that high-speed railway safe operation etc. is of great significance.
(2) this device can be simulated different route curves, various slope and different circuit superelevation etc. according to actual conditions, make it reach real circuit ruuning situation, simulate the practical operation situation of tested vehicle in real circuit with this, thereby measure its curving performance, vertical vibroshock performance and softness factor, for train operation performance study provides more authentic and valid test figure, to guaranteeing that high-speed railway safe operation etc. is of great significance.
(3) this test method can be carried out repeatedly repetition test, and the time cycle used in process of the test is short, the manpower needing, and the costs such as material resources are lower, and the efficiency of test is higher.
(4) the method does not affect the normal operation of train, is convenient to implement.
Accompanying drawing explanation
Fig. 1 is the utility model curving performance proving installation structural representation;
Fig. 2 is the side view of Fig. 1;
Fig. 3 is the utility model test platform structural representation;
Fig. 4 is the side view of Fig. 3.
As shown in Figures 1 to 4, test platform 1, train 2, bogie 3, wheel, to 4, tiltedly carves 5, balancing weight 6, top board 7, base plate 8, vertical actuator 9, laterally actuator 10, longitudinally actuator 11, track shape groove 12, squab panel 13, right web plate 14, left gusset 15, air spring 16.
Embodiment
Below in conjunction with accompanying drawing and embodiment, the utility model is described in further detail:
As depicted in figs. 1 and 2, a kind of rail vehicle runnability proving installation, comprise test platform 1, degree of freedom exciting device for simulating different circuit situations is installed on test platform 1, the below of each train 1 to be tested arranges two test platforms 1, be that each bogie 3 belows are respectively provided with a test platform 1, each bogie 3 drops on corresponding test platform 1 at the trial, degree of freedom exciting device by vertical actuator and/or laterally actuator and/or longitudinally actuator form.
When test, weighing device is placed in inside at train 2, in the present embodiment, weighing device preferably adopts balancing weight 6, is fitted with this balancing weight 6 in the inside of train 2, by placing the balancing weight 6 of Different Weight, can simulate the virtual condition of train 2, add or reduce the quantity of corresponding balancing weight 6 according to states such as vehicle empty wagons, loaded vehicle, so that car body reaches the required state requirement of test, realize and testing for different vehicle state on same test platform 1.In the present embodiment, balancing weight 6 preferably uses the derby of the regular shape with certain mass, generally can adopt iron block, pick and place so all very convenient, and the iron block space that can save to greatest extent testing table of rule, can repeatedly utilize simultaneously, also save test fund.
As shown in Figure 3 and Figure 4, each test platform 1 includes a plate 7 and base plate 8, multiple vertical exciting devices, laterally exciting device and longitudinal exciting device are set between top board 7 and base plate 8, in the present embodiment, preferably adopt simple in structure, control vertical actuator 9, laterally actuator 10 and longitudinal actuator 11 easily.The acting in conjunction of vertical actuator 9, laterally actuator 10 and longitudinal actuator 11 realizes the six degree of freedom exciting ability of test platform 1.
In the present embodiment, two or three vertical actuator 9 are installed on each test platform 1, every row train 2 is equipped with four or six vertical actuator 9.In the time doing curve negotiation ability test, in each test platform 1, arrange in three vertical actuator 9, there are two vertical actuator 9 for generation of vertical translational degree of freedom, these two vertical actuator 9 are symmetrical arranged along the Width of car body, the below, position that is arranged on bogie 3 centers, another vertical actuator 9 is for generation of the degree of freedom of nodding; In the time doing Vertical Vibration Reduction performance test and softness factor test, only need to be equipped with two vertical actuator 9, these two vertical actuator 9 are symmetrical arranged along the Width of car body, are arranged on the below, position at bogie 3 centers.2, train is fixedly mounted on top board 7, by vertical actuator 9 roof supportings 7 and on train 2.Vertical actuator 9 adopts hydraulic actuator, controls the action in vertical direction of vertical actuator 9 by controlling hydraulic pressure, makes top board 7 increase or decline certain altitude, and three vertical actuator 9 can be controlled respectively.
In each test platform 1, erect and have squab panel 13 at the rear portion of base plate 8, between the side of the both sides of the top of squab panel 13 and top board 7, be respectively connected with a longitudinal actuator 11, be that every row train 2 is equipped with four longitudinal actuator 11, longitudinally actuator 11 adopts hydraulic actuator, control the action of longitudinal actuator 11 on car body is longitudinal by controlling hydraulic pressure, two longitudinal actuator 11 are respectively used to produce the longitudinal degress of feedom and the degree of freedom of shaking the head, and multiple longitudinal actuator 11 can be controlled respectively.
As shown in Figure 4, in each test platform 1, stand and have a right web plate 14 on the right side of base plate 8, top board 7 left side below be provided with left gusset 15, between the top of right web plate 14 and left gusset 15, be connected with a horizontal actuator 10, for generation of horizontal degree of freedom, laterally actuator 10 is arranged on bogie pivot center line below.Laterally actuator 10 also adopts hydraulic actuator.
In each test platform 1, be also provided with two air springs 16, the bottom of air spring 16 by floor installation on the base plate 8 of test platform 1, the top of air spring 16 is fixedly connected with the top board 7 of test platform 1 by push rod, and air spring 16 plays the each degree of freedom upwards of decoupling zero and alleviates the effect of impacting.
In order to improve the versatility of test platform 1, the width of top board 7 is greater than the widest gauge using at present, on top board 7, be provided with along the direction of width of the carbody the multiple elongated track shape groove 12 being parallel to each other, track shape groove 12 is identical with trade shape, simulate truly track, made test findings more true and reliable.The wheel of different size vehicle drops on after test platform 14, the track shape groove 12 of 4 relevant positions is fixed with wheel with tiltedly carving 5, and then train 2 is stably fixed on test platform 1, the installation of train 2 is very convenient, and the train 2(that can be suitable for all specifications is as rail trucks such as locomotive, motor-car, trailer and subways), be suitable for different gauge (as gauges such as 1435mm, 1000mm and 1676mm).
Describe in detail and utilize above-mentioned proving installation to carry out the testing procedure of vertical damping performance test below:
A, train to be tested 2 is placed on test platform 1, and matches with the track shape groove 10 on top board 7 by tiltedly carving 5, former and later two bogies 3 of train 2 are separately fixed on former and later two test platforms 1.
B, according to testing requirements, place the balancing weight 6 of corresponding weight in the inside of train 2, make the car body of train 2 reach the required state requirement of test.
C, in four vertical directions in angle and middle part and car body center of 8 axle boxes of train 2 to be tested, framework, arrange respectively acceleration transducer and displacement transducer.
D, control four vertical actuator 9 respectively and move certain displacement amount on vertical, make test platform 1 become rapidly another kind of track circuit condition, and then the required various track circuit conditions of simulation test, concrete embodiment has several as follows:
1) two of Control experiment platform 1 below vertical actuator 9, make four vertical actuator 9 of former and later two test platform 1 belows move downward certain height simultaneously, record that test platform 1 top board 7 declines displacement, record Vertical Acceleration and the shift value of axle box, framework and the car body of train 2 by the acceleration transducer arranged and displacement transducer simultaneously.
2) two of Control experiment platform 1 below vertical actuator 9, make two vertical actuator 9 of test platform 1 below of front end move downward certain height simultaneously, two vertical actuator 9 holding positions of test platform 1 below of rear end are constant, record that test platform 1 declines displacement and Vertical Acceleration and the shift value of axle box, framework and the car body of train 2.
3) two of Control experiment platform 1 below vertical actuator 9, make two vertical actuator 9 of the same side of former and later two test platform 1 belows move downward certain height simultaneously, two vertical actuator 9 of opposite side are constant, record that test platform 1 declines displacement and Vertical Acceleration and the shift value of axle box, framework and the car body of train 2.
4) two of Control experiment platform 1 below vertical actuator 9, make two vertical actuator 9 of a contrary side of former and later two test platform 1 belows move downward certain height simultaneously, two other vertical actuator 9 is constant, record that test platform 1 declines displacement and Vertical Acceleration and the shift value of axle box, framework and the car body of train 2.
5) two of Control experiment platform 1 below vertical actuator 9, make a vertical actuator 9 of a side of test platform 1 below of front end move downward certain height, another vertical actuator 9 holding positions are constant, also holding position is constant for two vertical actuator 9 of test platform 1 below of rear end, records Vertical Acceleration and the shift value of axle box, framework and the car body of displacement that test platform 1 declines and train.
E, judge the performance of the vertical vibroshock of this tested vehicle according to the acceleration signal of testing under each operating mode.
F, according to the condition of test, change the condition of step B and step D, the displacement etc. that changes each operating mode in step D is tested the vertical vibroshock performance under tested train different conditions.
By the acceleration signal recording in above test, can obtain the vertical riding index W of vehicle, thereby be used for examining and assessing the vertical damping performance of vehicle, concrete grammar is as follows:
(1) body oscillating acceleration
Carbody vibration acceleration should meet the following conditions:
Car body vertical acceleration maximal value Acz≤2.5m/s
2
Car body vertical acceleration root mean square sAcz≤0.75m/s
2
(2) evaluation of running stability
Concrete evaluation index is as follows:
The body oscillating acceleration signal that above test is obtained is analyzed, and body oscillating acceleration comprises multiple frequency contents, and wherein the riding index computing formula of single-frequency is:
In formula: W
i----riding index;
A
i-----vibration acceleration (g);
F
i------vibration frequency (Hz);
F (f
i)---frequency correction factor, in table 1.
Table 1
The frequency range that riding index calculates is 0.5～40Hz.
The riding index value of different frequency acceleration is synthesized as follows,
Stationarity evaluation index is pressed table 2 classification, and newly making vehicle stability index should be lower than 2.5.
Table 2
| Stationarity grade | Evaluation | Riding index |
| 1 grade | Excellent | W<2.5 |
| 2 grades | Well | 2.5<W<2.75 |
| 3 grades | Qualified | 2.75<W<3.0 |
Describe in detail and utilize above-mentioned proving installation to carry out the testing procedure of curving performance below:
A, by two trains 2 to be tested respectively correspondence be placed on four test platforms 1, and match with the track shape groove 12 on top board 7 by tiltedly carving 5, former and later two bogies 3 of train 2 are separately fixed on former and later two test platforms 1.
B, according to testing requirements, place the balancing weight 6 of corresponding weight in the inside of two trains 2, make the car body of train 2 reach the required state requirement of test.
Under C, inspection original state, whether two trains 2 to be tested there is interference.
D, Control experiment platform 1, regulate 12 vertical actuator 9 of four test platform 1 belows, and four test platforms 1 are highly reached to sustained height, makes the elemental height of two trains 2 identical.
E, control four horizontal actuator 10 of four test platform 1 belows certain displacement that moves, the direction that four test platform 1 center lines are not advanced at Vehicle Driving Cycle, simulating vehicle passes through curve, utilize vertical actuator 9 analog line superelevation by testing requirements simultaneously, and then truly reflect actual motion circuit situation.
Four displacements that horizontal actuator 10 is moved in F, four test platforms 1 of record, calculate the sweep forming, and check in motion process, whether two row trains 2 occur interference, record wheel-rail lateral force Y and the wheel track vertical force Q of each wheel simultaneously.
12 vertical actuator 9 downward or certain displacement that moves upward simultaneously of G, four test platform 1 belows of control, forms new curve, checks in motion process, whether the tested train 2 of two row occurs interference.
12 vertical actuator 9 of H, four test platform 1 belows of control upwards move downward respectively certain displacement, form new curve and superelevation, check in motion process, whether the tested train 2 of two row occurs interference.
I, work according to test condition repeating step E to step H, control respectively the different displacement of horizontal actuator 10 travelings, converse the tested train 2 of two row in sweep and monitor procedure and whether occur interference, record wheel-rail lateral force Y and the wheel track vertical force Q of each wheel simultaneously.
The wheel-rail lateral force Y and the wheel track vertical force Q that obtain according to record in above test process, derailment coefficients and rate of wheel load reduction when analysis curve passing through passes through.
1) being calculated as follows of curve passing through derailment coefficients:
Y/Q≤0.8
Wherein, Y is that wheel acts on the transverse force on rail;
Q is that wheel acts on the vertical force on rail;
Evaluation method: derailment coefficients limit value 0.8 is above applicable to the situation that sweep is greater than 250m, in the time that sweep is less than 250m, derailment coefficients limit value can be loosened to 1.2.
2) wheel shaft transverse force should meet following condition:
ΣY
2m≤10+P
0/3
In formula, ∑ Y
2mit is wheel shaft transverse force;
P
oit is dead axle weight.
3) maximum wheel track vertical force should meet following condition:
Q≤Q
lim=Q
0+90
In formula, Q is wheel track vertical force;
Q
0quiet wheel load, with kN unit representation;
Q
limit is the ultimate value that represents wheel track vertical force.
4) rate of wheel load reduction should meet following condition:
Wherein, dQ is wheel unloading amount (kN);
Q
afor the average wheel load (kN) of increment of load and off-load sidecar wheel;
1st limit in above formula is the criterion of acceptability of evaluation vehicle operating safety, and 2nd limit is the standard that has increased safety allowance.Rate of wheel load reduction for whether can cause because single wheel off-load is excessive derailing (be generally used for low speed by sharp radius curve, transverse force be zero or close to zero situation).
Describe in detail and utilize above-mentioned proving installation to carry out the testing procedure of softness factor below:
A, the trailing or leading bogie of train to be tested 23 correspondences are placed on former and later two test platforms 1, and match with the track shape groove 12 on top board 7 by tiltedly carving 5, former and later two bogies 3 of train 2 are separately fixed on former and later two test platforms 1.
B, according to testing requirements, place the balancing weight 6 of corresponding weight in the inside of train 2, make the car body of train 2 reach the required state requirement of test.
C, at verticals of center overhung of tested train 2 end planes, and carry out mark.
Four vertical actuator 9 of D, Control experiment platform 1 below certain displacement of walking, makes top board 7 row of test platform 1 become a gradient.
Concrete embodiment is:
1) two of Control experiment platform 1 below vertical actuator 9, make four vertical actuator 9 of former and later two test platform 1 belows keep sustained height.Record the difference in height of the test platform 1 surperficial left and right sides, calculate the angle δ that test platform 1 forms on left and right directions.Measure the angle η of the position formation of mark in train 2 end surface overhung pedal line and step C.
2) two vertical actuator 9 of control front end test platform 1 below, make a vertical actuator 9 certain distance that moves upward, another vertical actuator 9 holding positions are constant, and also holding position is constant for two vertical actuator 9 of test platform 1 below of rear end.Record the difference in height of the test platform 1 surperficial left and right sides, calculate the angle δ that test platform 1 forms on left and right directions.Measure the angle η of the position formation of mark in train 2 end surface overhung pedal line and step C.
3) two vertical actuator 9 of control front end test platform 1 below, make a vertical actuator 9 move downward certain distance, another vertical actuator 9 holding positions are constant, and also holding position is constant for two vertical actuator 9 of test platform 1 below of rear end.Record the difference in height of the test platform 1 surperficial left and right sides, calculate the angle δ that test platform 1 forms on left and right directions.Measure the angle η of the position formation of mark in train 2 end surface overhung pedal line and step C.
4) two of Control experiment platform 1 below vertical actuator 9, make two vertical actuator 9 of the same side of former and later two test platform 1 belows move downward certain distance.Record the difference in height of the test platform 1 surperficial left and right sides, calculate the angle δ that test platform 1 forms on left and right directions.Measure the angle η of the position formation of mark in train 2 end surface overhung pedal line and step C.
5) two of Control experiment platform 1 below vertical actuator 9, make two vertical actuator 9 of the same side of former and later two test platform 1 belows certain distance that moves upward.Record the difference in height of the test platform 1 surperficial left and right sides, calculate the angle δ that test platform 1 forms on left and right directions.Measure the angle η of the position formation of mark in train 2 end surface overhung pedal line and step C.
6), Control experiment platform 1 below laterally make device 10, make former and later two test platforms 1 produce certain distance at horizontal direction.Repeat above-mentioned 1) to 5) working condition, record the difference in height of the test platform 1 surperficial left and right sides, calculate the angle δ that test platform 1 forms on left and right directions.Measure the angle η of the position formation of mark in train 2 end surface overhung pedal line and step C.
E, be divided by and be the softness factor under this work condition state with the angle η measuring in step D and angle δ;
F, according to the condition of test, change the condition of step B and step D, the softness factor under test train different conditions.
Pliability coefficient is defined as follows:
This kind of proving installation can be tested for various different gauges, different rail truck, service test device to greatest extent, highly versatile, saves test fund, and can protect that test result is accurate in theory, to guaranteeing that high-speed railway safe operation etc. is of great significance.
In test, can be according to actual conditions by controlling the different circuit situation of action simulation of each vertical actuator, laterally actuator and longitudinal actuator, also can simulate various slope, then by tested vehicle counterweight, make it reach real circuit ruuning situation, simulate the actual operating state of tested vehicle in real circuit with this, thereby measure its vertical vibroshock performance, curve negotiation ability and softness factor, for train operation performance study provides more authentic and valid test figure.
In addition, this test method can be carried out repeatedly repetition test, and the time cycle used in process of the test is short, the manpower needing, and the costs such as material resources are lower, and the efficiency of test is higher, does not affect at the trial the normal operation of train, is convenient to implement.
As mentioned above, given scheme content, can derive similar technical scheme by reference to the accompanying drawings.In every case be the content that does not depart from technical solutions of the utility model, any simple modification, equivalent variations and the modification above embodiment done according to technical spirit of the present utility model, all still belong in the scope of technical solutions of the utility model.
Claims (9)
1. a rail vehicle runnability proving installation, it is characterized in that: comprise test platform and be installed on described test platform for simulating the degree of freedom exciting device of different circuit situations, below each bogie of train to be tested, be respectively provided with described test platform, described degree of freedom exciting device by vertical exciting device and/or laterally exciting device and/or longitudinally exciting device form, have weighing device in the positioned inside of described train.
2. rail vehicle runnability proving installation according to claim 1, is characterized in that: described weighing device is several derbies with the regular shape of constant weight.
3. rail vehicle runnability proving installation according to claim 1, it is characterized in that: described test platform comprises top board and base plate, described vertical exciting device, laterally exciting device and longitudinal exciting device are arranged between described top board and base plate, and described train is placed on described top board.
4. rail vehicle runnability proving installation according to claim 3, it is characterized in that: two or three vertical exciting devices are set in each test platform, wherein, two vertical exciting devices are symmetricly set on the below of bogie pivot center along width of the carbody direction, another vertical exciting device is arranged on bogie front.
5. rail vehicle runnability proving installation according to claim 3, is characterized in that: erect and have squab panel at the rear portion of described base plate, be respectively connected with a described longitudinal exciting device between the top of described squab panel and the side of the both sides of top board.
6. rail vehicle runnability proving installation according to claim 3, it is characterized in that: stand and have a right web plate on the right side of described base plate, top board left side below be provided with left gusset, between the top of right web plate and left gusset, be connected with a described horizontal exciting device.
7. rail vehicle runnability proving installation according to claim 2, it is characterized in that: between described top board and base plate, be also provided with two air springs, the bottom of described air spring fixes one by base and described base plate, and the top of described air spring is fixedly connected with described top board by push rod.
8. rail vehicle runnability proving installation according to claim 2, it is characterized in that: on described top board, be provided with along the direction of width of the carbody the multiple elongated track shape groove being parallel to each other, the wheel of different size vehicle is to dropping on after test platform, the described track shape groove of relevant position coordinated train and top board are fixed with taking turns with tiltedly carving.
9. rail vehicle runnability proving installation according to claim 1, is characterized in that: described vertical exciting device, horizontal exciting device, longitudinal exciting device are hydraulic actuator.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103674585A (en) * | 2013-12-03 | 2014-03-26 | 南车青岛四方机车车辆股份有限公司 | Rail vehicle operation performance testing device |
| CN106323655A (en) * | 2016-11-17 | 2017-01-11 | 中车长春轨道客车股份有限公司 | Testing device for researching wheel-rail relations |
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| CN107894341A (en) * | 2017-12-13 | 2018-04-10 | 中国人民解放军国防科技大学 | Single bogie calibration device for dynamic rail inspection system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103674585A (en) * | 2013-12-03 | 2014-03-26 | 南车青岛四方机车车辆股份有限公司 | Rail vehicle operation performance testing device |
| CN106323655A (en) * | 2016-11-17 | 2017-01-11 | 中车长春轨道客车股份有限公司 | Testing device for researching wheel-rail relations |
| CN106370443A (en) * | 2016-11-17 | 2017-02-01 | 中车长春轨道客车股份有限公司 | Wheel-rail relation test research test bench |
| CN107515126A (en) * | 2017-09-23 | 2017-12-26 | 吉林大学 | Bogie of single-rail train six degree of freedom simulation loading testing stand |
| CN107515126B (en) * | 2017-09-23 | 2024-01-16 | 吉林大学 | Six-degree-of-freedom simulation loading test bed for bogie of monorail train |
| CN107894341A (en) * | 2017-12-13 | 2018-04-10 | 中国人民解放军国防科技大学 | Single bogie calibration device for dynamic rail inspection system |
| CN107894341B (en) * | 2017-12-13 | 2023-10-20 | 中国人民解放军国防科技大学 | Single bogie checking device for dynamic rail inspection system |
| CN109974993A (en) * | 2019-04-16 | 2019-07-05 | 湖南铁道职业技术学院天一实业有限公司 | The detection method of locomotive cab apron system test platform and locomotive cab apron system |
| CN109974993B (en) * | 2019-04-16 | 2024-04-12 | 湖南天一轨道实业有限公司 | Locomotive cab apron system test platform and locomotive cab apron system detection method |
| CN113340709A (en) * | 2021-06-09 | 2021-09-03 | 中国工程物理研究院总体工程研究所 | Mobile load simulation test device and test method |
| CN113340709B (en) * | 2021-06-09 | 2022-06-21 | 中国工程物理研究院总体工程研究所 | Mobile load simulation test device and test method |
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