WO2017088602A1 - 一种制动梁疲劳试验台 - Google Patents

一种制动梁疲劳试验台 Download PDF

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Publication number
WO2017088602A1
WO2017088602A1 PCT/CN2016/102117 CN2016102117W WO2017088602A1 WO 2017088602 A1 WO2017088602 A1 WO 2017088602A1 CN 2016102117 W CN2016102117 W CN 2016102117W WO 2017088602 A1 WO2017088602 A1 WO 2017088602A1
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WIPO (PCT)
Prior art keywords
brake
column
load
simulated
tangential
Prior art date
Application number
PCT/CN2016/102117
Other languages
English (en)
French (fr)
Inventor
金星
罗运康
Original Assignee
中车青岛四方车辆研究所有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201610330961.8A external-priority patent/CN105954050B/zh
Priority claimed from CN201610330514.2A external-priority patent/CN105784391B/zh
Application filed by 中车青岛四方车辆研究所有限公司 filed Critical 中车青岛四方车辆研究所有限公司
Priority to AU2016359767A priority Critical patent/AU2016359767B2/en
Priority to RU2017128431A priority patent/RU2653559C1/ru
Priority to US15/546,274 priority patent/US10088387B2/en
Priority to JP2017538683A priority patent/JP6329325B2/ja
Priority to EP16867828.2A priority patent/EP3222984B1/en
Publication of WO2017088602A1 publication Critical patent/WO2017088602A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L27/00—Testing or calibrating of apparatus for measuring fluid pressure
    • G01L27/002—Calibrating, i.e. establishing true relation between transducer output value and value to be measured, zeroing, linearising or span error determination
    • G01L27/005—Apparatus for calibrating pressure sensors
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/027—Test-benches with force-applying means, e.g. loading of drive shafts along several directions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N3/08—Investigating strength properties of solid materials by application of mechanical stress by applying steady tensile or compressive forces
    • G01N3/10—Investigating strength properties of solid materials by application of mechanical stress by applying steady tensile or compressive forces generated by pneumatic or hydraulic pressure
    • G01N3/12—Pressure testing
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/0001—Type of application of the stress
    • G01N2203/0005—Repeated or cyclic
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/0058—Kind of property studied
    • G01N2203/0069—Fatigue, creep, strain-stress relations or elastic constants
    • G01N2203/0073—Fatigue

Definitions

  • the invention belongs to the technical field of rail transit, and in particular relates to a fatigue test bench for a brake beam of a railway freight car.
  • the railway truck brake beam is the most important part of the railway truck's basic braking device.
  • the brake beam can transmit the braking force generated by the brake cylinder to the brake shoe, thereby realizing the vehicle braking.
  • 1 is a schematic structural view of a brake beam 6.
  • the brake beam 6 is a triangular beam-like beam including a horizontal crossbar 61, and a diagonal rod 62 disposed at both end ends of the crossbar 61.
  • the inclined rod 62 is inclined downward.
  • a beam strut 63 is vertically disposed between the point and the crossbar 61, and the mounting direction of the brake beam 6 is horizontal when it is in normal use.
  • the two ends of the brake beam crossbar 61 respectively pass through the intermediate mounting holes of the two brake shoe brackets and are respectively installed in the On the brake shoe, the brake shoe and the simulated brake shoe are installed on the simulated wheel pair.
  • the matching of the simulated brake shoe and the simulated wheel tread should be in accordance with the actual situation.
  • the simulated brake shoe and brake shoe and the simulated brake shoe and the simulated wheel are The installation is firm to ensure that it does not slide during the loading process.
  • the simulated wheel should have the freedom to rotate around its axis, and the degree of freedom of the line of the brake beam end along the tangential direction of the simulated wheel tread is constrained; after the brake beam is installed, The brake beam simultaneously applies two loads of pressure and tangential force, wherein the pressure load acts on the pin hole of the beam support, and the variation range is 0 ⁇ 104.5kN; the tangential load generates a variation range between the simulated wheel tread and the two simulated brake shoes. -43.7kN to 43.7kN.
  • the existing brake beam fatigue test bench has three forms, one is the lateral installation mode of the brake beam.
  • the brake beam is placed on the test bench in the same direction as the actual operation, the method can only be used once.
  • the fatigue test of a brake beam is carried out, and the test efficiency is low.
  • the second type is the lateral placement of the brake beam.
  • This method can test two brake beams at the same time, applying a pressure load by a transverse actuator, and a vertical actuator. Applying a tangential load, but the test bench occupies a large space, and the test rig needs to be separately in the lateral and vertical directions.
  • the third type is the gantry form.
  • the brake beams of this type are vertically placed, and two test tubes can be tested simultaneously.
  • the root brake beam, pressure load and tangential load are applied by the vertical actuator.
  • the overall structural rigidity of the test bench is too small, and large deformation will occur during the fatigue test loading process, which will affect the test load frequency and test efficiency.
  • the current test loading frequency is up to 2.3HZ; the strength of the test gantry is small, and the gantry structure body is prone to fatigue cracks; the gap between the test rig and the tested brake beam connection is too much and difficult to adjust.
  • the application provides a brake beam fatigue test bench.
  • the brake beam fatigue test bench adopts a gantry structure with diagonal bracing, which can improve the vertical and lateral stiffness of the test bench, and the deformation is small during the test, thereby improving
  • the test loading frequency of the test bench improves the test efficiency.
  • a brake beam fatigue test bench for simultaneously testing the fatigue strength of two brake beams comprising a base, and four uprights perpendicular to the base and spaced above the base, the four uprights from the left side of the base
  • the right side of the base is a first column, a second column, a third column and a fourth column, wherein a first tangential force load capable of applying a tangential force load is vertically mounted between the first column and the second column.
  • a first tangential force load actuator is mounted with a simulated wheel on the front and rear sides of the bottom of the actuator; a pressure load actuator capable of applying a pressure load is vertically mounted between the second column and the third column; the third column and A second tangential force load actuator capable of applying a tangential force load is vertically mounted between the fourth uprights, and a simulated wheel is mounted on the front and rear sides of the bottom of the second tangential force load actuator, the second tangential force
  • the load actuator and the first tangential force load actuator are symmetrically arranged centering on the pressure load actuator; the two brake beams are vertically mounted on the front side and the rear side of the column, and the two ends of the brake beam are supported at Simulate the wheel tread.
  • the first tangential force load actuator and the bottom of the second tangential force load actuator are provided with a tangential load distribution beam capable of receiving a tangential load, and the tangential load distribution beam is perpendicular to the front and rear of the column Horizontal setting; the two ends of the tangential load distribution beam are respectively connected to the simulated wheels disposed on the front and rear sides of the column to distribute the tangential load to the simulated wheels standing on both sides of the tangential force load actuator.
  • the simulated wheel is a drum type
  • the upper and lower circular arc surfaces of the drum type simulation wheel are circular treads of different diameters to simulate two different diameter wheels on the same simulated wheel.
  • the front and rear sides of the simulated wheel are provided with a baffle plate, and a connecting beam that can be installed with the tangential load distribution beam is installed in the baffle, and the connecting beam is fixed by the wedge.
  • the tread surface of the simulated wheel is provided with an analog brake shoe matched with the curvature of the tread surface, the brake shoe is arranged on the simulated brake shoe, and a gap eliminating device is arranged between the analog wheel and the brake shoe to eliminate the brake shoe support The gap between the wheel and the analog wheel.
  • the bottom of the pressure load actuator is provided with a pressure load distribution beam that can distribute a pressure load
  • the pressure load distribution beam is horizontally disposed perpendicular to the front and rear of the column, wherein the brake load distribution beam is installed with brakes at both ends thereof.
  • the strut round pin of the beam strut, the beam strut of the brake beam is mounted on the strut round pin to receive the pressure load distributed by the pressure load actuator.
  • a U-shaped connecting block is disposed at both ends of the pressure load distribution beam, and an inverted V-shaped strut connecting block is disposed above each U-shaped connecting block, and both ends of the U-shaped connecting block are connected to both ends of the strut connecting block,
  • a strut round pin is arranged on the strut connecting block; the strut round pin is used to fix the beam strut of the brake beam in a vertical state, and the pressure load is transmitted to the brake beam.
  • the bottom of the first tangential force load actuator is provided with a feedback device that can perform a feedback test on the tangential load, and the feedback device includes a sensor that can sense the magnitude of the tangential load feedback force.
  • the front and rear sides of the column are obliquely provided with diagonal braces.
  • the brake girder fatigue test bench is provided with an analog chute, and both ends of the brake beam pass through the brake shoe in the simulation chute.
  • the guide sleeves at both ends of the brake beam are located in the simulated chute.
  • the guide bushes at both ends of the simulation chute and the brake beam are all prior art, and will not be described herein.
  • the bracing comprises a first set of diagonal braces before and after the first upright and a second set of diagonal braces located before and after the fourth upright; the simulated chute is located between the first upright and the first set of diagonal braces On the bracket or on the bracket between the fourth upright and the second set of diagonal stays.
  • an escalator is disposed on a left side of the first pillar and a right side of the fourth pillar.
  • the top of the column is horizontally provided with a walking platform.
  • a gap eliminating device can be used for eliminating the gap between the simulated wheel and the brake shoe when the above-mentioned brake beam fatigue table test is performed, and the device comprises a connecting block connecting the analog wheel and the brake shoe, the top of the connecting block is The trapezoidal end of the brake shoe is matched with a trapezoidal end, the two sides of the trapezoidal end are sloped surfaces, and the inclined surface is provided with an open slot, and the opening slot is matched with an adjusting block movable in the open slot, and the moving adjustment block is The position in the open slot is to eliminate the gap between the top side of the connecting block and the brake shoe.
  • a convex surface is disposed on an inner surface of the adjusting block, and a slope direction of the slope surface is opposite to a slope direction of an inner surface of the adjusting block. It is especially preferred that the slope direction of the open groove is opposite to the slope direction of the projection, and the two work together to eliminate the gap.
  • the opening groove is disposed along the slope direction of the slope surface, the opening groove is a semi-circular groove, and the adjustment block is provided with a semi-cylindrical protrusion matching the opening groove.
  • one side of the trapezoidal end of the connecting block is provided with an adjusting plate for preventing the adjusting block from loosening, and the connecting block and the adjusting plate are connected by bolts.
  • two opening slots are formed on each slope surface of the connecting block to increase the contact area between the gap eliminating device and the brake shoe.
  • the top end surface of the connecting block is an inclined surface that coincides with the brake shoe mounting surface.
  • the brake beam fatigue test bench of the present application adopts the layout of the gantry frame with the external bracing, which greatly improves the vertical and lateral stiffness of the test bench, and has small deformation during the test, which improves the test loading frequency of the test bench and improves Test efficiency; at the same time, it has greater strength and less stress during the test, which can greatly improve the fatigue life of the test bench structure body and increase the service life of the test bench;
  • the brake beam fatigue test bench of the present application is provided with wheels of different diameters on both sides of the simulated wheel, and can simultaneously simulate two different diameter wheels. When replacing different types of test pieces, it is not necessary to disassemble the simulated wheels of different diameters. Simply rotate the analog wheel to achieve analog wheel replacement of different diameters, which is simple and convenient;
  • the brake beam fatigue test bench of the present application has a clear transmission path of the pressure load and the tangential load; since the tangential load feedback device is adopted, the tangential load after the transfer is applied to the brake beam. After that, its value can be verified. The tester can timely adjust the load applied to the actuator or the structure of the test bench to ensure the accuracy of the test results;
  • the brake beam fatigue test bench of the present application provides a gap eliminating device between the brake shoe and the simulated wheel to improve the test loading frequency and improve the reliability of the test result;
  • the gap eliminating device in the fatigue test bed of the brake beam adopts the connecting block with the open slot of the slope and the adjusting block with the opposite slope to work together to eliminate the gap, and realizes the stepless adjustment of the position of the adjusting block; The role of transmitting loads;
  • the gap elimination device in the fatigue test bed of the brake beam, the upper and lower two adjustment blocks are arranged on each side of the connection block to increase the area of the back plane of the adjustment block and the trapezoidal groove of the brake shoe, which can be better. It acts as a constraint and achieves the role of transmitting loads.
  • the gap elimination device in the fatigue test bed of the brake beam adopts a cylindrical fit between the connection block and the adjustment block, so that the cylindrical adjustment block has a certain degree of rotational freedom, thereby adapting to the manufacturing tolerance of the brake shoe trapezoidal groove. Irregular and fit with it;
  • the adjustment block is installed at the end of the connection block, and the adjustment block after the gap adjustment can be fixed, thereby avoiding the accidental sliding of the adjustment block caused by the vibration.
  • Figure 1 is a schematic view showing the structure of a brake beam
  • Figure 2 is a front view of the brake beam fatigue test rig
  • Figure 3 is a cross-sectional view taken along line A-A of Figure 2;
  • Figure 4 is a schematic view of tangential load distribution
  • Figure 5 is a schematic view of pressure load distribution
  • Figure 6 is a schematic structural view of a brake shoe holder
  • Figure 7 is a schematic structural view of a brake shoe
  • Figure 8 is a front elevational view of the gap eliminating device
  • Figure 9 is a side view showing a part of the structure of the gap eliminating device.
  • Figure 10 is a side view of the connecting block
  • Figure 11 is a front view of the connection block.
  • FIGS. 3-7, 9 and 10 can be regarded as being consistent.
  • the terms “first”, “second”, “third”, and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
  • Figure 2 is a front elevational view of the brake beam fatigue test rig of the present application.
  • a brake beam fatigue test bench for simultaneously testing the fatigue strength of two brake beams including a base 1, and four uprights perpendicular to the base 1 and spaced above the base 1, the four uprights from the base 1 left
  • the square to the right of the base 1 is a first upright 81, a second upright 82, a third upright 83, and a fourth upright 84.
  • first upright 81 and a first tangential force load actuator 3 capable of applying a tangential force load is vertically mounted between the second uprights 82, and the simulated wheel 2 is symmetrically mounted on the front and rear sides of the bottom of the first tangential force load actuator 3;
  • a pressure can be applied between the second column 82 and the third column 83 a load-bearing pressure load actuator 5;
  • a second tangential force load actuator 4 capable of applying a tangential force load is vertically mounted between the third upright 83 and the fourth upright 84, and the second tangential force load is actuated
  • the simulated wheel 2 is symmetrically mounted on the front and rear sides of the bottom of the device 4, and the second tangential force load actuator 4 and the first tangential force load actuator 3 are symmetrically arranged centering on the pressure load actuator 5;
  • the moving beams 6 are vertically mounted on the front side and the rear side of the column, respectively.
  • the simulated brake shoe 21 is mounted on the simulated wheel 2, and the brake shoe 10 is disposed on the simulated brake shoe 21; the brake beam 6 is disposed on the simulated brake shoe 21 by means of the brake shoe 10 .
  • the vertical structure of the above structure is arranged perpendicular to the ground.
  • the vertical stiffness of the fatigue test bench of the brake beam is larger than the vertical stiffness of the two column structures in the prior art, which is more conducive to increasing the loading frequency.
  • the first tangential force load actuator 3 and the bottom of the second tangential force load actuator 4 are each provided with a tangential load distribution beam 24 that can receive a tangential load.
  • the tangential load distribution beam 24 is disposed perpendicular to the column and horizontally before and after; the two ends of the tangential load distribution beam 24 are respectively connected to the simulated wheel 2 disposed on the front and rear sides of the column to distribute the tangential load to the tangential force load.
  • the simulated wheels 2 on both sides of the actuator as an embodiment, the simulated wheels 2 are symmetrically arranged such that the tangential load distribution beams 24 are evenly distributed to both ends after being stressed.
  • the tangential load is applied to the circumferential tangential direction of the tread radius of the simulated wheel 2, and round pins are provided at the horizontal radius of the simulated wheel 2, respectively connecting the ends of the tangential load distribution beam 24.
  • the simulated wheel 2 in the present application is preferably a drum type, that is, it includes two end faces that are oppositely disposed vertically, and two ends of the connection.
  • the two circular arc faces of the end face are placed on the arc surface of the simulated wheel 2 when the simulated wheel 2 is mounted, and the upper and lower circular arc faces of the drum-shaped simulated wheel are circular treads of different diameters, so that When it is necessary to simulate wheels of different diameters, it is only necessary to rotate a certain angle to simulate two different diameter wheels on the same simulated wheel.
  • the front and rear baffles of the simulated wheel 2 (located inside the simulated wheel, not shown) are mounted with a connecting beam 23 mountable to the tangential load distribution beam 24, and wedges are mounted. 231 fixes the connecting beam 23.
  • the simulated brake wheel 21 is provided with a simulated brake shoe 21 matched with the tread curvature, and the brake shoe brake shoe 10 is disposed on the simulated brake shoe 21, and a trapezoidal gap eliminating device is disposed between the brake shoe 10 and the simulated wheel 2. 22, to eliminate the gap between the brake shoe 10 and the simulated wheel 2.
  • the analog wheel 2 is provided with a U-shaped groove 25 for placing the lower portion of the gap eliminating device 22; at this time, in order to facilitate the placement of the gap eliminating device 22, the tile back 211 of the simulated brake shoe 21 is The removal, that is, the simulated brake shoe 21 is a segmented tile, the upper portion of the gap eliminating device 22 is located in the trapezoidal groove of the brake shoe 10, and the lower portion is located in the U-shaped groove 25.
  • the simulated wheel 2 in the present application can be made by welding steel plates, the center hole is made of round steel car, and the web is simulated by two 16mm steel plates. Since only the tread surface of the contact part of the simulated brake shoe 21 is used, the wheel 2 will be simulated. It is made into a drum type, a part of the circumference is removed to arrange the tangential load application point, and a U-shaped groove 25 is opened to connect the simulated wheel with the brake beam brake shoe through the gap eliminating device.
  • the brake beam 6 is matched with the simulated wheel tread, and the cross bar 61 is not linear, but forms a slope of 1:20, so that the brake shoe mounting surface also produces a slope of 1:20, therefore, the present application
  • the simulated wheel tread portion has a taper of 1:20, so that after the brake shoe 10 is mounted with the simulated brake shoe 21, the simulated brake shoe 21 forms a gap-free fit with the simulated wheel 2.
  • the upper surface and the lower surface of the simulated brake shoe 21 are respectively a cylindrical surface and a conical surface that can be matched with the simulated wheel 2 and the brake shoe.
  • FIG. 5 is a schematic illustration of pressure load distribution in the present application.
  • the bottom of the pressure load actuator 5 is provided with a pressure load distribution beam 51 that can distribute a pressure load.
  • the pressure load distribution beam 51 is disposed perpendicular to the column and horizontally before and after, and the brake load distribution beam 51 is mounted with brakes at both ends thereof.
  • the strut round pin 52 of the beam strut 63, the beam strut 63 of the brake beam is mounted on the strut round pin 52 to receive the pressure load distributed by the pressure load actuator 5.
  • the pressure load distribution beam 51 is equipped with a pressure load.
  • the pressure load distribution beam 51 is perpendicular to the column and horizontally disposed.
  • the U-shaped connection block 53 is symmetrically disposed at both ends of the pressure load distribution beam 5, and the inverted V-shaped portion is disposed above the U-shaped connection block 53.
  • the pillar connecting block 54 is connected at both ends of the U-shaped connecting block 53 to both ends of the pillar connecting block 54.
  • the pillar connecting block 54 is provided with a pillar round pin 52.
  • the beam stay 63 of the brake beam is mounted on the pillar round pin 52, and is in a vertical state. .
  • the pressure load actuator 5 uniformly applies the load to the beam strut 63 of the two brake beams through the pressure load distribution beam 51, and the two ends of the pressure load distribution beam 51 are respectively connected to the strut round pin 52;
  • the maximum load of the pressure load actuator 5 is twice the specified pressure load.
  • the bottom of the first tangential force load actuator 3 is provided with a feedback device 7 capable of feedback testing the tangential load, the feedback device 7 including an inductive tangential direction A sensor that measures the magnitude of the load.
  • the front and rear sides of the column may be obliquely provided with the diagonal stay 11.
  • the left side of the first pillar 81 and the right side of the fourth pillar 84 are provided with an escalator for the user to walk; the top of the pillar is horizontally provided with a walking platform to facilitate inspection and installation of the structure in the present application.
  • the brake shoe for a vehicle is mounted on the brake shoe 10, and the brake shoe and the brake shoe 10 are connected by a brake shoe pin, and the brake shoe is located inside the brake shoe 10; as shown in FIG.
  • the tile has an outwardly protruding trapezoidal tile back 211; as shown in FIG. 6, the bottom of the brake shoe 10 is provided with a concave trapezoidal groove 101 which can match the tile back 211 of the brake shoe 21, that is, the tile back 211 and the trapezoid
  • the connection portion between the grooves 101 is trapezoidal.
  • the tile back 211 of the simulated brake shoe 21 used in the embodiment is removed, that is, the simulated brake shoe 21 is Two separate brake shoes; the simulated brake shoe 21 is located on the inner side of the brake shoe 10, and is also located in the brake shoe 10 and the die Between the wheel 2, a gap eliminating device 22 is arranged between the brake shoe 10 and the simulated wheel 2; to ensure the test loading frequency and to avoid additional impact force in the test.
  • the gap eliminating device 22 in the figure can be used to eliminate the gap between the simulated wheel 2 and the brake shoe 10 during the test of the brake beam fatigue test bench, including the connecting block 222 for connecting the simulated wheel 2 and the brake shoe 10, and the connecting block.
  • the top of the 222 is a trapezoidal end 2223 matching the trapezoidal groove 101 of the brake shoe 10, and the two sides of the trapezoidal end 2223 are sloped surfaces 2224 (as shown in FIG. 10), and the sloped surface 2224 is provided with an opening groove 2221.
  • the opening groove 2221 is matched with an adjusting block 223 movable in the opening groove 2221, and the position of the movement adjusting block 223 in the opening groove 2221 is eliminated to eliminate the gap between the top side of the connecting block and the brake shoe 10, that is, the slope surface 2224 A gap with the trapezoidal groove 101 of the brake shoe.
  • the upper portion of the connection block 222 is a trapezoidal end 2223 that matches the trapezoidal groove 101 of the brake shoe 10, as shown in FIGS.
  • the opening groove 2221 is disposed along the slope direction of the trapezoidal end slope surface 2224, preferably extends through the front and rear end faces of the connecting block 222, and the opening groove 2221 is a semi-circular groove; the adjusting block 223 is provided with the opening groove 2221 matched semi-cylindrical projection 2231.
  • the thickness of the adjusting block 223 decreases inward from the surface of the trapezoidal end 2223, and the changing slope is opposite to the slope surface 2224.
  • FIG. 9 shows a state in which the thickness of the adjusting block 223 is thinned from front to back; thus, When the gap is eliminated, the position of the adjusting block 223 is adjusted such that the protrusion 2231 moves inward along the opening groove 2221, and a position can always be found such that the outer side of the adjusting block 223 is parallel and in contact with the side surface of the brake shoe trapezoidal groove 101; Similar to wedges.
  • the above-mentioned opening groove 2221 and the protrusion 2231 are preferably semi-circular in that the contact of the curved surface has a certain degree of rotational freedom when the position is adjusted, and is more rotatable, and is adapted to the slope of the contact surface due to different tolerances. .
  • an adjustment plate 221 (shown in FIG. 8) for preventing the adjustment block 223 from being loosened is mounted on the trapezoidal end 2223 side, and the connection block 222 is
  • the adjusting plate 221 is fixedly connected to each other, preferably by bolts.
  • the adjusting plate 221 is provided with an adjusting bolt 224.
  • the adjusting bolt 224 is located at one side of the adjusting block 223.
  • the adjusting block 223 is moved along the opening slot 2221.
  • the adjustment block 223 adjusted in place is pressed by the adjusting bolt 224 to prevent the turbulence of the adjusting block 223 due to vibration during the test.
  • the mounting hole 2222 is formed on the end surface of the connecting block 222, which is easily conceivable by those skilled in the art, and will not be described herein.
  • the number of the opening slots 2221 formed on each side of the connecting block 222 is two. Accordingly, the number of the adjusting blocks 223 is correspondingly increased, which is advantageous in that the adjusting block 223 can be added. In the area in contact with the brake shoe trapezoidal groove 101, the brake shoe 10 and the simulated wheel 2 can be better restrained and transmitted.
  • the slope of the mounting surface of the brake shoe 10 is generally 1:20.
  • the top end surface of the connection block 222 is set to be the same with the brake shoe 10 An inclined surface with the same mounting surface.
  • the tread surface of the simulated wheel 2 is slotted and embedded in the connecting block 222; the simulated brake shoe 21 (without the tile back 211) is mounted to the simulated wheel tread by welding or bolt pressing; the analog brake
  • the brake beam brake shoe 10 is mounted on the upper side of the shoe 21, the upper portion of the connection block 222 is installed in the trapezoidal groove 101 of the brake shoe holder, the lower portion of the connection block 222 is installed in the U-shaped groove 25, and the adjustment block 223 is mounted on the connection block 222.
  • the adjusting plate 221 is fixedly mounted, and then the adjusting block 224 is continuously adjusted to facilitate the adjusting block 223 and The sealing of the brake shoe trapezoidal groove 101, or to be attached, is used for fixing between the two.
  • the pressure load actuator 5 is stowed, and the pressure load load beam can be slightly jacked up with two jacks to facilitate the installation of the brake beam 6;
  • the inner side of the crossbar 62 is brought into contact with the positioning rod by fine adjustment, and the beam stay 63 remains vertically and is located above the pressure load distribution beam 24 (if necessary) Plumb), the brake shoes on both sides are attached to the curved surface of the simulated brake shoe 21, and the brake beam 6 is positioned but not fixed;
  • the jacks can be lowered and removed. If fine adjustment is required during the installation process, the gap elimination device 22 needs to be loosened and then adjusted;
  • the beam stay 63 is in a vertical state.
  • the load applied by the brake beam 6 is the pressure load and the tangential load.
  • the load is ultimately transmitted to the simulated wheel 2 such that the simulated wheel 2 is subjected to vertical downward loads and torques that are simulated by the support of the wheel 2 and the reaction force provided by the simulated chute Balance; the torque caused by the tangential load is also balanced by the reaction force provided by the simulated chute.

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  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Biochemistry (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Investigating Strength Of Materials By Application Of Mechanical Stress (AREA)
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  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)

Abstract

一种制动梁（6）疲劳试验台，用于同时试验两根制动梁（6）的疲劳强度，包括底座（1），以及垂直于底座（1）并间隔设置在底座（1）上方的四根立柱（81，82，83，84），第一立柱（81）与第二立柱（82）之间垂向安装有第一切向力载荷作动器（3），第一切向力载荷作动器（3）底部的前后两侧安装有模拟车轮（2）；第二立柱（82）与第三立柱（83）之间垂向安装有压力载荷作动器（5）；第三立柱（83）与第四立柱（84）之间垂向安装有第二切向力载荷作动器（4），第二切向力载荷作动器（4）底部的前后两侧安装有模拟车轮（2），所述制动梁（6）疲劳试验台提高了试验台的垂向、横向刚度。

Description

一种制动梁疲劳试验台 技术领域
本发明属于轨道交通技术领域，尤其涉及一种用于铁路货车制动梁的疲劳试验台。
背景技术
铁路货车制动梁是铁路货车基础制动装置中最重要的部分，在车辆实施制动操作时，制动梁能够将制动缸产生的制动力传递给闸瓦，进而实现车辆制动。图1是制动梁的结构示意图，制动梁6为一个类三角梁，其包括水平方向的横杆61，以及设置在横杆61两端端部的斜杆62，斜杆62向下倾斜相交于一点，该点与横杆61之间竖直设置有梁支柱63，制动梁6在正常使用过程中，其安装方向为水平设置。
为了保证制动梁的运用可靠性，需要对其进行疲劳试验，制动梁进行疲劳试验时，制动梁横杆61的两端分别穿过两个闸瓦托的中间安装孔并分别安装在闸瓦托上，通过闸瓦托和模拟闸瓦安装在模拟轮对上，模拟闸瓦和模拟车轮踏面的配合应符合实际情况，模拟闸瓦和闸瓦托及模拟闸瓦与模拟车轮之间安装牢固，保证加载过程中不滑动，模拟车轮应具有绕其轴心转动的自由度，约束制动梁端头沿模拟车轮踏面切向的线位移自由度；在制动梁安装完毕后，对制动梁同时施加压力和切向两种载荷，其中压力载荷作用在梁支柱销孔上，变化范围为0～104.5kN；切向载荷通过模拟车轮踏面和两个模拟闸瓦之间产生变化范围-43.7kN～43.7kN。
目前，现有制动梁疲劳试验台有三种形式，一种是制动梁横向安装方式，该种方式虽然制动梁在试验台上摆放方向与实际运用时一致，但该方式一次只能进行一根制动梁的疲劳试验，试验效率低；第二种是制动梁横向放置方式，该方式可同时试验两根制动梁，采用横向作动器施加压力载荷，垂向作动器施加切向载荷，但是该种试验台占地空间大，且该试验台在横向和垂向需要分别 施加载荷，试验台结构复杂，且无法更换不同车轮直径的模拟车轮，无法适应不同型号的制动梁；第三种为龙门架形式，该种方式的制动梁垂向放置，可同时试验两根制动梁，压力载荷与切向载荷均通过垂向作动器施加，该试验台整体结构刚度偏小，疲劳试验加载过程中会出现较大的变形，影响试验加载频率的提高和试验效率的提高，目前试验加载频率最大为2.3HZ；试验台龙门架强度较小，龙门架结构本体易出现疲劳裂纹；试验台与被试制动梁连接部位的间隙过多且不易调整。
发明内容
本申请提供了一种制动梁疲劳试验台，所述制动梁疲劳试验台采用具有斜撑的龙门架结构，可提高试验台的垂向、横向刚度，在试验过程中变形小，进而提高了试验台的试验加载频率，提高了试验效率。
为了达到上述目的，本申请采用的技术方案为：
一种制动梁疲劳试验台，用于同时试验两根制动梁的疲劳强度，包括底座，以及垂直于底座并间隔设置在底座上方的四根立柱，所述四根立柱自底座左方至底座右方依次为第一立柱、第二立柱、第三立柱以及第四立柱，其中，第一立柱与第二立柱之间垂向安装有可施加切向力载荷的第一切向力载荷作动器，第一切向力载荷作动器底部的前后两侧安装有模拟车轮；第二立柱与第三立柱之间垂向安装有可施加压力载荷的压力载荷作动器；第三立柱与第四立柱之间垂向安装有可施加切向力载荷的第二切向力载荷作动器，第二切向力载荷作动器底部的前后两侧安装有模拟车轮，第二切向力载荷作动器与第一切向力载荷作动器以压力载荷作动器为中心对称设置；两根制动梁竖直安装于立柱的前侧以及后侧，制动梁的两端支撑于模拟车轮踏面上。
优化地，所述第一切向力载荷作动器以及第二切向力载荷作动器的底部均设置有可接收切向载荷的切向载荷分配梁，切向载荷分配梁垂直于立柱前后水平设置；切向载荷分配梁的两端分别连接设置于立柱前后侧的模拟车轮，以将切向载荷分配至分立于切向力载荷作动器两侧的模拟车轮上。
优选地，所述模拟车轮为鼓型，所述鼓型模拟车轮的上下两段圆弧面为直径不等的圆弧踏面，以在同一模拟车轮上模拟两种不同直径的车轮。
优选地，所述模拟车轮的前、后设置有挡板，挡板中安装有可与切向载荷分配梁安装的连接梁，并用楔块对连接梁进行固定。
优选地，所述模拟车轮的踏面上设置有与踏面弧度相匹配的模拟闸瓦，模拟闸瓦上设置闸瓦托，模拟车轮与闸瓦托之间设置有间隙消除装置，以消除闸瓦托与模拟车轮之间的间隙。
优选地，所述压力载荷作动器的底部设置有可分配压力载荷的压力载荷分配梁，压力载荷分配梁垂直于立柱前后水平设置，其中，压力载荷分配梁的两端安装有可安装制动梁支柱的支柱圆销，制动梁的梁支柱安装在支柱圆销上以接收压力载荷作动器分配的压力载荷。
优选地，所述压力载荷分配梁的两端均设置U型连接块，每个U型连接块上方均设置倒V型的支柱连接块，U型连接块两端连接支柱连接块的两端，支柱连接块上设置支柱圆销；支柱圆销用于固定制动梁的梁支柱呈垂直状态，并将压力载荷传给制动梁。
优选地，所述第一切向力载荷作动器的底部设置有可对切向载荷进行反馈测试的反馈装置，该反馈装置包括可感应切向载荷反馈力大小的传感器。
优选地，所述立柱的前后两侧倾斜设置有斜撑。
优选地，所述制动梁疲劳试验台上设置模拟滑槽，制动梁的两端穿过闸瓦托位于模拟滑槽中。具体地讲，制动梁两端的导套位于模拟滑槽中。在实际试验中，为了更好地将制动梁固定在试验台上，模拟滑槽和制动梁两端的导套均属于现有技术，此处不再赘述。
优选地，所述斜撑包括位于第一立柱前后的第一组斜撑和位于第四立柱前后的第二组斜撑；所述模拟滑槽位于第一立柱和第一组斜撑之间的支架上或第四立柱和第二组斜撑之间的支架上。
优选地，所述第一立柱左侧以及第四立柱的右侧设置有扶梯。
优选地，所述立柱的顶部水平设置有走台。
一种间隙消除装置，可用于消除上述制动梁疲劳台试验时模拟车轮与闸瓦托之间的间隙，所述装置包括可连接模拟车轮与闸瓦托的连接块，连接块的顶部为与闸瓦托上梯形槽相匹配的梯形端，所述梯形端的两侧为坡度面，所述坡度面上开设有开口槽，开口槽内匹配有可在开口槽内移动的调整块，移动调整块在开口槽内的位置，以消除连接块顶部侧面与闸瓦托之间的间隙。
优选地，所述调整块的内面上设置凸起，所述坡度面的坡度方向与调整块内面的坡度方向相反。尤其优选，开口槽的坡度方向与凸起的坡度方向相反，二者协同工作消除间隙。
优选地，开口槽沿坡度面的坡度方向设置，开口槽为半圆弧形凹槽，调整块上设置有与开口槽相匹配的半圆柱形凸起。
优选地，连接块上梯形端一侧安装有可防止调整块松动的调整板，连接块与调整板之间通过螺栓连接。
优选地，连接块每侧坡度面上开设的开口槽为两个，以增加间隙消除装置与闸瓦托之间的接触面积。
优选地，连接块的顶部端面为与闸瓦托安装面相一致的倾斜面。
与现有技术相比，本申请的优点和积极效果在于：
1、本申请的制动梁疲劳试验台，采用外加斜撑的龙门架布局，大大提高了试验台的垂向、横向刚度，在试验过程中变形小，提高了试验台的试验加载频率，提高试验效率；同时，具有较大的强度，试验过程中的应力小，可大幅提高试验台结构本体的疲劳寿命，增长试验台的服役年限；
2、本申请的制动梁疲劳试验台，在模拟车轮的两侧面设置直径不同的车轮，可同时模拟两种不同直径车轮，在更换不同型号试件时，不必拆装不同直径的模拟车轮，只需将模拟车轮旋转即可实现不同直径的模拟车轮更换，简单方便；
3、本申请的制动梁疲劳试验台，其压力载荷和切向载荷的传递路线明晰；由于采用了切向载荷反馈装置，使得经过传递后的切向载荷在被施加到制动梁 后，其数值能得以验证。试验人员可以及时对作动器施加载荷或试验台结构进行及时调整，保证试验结果准确性；
4、本申请的制动梁疲劳试验台，在闸瓦托与模拟车轮之间设置间隙消除装置，提高试验加载频率，提升试验结果的可靠性；
5、制动梁疲劳试验台中的间隙消除装置，采用了具有坡度的开口槽的连接块以及具有相反坡度的调整块协同工作来消除间隙，实现了调整块位置的无级调整；同时还实现了传递载荷的作用；
6、制动梁疲劳试验台中的间隙消除装置，连接块上每个侧面设置有上、下两个调整块，以增加调整块背部平面部分与闸瓦托梯形槽接触的区域，能够更好的起到约束作用并实现了传递载荷的作用。
7、制动梁疲劳试验台中的间隙消除装置，连接块与调整块之间采用圆柱配合，使得圆柱形的调整块具有一定的转动自由度，进而适应闸瓦托梯形槽由于制造公差带来的不规则并与之贴合；
8、制动梁疲劳试验台中的间隙消除装置，连接块端部安装有调整板，可对间隙调整后的调整块进行固定，避免了由于振动造成的调整块意外滑动。
附图说明
图1为制动梁的结构示意图；
图2为制动梁疲劳试验台的前视图；
图3为图2中A-A向剖视图；
图4为切向载荷分配的示意图；
图5为压力载荷分配的示意图；
图6为闸瓦托的结构示意图；
图7为闸瓦的结构示意图；
图8为间隙消除装置的前视图；
图9为间隙消除装置部分结构的侧视图；
图10为连接块的侧视图；
图11为连接块的前视图。
其中：1、底座；2、模拟车轮；21、模拟闸瓦；22、间隙消除装置；221、调整板；222、连接块；2221、开口槽；2222、安装孔；2223、梯形端；2224、坡度面；223、调整块；2231、凸起；224、调整螺栓；225、螺栓；23、连接梁；231、楔块；24、切向载荷分配梁；25、U形槽；3、第一切向载荷作动器；4、第二切向载荷作动器；5、压力载荷作动器；51、压力载荷分配梁；52、支柱圆销；53、U型连接块；54、支柱连接块；6、制动梁；61、横杆；62、斜杆；63、梁支柱；7、反馈装置；81、第一立柱；82、第二立柱；83、第三立柱；84、第四立柱；9、斜撑；10、闸瓦托；101、梯形槽。
具体实施方式
下面，通过示例性的实施方式对本申请进行具体描述。然而应当理解，在没有进一步叙述的情况下，一个实施方式中的元件、结构和特征也可以有益地结合到其他实施方式中。同时，在本申请的描述中，需要说明的是，制动梁疲劳试验台中的术语“上”、“下”、“前”、“后”、“顶部”、“底部”等指示的方位或位置关系多为基于附图2所示的位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能完全理解为对本申请的限制。本申请给出的附图中，图3-7、图9和图10的视图方向，可看做是一致的。此外，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性。
图2是本申请中制动梁疲劳试验台的前视图。制动梁疲劳试验台，用于同时试验两根制动梁的疲劳强度，包括底座1，以及垂直于底座1并间隔设置在底座1上方的四根立柱，所述四根立柱自底座1左方至底座1右方依次为第一立柱81、第二立柱82、第三立柱83以及第四立柱84，间隔设置的四根立柱之间形成了三个空档，其中，第一立柱81与第二立柱82之间垂向安装有可施加切向力载荷的第一切向力载荷作动器3，第一切向力载荷作动器3底部的前后两侧对称安装有模拟车轮2；第二立柱82与第三立柱83之间垂向安装有可施加压力 载荷的压力载荷作动器5；第三立柱83与第四立柱84之间垂向安装有可施加切向力载荷的第二切向力载荷作动器4，第二切向力载荷作动器4底部的前后两侧对称安装有模拟车轮2，第二切向力载荷作动器4与第一切向力载荷作动器3以压力载荷作动器5为中心对称设置；两根制动梁6分别竖直安装于立柱的前侧以及后侧，图2中仅能看到位于前侧的制动梁6，制动梁6的两端支撑于模拟车轮2踏面上。作为一种实施方式，模拟车轮2上安装模拟闸瓦21，模拟闸瓦21上设置闸瓦托10；制动梁6依靠闸瓦托10设置在模拟闸瓦21上。
上述结构的设置，垂向设置是指垂直于地面设置，制动梁疲劳试验台垂向刚度较现有技术中两根立柱结构的垂向刚度大，更利于提高加载频率。
如图3和图4所示，本申请中第一切向力载荷作动器3以及第二切向力载荷作动器4的底部均设置有可接收切向载荷的切向载荷分配梁24，切向载荷分配梁24垂直于立柱、前后水平设置；切向载荷分配梁24的两端分别连接设置于立柱前后侧的模拟车轮2，以将切向载荷分配至分立于切向力载荷作动器两侧的模拟车轮2上；作为一种实施方式，模拟车轮2为对称设置，这样切向载荷分配梁24受力后即可均匀分配至两端。
如图4所示，切向载荷施加在模拟车轮2的踏面半径圆周切线方向，在模拟车轮2水平半径处设置圆销，分别连接切向载荷分配梁24两端。
另外，本申请中为了能适用多种模拟车轮型号，同时减少更换模拟车轮的次数，本申请中的模拟车轮2优选为鼓型，即其包括对立竖直设置的两端端面，以及连接两端端面的两段圆弧面，在安装模拟车轮2时，将模拟车轮2的圆弧面上下放置，所述鼓型模拟车轮的上下两段圆弧面为直径不等的圆弧踏面，这样，在需要模拟不同直径的车轮时，只需要旋转一定角度，即可实现在同一模拟车轮上模拟两种不同直径的车轮。为了进一步说明本申请中鼓型模拟车轮的优势，举一具体的实施例进行说明：为了适合L-B型制动梁(车轮直径840mm，闸瓦托中心线偏角12度)和L-B1型制动梁(车轮直径915mm，闸瓦托偏角14度)疲劳试验，在模拟车轮上分别制作了直径840mm和915mm的两段圆弧踏 面，只要将模拟车轮转动180度，即可实现两种车轮直径的转换。
进一步参考图4，模拟车轮2的前、后设置挡板(位于模拟车轮内部，图中未示出)，挡板中安装有可与切向载荷分配梁24安装的连接梁23，并用楔块231对连接梁23进行固定。
模拟车轮2的踏面上设置有与踏面弧度相匹配的模拟闸瓦21，模拟闸瓦21上设置制动梁闸瓦托10，闸瓦托10与模拟车轮2之间设置有梯形的间隙消除装置22，以消除闸瓦托10与模拟车轮2之间的间隙。作为另一种实施方式，模拟车轮2上开设U形槽25，U形槽25用于放置间隙消除装置22下部；此时为便于间隙消除装置22的放置，模拟闸瓦21的瓦背211被去除，即模拟闸瓦21为分段的瓦片，间隙消除装置22上部位于闸瓦托10的梯形槽中，下部位于U形槽25中。
本申请中的模拟车轮2可采用钢板焊接制成，中心孔用圆钢车加工制作，腹板用两片16mm钢板模拟，因只用到模拟闸瓦21接触部分的踏面，所以将模拟车轮2制作成鼓型，去除部分圆周用以布置切向载荷作用点，并开U形槽25，以通过间隙消除装置将模拟车轮与制动梁闸瓦托连接起来。制动梁6为能与模拟车轮踏面配合，其横杆61并非直线型，而是形成1:20的坡度，这样就导致闸瓦安装面也随着产生1:20的坡度，因此，本申请中的模拟车轮踏面部分具有1:20的锥度，使得闸瓦托10在装上模拟闸瓦21后，模拟闸瓦21与模拟车轮2形成无间隙的配合。另外，为了实现无间隙配合，本申请的实施方式中，模拟闸瓦21的上表面和下表面分别为能与模拟车轮2和闸瓦托配合的圆柱面和圆锥面。
图5是本申请中压力载荷分配的示意图。压力载荷作动器5的底部设置有可分配压力载荷的压力载荷分配梁51，压力载荷分配梁51垂直于立柱、前后水平设置，其中，压力载荷分配梁51的两端安装有可安装制动梁支柱63的支柱圆销52，制动梁的梁支柱63安装在支柱圆销52上，以接收压力载荷作动器5分配的压力载荷。
作为另一种实施方式，如图5所示，压力载荷作动器5的底部设置有可分 配压力载荷的压力载荷分配梁51，压力载荷分配梁51垂直于立柱、前后水平设置，压力载荷分配梁5的两端对称设置U型连接块53，U型连接块53上方设置倒V型的支柱连接块54，U型连接块53两端连接支柱连接块54的两端，支柱连接块54上设置支柱圆销52；制动梁的梁支柱63安装在支柱圆销52上，呈垂直状态。
上述中，压力载荷作动器5将载荷通过压力载荷分配梁51均匀施加到两根制动梁的梁支柱63处，所述压力载荷分配梁51两端分别连接支柱圆销52；该方式使得压力载荷作动器5的最大载荷为规定的压力载荷的2倍。压力载荷在传递时，梁支柱63和压力载荷作动器5的连接处通过销子(支柱圆销52)连接，这样的好处在于，减少焊接件，增加加工件，可提高装配精度，同时结构可沿支柱圆销52做轻微转动且力的作用距离保持不变，可有效解决制动梁制造、装配公差所带来的试件安装不配套，同时还能保证加载精度。
如图2中所示，作为另一种实施方式，第一切向力载荷作动器3的底部设置有可对切向载荷进行反馈测试的反馈装置7，该反馈装置7包括可感应切向载荷反馈力大小的传感器。
为了使本申请的结构更稳固，立柱的前后两侧还可以倾斜设置有斜撑11。
为了检修的方便，第一立柱81左侧以及第四立柱84的右侧设置有可供使用者行走的扶梯；立柱的顶部水平设置有走台，以便于检修以及安装本申请中结构。
现有技术中，车辆用闸瓦是安装在闸瓦托10上，闸瓦与闸瓦托10之间通过闸瓦销连接，闸瓦位于闸瓦托10的内侧；如图7所示，闸瓦上具有向外突出的梯形瓦背211；如图6所示，闸瓦托10的底部设置有能与闸瓦21上瓦背211相匹配的内凹梯形槽101，即瓦背211与梯形槽101之间的连接部位为梯形。作为一种优选的实施方式，在对制动梁进行疲劳试验时，为了保证间隙消除装置的设置，本实施方式中采用的模拟闸瓦21的瓦背211被移除，即模拟闸瓦21为两段分开的闸瓦；模拟闸瓦21位于闸瓦托10的内侧，也位于闸瓦托10与模 拟车轮2之间，闸瓦托10与模拟车轮2间设置间隙消除装置22；以保证试验加载频率和避免试验中附加冲击力。
图8和图9分别是本申请中间隙消除装置的前视图以及侧视图(以图2为参考基础)。图中的间隙消除装置22，可用于消除制动梁疲劳试验台试验时模拟车轮2与闸瓦托10之间的间隙，包括可连接模拟车轮2与闸瓦托10的连接块222，连接块222的顶部为与闸瓦托10的梯形槽101相匹配的梯形端2223，所述梯形端2223的两侧为坡度面2224(如图10)，所述坡度面2224上开设有开口槽2221，开口槽2221内匹配有可在开口槽2221内移动的调整块223，移动调整块223在开口槽2221内的位置，以消除连接块顶部侧面与闸瓦托10之间的间隙，即坡度面2224与闸瓦托的梯形槽101之间的间隙。确切地说，连接块222的上部为与闸瓦托10的梯形槽101相匹配的梯形端2223，如图9和10所示。
图10以及图11分别是连接块的侧视图以及前视图。作为一种实施方式，所述开口槽2221沿梯形端坡度面2224的坡度方向设置，优选贯穿连接块222的前后端面，开口槽2221为半圆弧形凹槽；调整块223上设置有与开口槽2221相匹配的半圆柱形凸起2231。
作为一种实施方式，调整块223的厚度自梯形端2223的表面向内减小，其变化坡度与坡度面2224相反，图9显示了调整块223厚度从前到后变薄的状态；这样，在消除间隙时，调整调整块223的位置，使得凸起2231沿着开口槽2221向内运动，总可以找到一个位置使得调整块223外侧面与闸瓦托梯形槽101侧面平行且接触；其工作原理类似楔子。
另外，上述开口槽2221和凸起2231优选为半圆形的好处在于，弧形面的接触，在调整位置时，具有一定的转动自由度，更易转动，适应于接触面由于不同公差造成的坡度。
同时，为了便于调整调整块223的移动以及固定调整块223，在梯形端2223一侧安装有可防止调整块223松动的调整板221(如图8所示)，连接块222与 调整板221之间固定连接，优选螺栓固定，调整板221上设置调整螺栓224，调整螺栓224位于调整块223的一侧，如图8所示，用于调整调整块223沿开口槽2221移动，并将调整到位的调整块223通过调整螺栓224压紧，防止试验过程中由于振动造成调整块223的窜动。当然，为了能够安装上述调整板的螺栓，在连接块222的端面上开设有安装孔2222为本领域技术人员所能轻易想到的，在此不赘述。
作为一种优选实施方式，所述连接块222每侧侧面，即坡度面2224上开设的开口槽2221为两个，相应的，调整块223的数量相应增加，其好处在于，能够增加调整块223与闸瓦托梯形槽101接触的区域，能够较好地对闸瓦托10和模拟车轮2进行约束并传力。
此外，因闸瓦托10本身具有一定的坡度，现有技术中，闸瓦托10安装面的坡度一般为1：20，为了配合该坡度，连接块222的顶部端面设置为与闸瓦托10安装面相一致的倾斜面。在坡度为1:20时，调节1mm的间隙则需要调整块223向内部移动20mm，该装置的安装空间完全能够满足圆柱调整块223的移动要求。
为了进一步说明间隙消除装置在进行制动梁疲劳试验时对于间隙的消除作用，下面结合其具体安装来进一步说明，详述如下：
在制动梁疲劳试验时，模拟车轮2的踏面上开槽，并嵌入连接块222；模拟闸瓦21(无瓦背211)通过焊接或螺栓压紧的方式安装到模拟车轮踏面上；模拟闸瓦21上侧安装制动梁闸瓦托10，连接块222的上部安装在闸瓦托的梯形槽101内，连接块222的下部安装在U形槽25中；调整块223安装在连接块222两端，通过调整调整块223在连接块222中的位置，直至调整块223与闸瓦托梯形槽101初步贴合，则固定安装调整板221，后续通过调整调整螺栓224继续促进调整块223与闸瓦托梯形槽101的贴合，或者待贴合后，用于二者之间的固定。
同时，为了体现本申请的安装便捷性，下面将结合制动梁疲劳试验台的具 体安装过程进行说明：
首先，收起压力载荷作动器5，可先使用2个千斤顶稍稍顶起压力载荷加载梁，以便于制动梁6安装；
使用天车或人工将制动梁6摆放到大体位置后，通过微调使其横杆62内侧与定位杆接触，梁支柱63保持竖直方向且位于压力载荷分配梁24上方(必要时可使用铅垂)，两侧闸瓦托与模拟闸瓦21曲面贴合，此时制动梁6已定位但未被固定；
通过调整螺栓调节间隙消除装置22使其间隙消除，调整导套和模拟滑槽间的间隙消除块使导套约束处的间隙消除；
将支柱连接块54穿过梁支柱63并穿上支柱圆销52和U型连接块53，同时将梁支柱63固定在支柱圆销52上；
待两侧制动梁6均完成以上安装动作后，可放下并撤出千斤顶。如在安装过程中需要微调，则需松开间隙消除装置22后进行调整；
检查并调整切向载荷分配梁24呈水平状态，切向载荷作动器载荷为零。
最后全面检查确保所有连接都安装妥当，完成安装。
如需模拟其他型号制动梁，则需将模拟车轮2转动180°后，重复以上安装步骤即可。
制动梁6在试验台上安装好后，其梁支柱63为垂直状态，试验过程中，制动梁6受到的作动力施加的载荷为压力载荷和切向载荷。压力载荷被施加到梁支柱63上之后，载荷最终传递到模拟车轮2上，使得模拟车轮2承受垂直向下的载荷和扭矩，这些载荷被模拟车轮2的支撑以及模拟滑槽所提供的反力平衡；切向载荷所引起的扭矩也被模拟滑槽所提供的反力平衡。
试验过程中共有三个位置有载荷作用，分别是作动器对试验台上侧的反作用力；切向载荷作动器的下端作用在切向载荷分配梁24上，最终作用在安装模拟车轮的底座1上；压力载荷作动器5的垂向载荷作用在压力载荷分配横梁51上，经制动梁6最终作用在模拟车轮2上。

Claims (12)

  1. 一种制动梁疲劳试验台，用于同时试验两根制动梁的疲劳强度，其特征在于：包括底座(1)，以及垂直于底座(1)并间隔设置在底座(1)上方的四根立柱，所述四根立柱自底座左方至底座右方依次为第一立柱(81)、第二立柱(82)、第三立柱(83)以及第四立柱(84)，其中，
    第一立柱(81)与第二立柱(82)之间垂向安装有可施加切向力载荷的第一切向力载荷作动器(3)，第一切向力载荷作动器(3)底部的前后两侧安装有模拟车轮(2)；
    第二立柱(82)与第三立柱(83)之间垂向安装有可施加压力载荷的压力载荷作动器(5)；
    第三立柱(83)与第四立柱(84)之间垂向安装有可施加切向力载荷的第二切向力载荷作动器(4)，第二切向力载荷作动器(4)底部的前后两侧安装有模拟车轮(2)，第二切向力载荷作动器(4)与第一切向力载荷作动器(3)以压力载荷作动器(5)为中心对称设置；
    两根制动梁(6)竖直安装于立柱的前侧以及后侧，制动梁(6)的两端支撑于模拟车轮(2)踏面上。
  2. 根据权利要求1所述制动梁疲劳试验台，其特征在于：第一切向力载荷作动器(3)以及第二切向力载荷作动器(4)的底部均设置有可接收切向载荷的切向载荷分配梁(24)，切向载荷分配梁(24)垂直于立柱前后水平设置；切向载荷分配梁(24)的两端分别连接设置于立柱前后侧的模拟车轮(2)，以将切向载荷分配至分立于切向力载荷作动器两侧的模拟车轮(2)上。
  3. 根据权利要求2所述制动梁疲劳试验台，其特征在于：模拟车轮(2)为鼓型，该鼓型模拟车轮的上下两段圆弧面为直径不等的圆弧踏面，以在同一模拟车轮上模拟两种不同直径的车轮。
  4. 根据权利要求3所述制动梁疲劳试验台，其特征在于：模拟车轮(2)的前、后设置有挡板，挡板中安装有可与切向载荷分配梁安装的连接梁(23)， 并用楔块(231)对连接梁(23)进行固定。
  5. 根据权利要求1-4任一所述制动梁疲劳试验台，其特征在于：模拟车轮(2)的踏面上设置有与踏面弧度相匹配的模拟闸瓦(21)，模拟闸瓦(21)上设置闸瓦托(10)，闸瓦托(10)与模拟车轮(2)之间设置有间隙消除装置(22)，以消除闸瓦托(10)与模拟车轮(2)之间的间隙。
  6. 根据权利要求1-4任一所述制动梁疲劳试验台，其特征在于：压力载荷作动器(5)的底部设置有可分配压力载荷的压力载荷分配梁(51)，压力载荷分配梁(51)垂直于立柱前后水平设置，其中，压力载荷分配梁(51)的两端安装有可安装制动梁支柱(63)的支柱圆销(52)，制动梁的支柱安装在支柱圆销上，以接收压力载荷作动器分配的压力载荷。
  7. 根据权利要求6所述制动梁疲劳试验台，其特征在于：所述压力载荷分配梁(51)的两端均设置U型连接块(53)，每个U型连接块(53)上方均设置倒V型的支柱连接块(54)，U型连接块(53)两端连接支柱连接块(54)的两端，支柱连接块(54)上设置支柱圆销(52)；支柱圆销(52)用于固定制动梁的梁支柱(63)呈垂直状态，并将压力载荷传给制动梁(6)。
  8. 根据权利要求1-4任一所述制动梁疲劳试验台，其特征在于：第一切向力载荷作动器(3)的底部设置有可对切向载荷进行反馈测试的反馈装置(7)，该反馈装置(7)包括可感应切向载荷反馈力大小的传感器。
  9. 根据权利要求5所述制动梁疲劳试验台，其特征在于：所述间隙消除装置(22)包括可连接模拟车轮(2)与闸瓦托(10)的连接块(222)，连接块(222)的顶部为与闸瓦托上梯形槽(101)相匹配的梯形端(2223)；所述梯形端(2223)的两侧坡度面(2224)上开设有开口槽(2221)，开口槽(2221)内匹配有可在开口槽(2221)内移动的调整块(223)，移动调整块(223)在开口槽(2221)内的位置，以消除连接块顶部侧面与闸瓦托(10)之间的间隙。
  10. 根据权利要求9所述制动梁疲劳试验台，其特征在于：所述调整块(223)的内面上设置凸起(2231)，所述坡度面(2224)的坡度方向与调整块内面的坡 度方向相反。
  11. 根据权利要求9或10所述制动梁疲劳试验台，其特征在于：开口槽(2221)沿梯形端坡度面(2224)的坡度方向设置，开口槽(2221)为半圆弧形凹槽，调整块(223)上设置有与开口槽(2221)相匹配的半圆柱形凸起(2231)。
  12. 根据权利要求9或10所述制动梁疲劳试验台，其特征在于：连接块上梯形端(2223)一侧安装有可防止调整块(223)松动的调整板(221)，连接块(222)与调整板(221)之间通过螺栓连接。
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