CN211347409U - Fault simulation test bed for suspension type driving system of high-speed motor train unit train frame - Google Patents

Abstract

The utility model relates to a high-speed motor car unit train frame suspension type actuating system fault simulation test platform comprises drive arrangement assembly body, gear box transmission, inertia analogue means, force cell sensor device, arresting gear assembly body etc.. The high-speed shaft side of the gear box transmission device is supported by a height-adjustable traction support, the left end and the right end of a low-speed shaft of the gear box transmission device are supported by a bearing seat assembly body to simulate the shaft suspension arrangement of the gear box, the driving device assembly body is connected with the low-speed shaft through a gear coupling, an inertia simulation device is mounted on the high-speed shaft and is connected with a braking device through a force measurement sensing device through the coupling, and all the devices are placed on a T-shaped base rack. The utility model discloses can simulate the actuating system dynamics action and the failure mode of high-speed train under motor power supply harmonic, the centering is not gone to the shaft coupling, hang rigidity degradation, gear engagement trouble and gear box bearing trouble, provide support for the research of high-speed motor car group train frame suspension actuating system trouble attitude operation.

Description

Fault simulation test bed for suspension type driving system of high-speed motor train unit train frame

Technical Field

The invention relates to a fault simulation test bed for a suspension type driving system of a high-speed motor train unit frame, in particular to a dynamic behavior and failure mode of the driving system based on CRH3 type motor train unit simulation and monitoring of power supply harmonic operation of a traction motor, misalignment fault of a flexible floating tooth type coupling, rigidity degradation fault of a suspension device, meshing fault of a transmission gear and fault of a bearing of a gear box.

Background

At present, the operation mileage of the high-speed railway in China breaks through 3 kilometers, and the running speed of the high-speed motor train unit train is gradually increased from the original 200km/h to 350 km/h. However, as the operation speed of trains increases, the vibration problem of the traction driving device of the bullet train is increased, so that the faults of key parts such as a traction motor, a tooth coupling, a suspension device, a transmission gear and the like in a driving system are continuously generated and increasingly obvious. Meanwhile, the development of the fault state operation research of the suspension type driving system of the high-speed train set frame is particularly important and significant in consideration of the fact that the existing maintenance task of the suspension type driving system of the high-speed train set frame is heavy and the maintenance cost is high, the existing dynamics research of the suspension type driving system of the high-speed train set frame is in the primary stage and the generation mechanism and the transmission characteristic of the dynamic research are not enough.

At present, few fault simulation test beds for a high-speed train driving device exist, the reliability of a transmission system gear box is mainly researched by the existing related test beds, and the simulation and monitoring functions of dynamic behaviors induced by system faults are lacked. Aiming at the phenomenon, a novel fault simulation test bed for a suspension type driving system of a train frame of a high-speed motor train unit is designed. The test bed is designed by referring to a driving device of a CRH3 type motor train unit train, and comprises a driving device, a gear box transmission device, an inertia simulation device, a force transducer device, a braking device, a T-shaped base rack and the like. The device can simulate and monitor the dynamic behavior and failure modes of a driving system of a high-speed train under the conditions of traction motor power supply harmonic operation, flexible floating tooth type coupling misalignment fault, suspension device rigidity degradation fault, transmission gear meshing fault and gearbox bearing fault.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that system dynamics action and failure mode of simulation and monitoring high-speed motor car group train frame suspension drive arrangement when trouble attitude operation.

In order to solve the above technical problem, the present invention adopts the following technical solution, which is described below with reference to the accompanying drawings:

the example of the utility model refers to train drive gear box shafting structural feature, considers the test bench construction cost, under keeping many coupling power relation conditions to the axle suspension gear box shafting vibration simulation test bench that is independent of train system is established to the mode that reduces the proportion. The test bed consists of a driving device assembly body (1), a gear box transmission device (2), an inertia simulation device (3), a force measuring sensor device (4) and a braking device assembly body (5); in the experimental process, the driving device assembly can simulate and monitor the power supply harmonic operation of the traction motor; the driving device assembly body (1) consists of a driving motor (6), a driving motor support frame (7) and a No. 1 flexible coupling (8); the gearbox transmission device comprises a primary bevel gear transmission gearbox (9), a No. 1 bearing seat assembly body (22) and a No. 2 bearing seat assembly body (23); the No. 1 bearing seat assembly body (22) and the No. 2 bearing seat assembly body (23) have the same structure; the driving device assembly (1) is arranged above a No. 1T-shaped base rack (10) and a No. 2T-shaped base rack (11) through T-shaped bolts; the gear box transmission device (2), the inertia simulation device (3), the force measuring sensor device (4) and the brake device assembly body (5) are arranged on a No. 2T-shaped base rack (11). Through the force measuring sensing device, the dynamic behavior and the failure mode of the driving system under the condition of the bearing fault of the gearbox can be detected.

The primary helical gear transmission gearbox (9) consists of an upper gearbox body (12), a lower gearbox body (13), a high-speed shaft gear (14), a low-speed shaft gear (15), a high-speed shaft (16), a low-speed shaft (17), a high-speed shaft gear positioning spacer bush (18), a low-speed shaft gear positioning spacer bush (19), a small gearbox end cover (20), a large gearbox end cover (21), a No. 1 bearing seat assembly body (22), a No. 2 bearing seat assembly body (23) and a height-adjustable traction support seat (24); the high-speed shaft (16) consists of a No. 1 coupling flange shaft (25), a No. 2 axle (26) and a No. 3 pinion shaft (27); the low-speed shaft (17) consists of a No. 4 shaft coupling flange axle (28) of the low-speed shaft, a No. 5 shaft (29) of the low-speed shaft, a No. 6 shaft coupling flange axle (30) of the low-speed shaft and a No. 7 shaft coupling flange axle (31) of the low-speed shaft; the high-speed shaft gear (14) is sleeved on a No. 3 pinion shaft (27) of the high-speed shaft (16) and is in key connection, the high-speed gear positioning spacer bush (18) is pressed on the left side of a No. 2 axle (26) of the high-speed shaft (16), and the right side of the high-speed shaft gear (14) is positioned through a shaft shoulder; the low-speed shaft gear (15) is sleeved on a No. 5 axle (29) of the low-speed shaft (17) and is in key connection, the low-speed shaft gear positioning spacer bush (19) is pressed on the left side of the No. 5 axle (29) of the low-speed shaft (17), and the right side of the low-speed shaft gear (15) is positioned through a shaft shoulder. The example of the utility model is to set up inertia analogue means (3) on the external low-speed axle (17) of gear box for simulate the big inertia effect of wheel pair wheel.

The small end cover (20) of the gear box is connected with the side surface of the upper box body (12) of the gear box and the side surface of the lower box body (13) of the gear box through bolts; the large end cover (21) of the gear box is connected with the side surfaces of the upper box body (12) and the lower box body (13) of the gear box through bolts. The front end face of the gear box transmission device (2) is connected with the height-adjustable type traction support (24) through a C-shaped rubber pad (37) by a bolt.

The No. 1 bearing seat assembly body (22) consists of a bearing seat support (32), a split bearing bush cover (33), a split bearing seat (34) and a bearing seat end cover (35); the No. 1 bearing seat assembly body (22) and the No. 2 bearing seat assembly body (23) have the same structure; in the experimental process, the bearing can be conveniently replaced, and the dynamic behavior and failure mode of the driving system under the condition of gear box bearing failure can be simulated

The split bearing bush cover (33) is connected with the split bearing seat (34) through a bolt, and the rotation axis of the No. 1 bearing (36) is superposed with the rotation axis of the cylindrical surface formed by the split bearing bush cover (33) and the split bearing seat (34); the No. 1 bearing seat assembly body (22) and the split bearing seats (34) are installed above the No. 2T-shaped base rack (11) through T-shaped bolts in a penetrating connection mode. The bearing assembly body supporting seat support (32) is a box-type structural member and consists of a stand column, a top plate and a bottom plate; the upright post is formed by welding 4 rectangular vertical plates, the top plate is parallel to the bottom plate, and the upright post is welded between the top plate and the bottom plate and is perpendicular to the top plate and the bottom plate; 4 bolt holes are processed on the top plate, and the top plate is connected with the split bearing seat (34) through bolts; 4T type bolt through-holes are evenly distributed on the bottom plate and used for inserting T type bolts to install the support seat bracket of the bearing seat assembly on the working surface of the No. 2T type base rack (11).

The inertia simulation device (3) consists of a low-speed shaft (17), a flywheel (38) and a No. 2 coupling flange shaft (39); the flywheel (38) is coaxially arranged on a No. 7 coupling flange shaft (31) of the low-speed shaft (17) and adopts a key connection mode; in the experimental process, the dynamic behavior of the high-speed train wheel set can be simulated through the inertia simulation device.

The brake device assembly body (5) comprises a magnetic powder brake (40), an L-shaped bracket (41) and a No. 3 flexible coupling (42); the magnetic powder brake (40) is arranged on the No. 2T-shaped base rack (11) through the L-shaped bracket (41); the output shaft of the magnetic powder brake (40) is connected with a No. 3 flexible coupling (42) in a key mode.

Drawings

FIG. 1 is a side view of a high speed train frame suspension drive system fault simulation test bed

FIG. 2 is a front view of a high-speed train frame suspension drive system fault simulation test bed

FIG. 3 is an axonometric view of a base of a fault simulation test bed of a high-speed train frame suspension drive system

FIG. 4 is an axonometric view of a No. 2T-shaped base rack of a high-speed motor train unit frame suspension type driving system fault simulation test bed

FIG. 5 is an axonometric view of a driving motor support of a high-speed train set frame suspension type driving system fault simulation test bed

FIG. 6 is an axonometric view of a gearbox transmission device of a fault simulation test bed of a suspension type driving system of a high-speed train set frame

FIG. 7 is a front view of a high-speed shaft of a high-speed train frame suspension drive system fault simulation test bed

FIG. 8 is a front view of a low-speed shaft of a high-speed train frame suspension drive system fault simulation test bed

FIG. 9 is a side view of a traction support with adjustable height of a high-speed train frame suspension type driving system fault simulation test bed

FIG. 10 is a perspective view of a No. 1 bearing seat assembly body shaft of a high-speed motor train unit train frame suspension type driving system fault simulation test bed

FIG. 11 is an axonometric view of an open bearing seat of a fault simulation test bed of a suspension type driving system of a high-speed train set frame

FIG. 12 is a sectional view of a No. 1 bearing seat of a high-speed train frame suspension drive system fault simulation test bed

FIG. 13 is an axonometric view of an L-shaped bracket of a high-speed train frame suspension type driving system fault simulation test bed

FIG. 14 is an axonometric view of a flywheel device of a fault simulation test bed of a suspension type driving system of a high-speed train frame of a high-speed train unit

The numbers in the figures are respectively: 1. a driving device assembly, 2 gear box transmission devices, 3 inertia simulation devices, 4 force measuring sensor devices, 5 braking device assemblies, 6 driving motors, 7 driving motor support frames, 8.1 flexible couplings, 9 primary bevel gear transmission gear boxes, 10.1T-shaped base racks, 11.2T-shaped base racks 12 gear box upper boxes, 13 gear box lower boxes, 14 high-speed shaft gears, 15 low-speed shaft gears, 16 high-speed shafts, 17 low-speed shafts, 18 high-speed shaft gear positioning spacers, 19 low-speed shaft gear positioning spacers, 20 gear box small end covers, 21 gear box large end covers, 22.1 bearing seat assemblies, 23.2 bearing seat assemblies, 24 height traction adjustable supports, 25 high-speed shaft 1 coupling flange shafts, 26 high-speed shaft 2 axles, 27 high-speed shaft 3 pinion shafts, 28. no. 4 coupling flange shaft of low-speed shaft, No. 5 axle of 29 low-speed shaft, No. 6 coupling flange shaft of 30 low-speed shaft, No. 31 coupling flange shaft of low-speed shaft, No. 7 coupling flange shaft of 32 bearing seat support, 33 split bearing block cover, 34 split bearing seat, 35 bearing seat end cover, No. 36.1 bearing, 37C type rubber pad, 38 flywheel, No. 39.2 coupling flange shaft, 40 magnetic powder brake, 41L type support, No. 42.3 flexible coupling, No. 43.1 connecting plate, No. 44.2 connecting plate

Detailed Description

The invention is described in further detail below with reference to the following figures and detailed description:

referring to fig. 1 to 2, the fault simulation test bed for the suspension type driving system of the high-speed train set frame of the invention comprises a driving device assembly body (1), a gear box transmission device (2), an inertia simulation device (3), a force measuring sensor device (4) and a braking device assembly body (5); the method is characterized in that: the driving device transfer body (1) consists of a driving motor (6), a driving motor support frame (7) and a No. 1 flexible coupling (8); the gearbox transmission device comprises a primary bevel gear transmission gearbox (9), a No. 1 bearing seat assembly body (22) and a No. 2 bearing seat assembly body (23); the No. 1 bearing seat assembly body (22) and the No. 2 bearing seat assembly body (23) have the same structure; the driving device assembly (1) is arranged above a No. 1T-shaped base rack (10) and a No. 2T-shaped base rack (11) through T-shaped bolts; the gear box transmission device (2), the inertia simulation device (3), the force measuring sensor device (4) and the brake device assembly body (5) are arranged on a No. 2T-shaped base rack (11). In the experimental process, the No. 2T-shaped base rack (11) can be placed on a vibration table to carry out the misalignment fault experiment of the flexible floating tooth type coupling.

Referring to fig. 3 to 4, a plurality of parallel T-shaped grooves are distributed on the surfaces of the No. 1T-shaped base rack (10) and the No. 2T-shaped base rack (11) along the long edges to form a multipurpose mounting base; the T-shaped base frame can be manufactured by adopting a casting method or a steel plate welding method. The utility model provides a spare part of eccentric fault detection test bench of high speed train drive arrangement can install on 1 # T type base rack (10) and 2 # T type base rack (11) through T type bolt, T type bolt can move in the T type inslot in the base rack, can realize the mounted position between the spare part through the position of adjustment T type bolt, surface on 1 # T type base rack (10) and 2 # T type base rack (11) simultaneously also has a plurality of rectangle constant head tanks that are parallel to each other, guarantee that the axis of eccentric device fault detection test bench spare part is on same straight line, realize the centering nature of each spare part. The No. 1T-shaped base rack (10) is connected with the No. 2T-shaped base rack (11) through a No. 1 connecting plate (43) and a No. 2 connecting plate (44); no. 1 connecting plate (43) and No. 2 connecting plate (44) are the same in structure. The T-shaped groove structure design of the rack can solve the problems that parts are not fast disassembled and the problem of the fault parts is solved.

Referring to fig. 5, the driving motor support frame (7) of the present invention is a frame-like structure member, and is composed of a top plate at the upper end, a bottom plate at the lower end, and a support plate; the supporting plate consists of arc-shaped rib plates and rib plates at two sides, the arc-shaped rib plates are vertically welded between a top plate at the upper end and a bottom plate at the lower end, and the two arc-shaped rib plates are symmetrically distributed at two sides of the central axis of the top plate and the bottom plate; two bolt through holes for mounting T-shaped bolts are respectively processed on two sides of the lower end bottom plate and are used for inserting the T-shaped bolts to mount the driving motor support frame (7) on the working surface of the No. 1T-shaped base rack (10); 2 threaded through holes are respectively processed on two sides of the top plate at the upper end, and the driving motor (6) is installed on the driving motor support frame (7) through bolt connection.

Referring to fig. 6 to 12, the primary helical gear transmission gearbox (9) described herein is composed of a gearbox upper box body (12), a gearbox lower box body (13), a high-speed shaft gear (14), a low-speed shaft gear (15), a high-speed shaft (16), a low-speed shaft (17), a high-speed shaft gear positioning spacer bush (18), a low-speed shaft gear positioning spacer bush (19), a gearbox small end cover (20), a gearbox large end cover (21), a No. 1 bearing seat assembly body (22), a No. 2 bearing seat assembly body (23), and a height-adjustable traction support (24); the high-speed shaft (16) consists of a No. 1 coupling flange shaft (25), a No. 2 axle (26) of the high-speed shaft and a No. 3 pinion shaft (27); the low-speed shaft (17) consists of a No. 4 shaft coupling flange axle (28) of the low-speed shaft, a No. 5 shaft (29) of the low-speed shaft, a No. 6 shaft coupling flange axle (30) of the low-speed shaft and a No. 7 shaft coupling flange axle (31) of the low-speed shaft; the high-speed shaft gear (14) is sleeved on a No. 3 pinion shaft (27) of the high-speed shaft (16) and is in key connection, the high-speed shaft gear positioning spacer bush (18) is pressed on the left side of a No. 2 axle (26) of the high-speed shaft (16), and the right side of the high-speed shaft gear (14) is positioned through a shaft shoulder; the low-speed shaft gear (15) is sleeved on a No. 5 axle (29) of the low-speed shaft (17) and is in key connection, the low-speed shaft gear positioning spacer bush (19) is pressed on the left side of the No. 5 axle (29) of the low-speed shaft (17), and the right side of the low-speed shaft gear (15) is positioned through a shaft shoulder.

The high-speed shaft (16) and the low-speed shaft (17) are both solid shafts made of Q235 steel and are formed by cold drawing; processing has the axial keyway on 1 shaft coupling flange axle (25) of high-speed axle (16), 1 flexible coupling (8) ring flange (46) suit is the key-type connection at 1 shaft coupling flange axle (25) of high-speed axle (16) to pretightning force through 1 shaft coupling end cover (47) connecting bolt controls the axial relative position of 1 shaft coupling ring flange (46) and 1 shaft coupling flange axle (25) of high-speed axle (16).

The small end cover (19) of the gear box is connected with the side surface of the upper box body (12) of the gear box and the side surface of the lower box body (13) of the gear box through bolts; the large end cover (21) of the gear box is connected with the side surfaces of the upper box body (12) and the lower box body (13) of the gear box through bolts.

The height-adjustable traction support (24) consists of a trapezoidal ribbed plate, a side plate and a bottom plate; the trapezoidal rib plates and the side plates are vertically welded on the bottom plate, and the distances between the trapezoidal rib plates and the central axis of the bottom plate are equal; two annular grooves are uniformly distributed on two sides of the side plate, the lower box body (13) of the gear box is connected with the C-shaped rubber pad (37) through bolts, and the height of the gear box is adjusted in a non-centering mode by the aid of the annular grooves of the side plate of the height-adjustable traction support (24).

The No. 1 bearing seat assembly body (22) consists of a bearing seat support (32), a split bearing bush cover (33), a split bearing seat (34) and a bearing seat end cover (35); no. 1 bearing seat assembly body (22) and No. 2 bearing seat assembly body (23) are the same in structure.

The split bearing seat (34) is a supporting structural member and consists of a semi-cylinder with the upper end horizontally placed and a base with the lower end; the connecting lugs on two sides of the semi-cylinder are respectively provided with a threaded hole, and the two end planes of the semi-cylinder are provided with 4 threaded holes; the split bearing bush cover (33) has the same structure as the split bearing seat (34).

The split bearing bush cover (33) is connected with the split bearing seat (34) through a bolt, and the rotation axis of the No. 1 bearing (36) is superposed with the cylindrical surface rotation axis formed by the split bearing bush cover (33) and the split bearing seat (34); the No. 1 bearing seat assembly body (22) and the split bearing seats (34) are installed above the No. 2T-shaped base rack (11) through T-shaped bolts in a penetrating connection mode.

The bearing assembly supporting seat support (32) is a box-type structural member and consists of a stand column, a top plate and a bottom plate; the upright post is formed by welding 4 rectangular vertical plates, the top plate is parallel to the bottom plate, and the upright post is welded between the top plate and the bottom plate and is perpendicular to the top plate and the bottom plate; 4 bolt holes are processed on the top plate, and the top plate is connected with the split bearing seat (34) through bolts; 4T-shaped bolt through holes are uniformly distributed in the bottom plate and used for inserting T-shaped bolts to install the support seat bracket of the bearing seat assembly on the working surface of the No. 2T-shaped cross beam (11).

The inertia simulation device (3) consists of a low-speed shaft (17), a flywheel (38) and a No. 2 coupling flange shaft (39); the flywheel (38) is coaxially arranged on a No. 7 flywheel shaft (31) of the low-speed shaft (17) and adopts a key connection mode.

The brake device assembly body (5) comprises a magnetic powder brake (40), an L-shaped bracket (41) and a No. 3 flexible coupling (42); the magnetic powder brake (40) is arranged on the No. 2T-shaped base rack (11) through the L-shaped bracket (41); the output shaft of the magnetic powder brake (40) is connected with the No. 3 flexible coupling (42) in a key mode.

Claims (8)

1. A high-speed motor train unit frame suspension type driving system fault simulation test bed comprises a driving device assembly body (1), a gear box transmission device (2), an inertia simulation device (3), a force measuring sensor device (4) and a braking device assembly body (5); the method is characterized in that: the driving device assembly body (1) consists of a driving motor (6), a driving motor support frame (7) and a No. 1 flexible coupling (8); the gearbox transmission device comprises a primary bevel gear transmission gearbox (9), a No. 1 bearing seat assembly body (22) and a No. 2 bearing seat assembly body (23); the No. 1 bearing seat assembly body (22) and the No. 2 bearing seat assembly body (23) have the same structure; the driving device assembly (1) is arranged above a No. 1T-shaped base rack (10) and a No. 2T-shaped base rack (11) through T-shaped bolts; the gear box transmission device (2), the inertia simulation device (3), the force measuring sensor device (4) and the brake device assembly body (5) are arranged on a No. 2T-shaped base rack (11).

2. The high-speed motor train unit frame suspension type driving system fault simulation test bed according to claim 1, wherein the primary bevel gear transmission gear box (9) consists of an upper gear box body (12), a lower gear box body (13), a high-speed shaft gear (14), a low-speed shaft gear (15), a high-speed shaft (16), a low-speed shaft (17), a high-speed shaft gear positioning spacer bush (18), a low-speed shaft gear positioning spacer bush (19), a small gear box end cover (20), a large gear box end cover (21), a No. 1 bearing seat assembly body (22), a No. 2 bearing seat assembly body (23) and a height-adjustable type traction support seat (24); the high-speed shaft (16) consists of a No. 1 coupling flange shaft (25), a No. 2 axle (26) of the high-speed shaft and a No. 3 pinion shaft (27); the low-speed shaft (17) consists of a No. 4 shaft coupling flange axle (28) and a No. 5 shaft coupling flange axle (29) of the low-speed shaft, a No. 6 shaft coupling flange axle (30) of the low-speed shaft and a No. 7 shaft coupling flange axle (31) of the low-speed shaft; the high-speed shaft gear (14) is sleeved on a No. 3 pinion shaft (27) of the high-speed shaft (16) and is in key connection, the high-speed shaft gear positioning spacer bush (18) is pressed on the left side of a No. 2 axle (26) of the high-speed shaft (16), and the right side of the high-speed shaft gear (14) is positioned through a shaft shoulder; the low-speed shaft gear (15) is sleeved on a No. 5 axle (29) of the low-speed shaft (17) and is in key connection, the low-speed shaft gear positioning spacer bush (19) is pressed on the left side of the No. 5 axle (29) of the low-speed shaft (17), and the right side of the low-speed shaft gear (15) is positioned through a shaft shoulder.

3. The high-speed motor train unit frame suspension drive system fault simulation test bed as claimed in claim 2, wherein the small end cover (20) of the gear box and the side surfaces of the upper box body (12) and the lower box body (13) of the gear box are connected through bolts; the large end cover (21) of the gear box is connected with the side surfaces of the upper box body (12) and the lower box body (13) of the gear box through bolts.

4. The high-speed motor train unit frame suspension type driving system fault simulation test bed according to claim 2, characterized in that the front end face of the gear box transmission device (2) is connected with the height-adjustable type traction support (24) through a C-shaped rubber pad (37) by a bolt.

5. The high-speed train frame suspension drive system fault simulation test bed of claim 2, wherein the number 1 bearing seat assembly body (22) is composed of a bearing seat support (32), a split bearing bush cover (33), a split bearing seat (34) and a bearing seat end cover (35).

6. The high-speed motor train unit frame suspended drive system fault simulation test bed of claim 5, characterized in that the split bearing shell cover (33) and the split bearing seat (34) are connected through bolts, the rotation axis of the bearing No. 1 (36) and the rotation axis of the cylindrical surface formed by the split bearing shell cover (33) and the split bearing shell (34) are coincident; the No. 1 bearing seat assembly body (22) and the split bearing seats (34) are installed above the No. 2T-shaped base rack (11) through T-shaped bolts in a penetrating connection mode.

7. The high-speed motor train unit frame suspension drive system fault simulation test bed as claimed in claim 1, wherein the inertia simulation device (3) is composed of a low-speed shaft (17), a flywheel (38) and a No. 2 coupling flange shaft (39); the flywheel (38) is coaxially arranged on a No. 7 coupling flange shaft (31) of the low-speed shaft (17) and adopts a key connection mode.

8. The high-speed motor train unit frame suspension drive system fault simulation test bed of claim 1, wherein the brake device assembly (5) comprises a magnetic powder brake (40), an L-shaped bracket (41) and a No. 3 flexible coupling (42); the magnetic powder brake (40) is arranged on the No. 2T-shaped base rack (11) through the L-shaped bracket (41); the output shaft of the magnetic powder brake (40) is connected with the No. 3 flexible coupling (42) in a key mode.

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