Experimental device and experimental method for electrostatic deposition of railway vehicle

Abstract

The invention relates to the technical field of railway vehicles, and particularly discloses an experimental device and an experimental method for electrostatic deposition of a railway vehicle, and the experimental device comprises an environmental atmosphere cabin, a vehicle body simulation assembly and an electrostatic potential test assembly. The environment atmosphere cabin is provided with a cavity; the vehicle body simulation assembly comprises a rotating support, blades and a driving part, the rotating support is arranged in the cavity and comprises a center shaft and a supporting arm arranged on the center shaft, the blades are arranged on the supporting arm, a conductive part is arranged on the center shaft, the blades are connected with the conductive part through conductive connecting parts, and the output end of the driving part is connected with the center shaft; the electrostatic potential testing assembly comprises a probe and an electrostatic potential tester, the probe is arranged at the rotating center of the conductive part, and the probe is connected with the electrostatic potential tester. According to the experimental device and experimental method for electrostatic deposition of the railway vehicle, the problem that electrostatic deposition on the surface of the vehicle body is difficult to measure in the ground environment when the railway vehicle runs is solved, and the experimental device and experimental method have important significance for improving the working reliability of the railway vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicles, and more specifically, to an experimental device and an experimental method for electrostatic deposition of rail vehicles. Background Art

[0002] With the development of technology, the operating speed of rail vehicles has gradually increased. Taking high-speed trains as an example, their actual speed can reach 350km / h during operation. In the high-speed airflow environment, the roof insulation equipment will rub and collide with tiny particles such as metal and dust, generating surface charges on the surface of the vehicle body, thereby depositing charges. When the charge accumulates to a certain level, electrostatic discharge occurs, which will greatly affect the performance of the insulation equipment and threaten the safety of train operation. Therefore, it is of great significance to pay attention to the electrostatic deposition on the surface of rail vehicle bodies. However, there is currently no relevant equipment for evaluating the electrostatic deposition on the surface of rail vehicle bodies during operation. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide an experimental device and an experimental method for electrostatic deposition on rail vehicles, which can effectively solve the problem that the electrostatic deposition on the surface of the rail vehicle is difficult to evaluate when the rail vehicle is running.

[0004] In order to achieve the above objectives, this application provides the following technical solutions:

[0005] An experimental device for electrostatic deposition of rail vehicles, comprising:

[0006] An environmental atmosphere cabin is provided with a cavity;

[0007] A vehicle body simulation component, comprising a rotating bracket, a blade and a driving component, wherein the rotating bracket is arranged in the cavity, the rotating bracket comprises a central axis and a support arm arranged on the central axis, the blade is arranged on the support arm, a conductive part is arranged on the central axis, the blade is connected to the conductive part through a conductive connecting part, at least a part of the rotating bracket that contacts the blade, the conductive part and the conductive connecting part is made of insulating material, and an output end of the driving component is connected to the central axis to drive the central axis to rotate around its axis;

[0008] The electrostatic potential test assembly comprises a probe and an electrostatic potential tester. The probe is arranged at the rotation center of the conductive part, and the probe is connected to the electrostatic potential tester.

[0009] Optionally, in the above-mentioned experimental device for electrostatic deposition on a vehicle, opposite ends of the blade are respectively fixed to opposite ends of the support arm, and the middle portion of the blade is arc-shaped or streamlined.

[0010] Optionally, in the above-mentioned experimental device for vehicle electrostatic deposition, the rotating bracket includes at least two arms, one end of each arm is arranged on the central axis, each arm extends radially along the central axis, each arm is respectively provided with a blade, and each blade is rotationally symmetrical about the axis of the central axis.

[0011] Optionally, in the above-mentioned experimental device for vehicle electrostatic deposition, the material of the rotating bracket is an insulating material;

[0012] A polytetrafluoroethylene layer is provided at a portion where the rotating bracket contacts the conductive portion, and / or a polytetrafluoroethylene layer is provided at a portion where the rotating bracket connects to the driving component.

[0013] Optionally, the above-mentioned experimental device for vehicle electrostatic deposition also includes at least one of an air pressure control component, a humidity control component, and a temperature control component. The air pressure control component is connected to the cavity to adjust the air pressure in the cavity; the humidity control component is connected to the cavity to adjust the humidity in the cavity; and the temperature control component is used to adjust the temperature in the cavity.

[0014] Optionally, in the above-mentioned experimental device for vehicle electrostatic deposition, the air pressure control component includes:

[0015] A first air pump is connected to the cavity through a first pipeline, and a first valve for controlling the on-off of the first pipeline is provided in the first pipeline, and the first air pump is used to reduce the air pressure in the cavity to a set air pressure;

[0016] A second air pump is connected to the cavity through a second pipeline, and a second valve for controlling the on-off of the second pipeline is provided in the second pipeline;

[0017] An air pressure detection sensor, used to detect the air pressure of the cavity;

[0018] an air pressure monitoring controller, connected to the air pressure detection sensor and the second air pump, and used to control the operation of the second air pump according to the preset air pressure and the real-time air pressure detected by the air pressure detection sensor, so that the air pressure of the cavity is maintained at the preset air pressure;

[0019] Wherein, the set air pressure is greater than the preset air pressure.

[0020] Optionally, in the above-mentioned experimental device for vehicle electrostatic deposition, the air pressure control component also includes a third valve arranged in the first pipeline or the second pipeline, and when the third valve is opened, the first pipeline or the second pipeline is connected to the external environment, and when the third valve is closed, the connection with the external environment is disconnected.

[0021] Optionally, in the above-mentioned experimental device for vehicle electrostatic deposition, the humidity control component includes:

[0022] A humidity sensor, used to detect the ambient humidity of the cavity;

[0023] A humidity controller, wherein the air outlet of the humidity controller is communicated with the cavity, and the humidity controller is connected to the humidity sensor, and is used for performing actions according to the preset humidity and the real-time humidity detected by the humidity sensor.

[0024] Optionally, in the above-mentioned experimental device for electrostatic deposition of a vehicle, at least part of the wall surface of the cavity surrounded by the environmental atmosphere chamber has a hollow partition, and the outer wall of the environmental atmosphere chamber is provided with a low-temperature gas inlet and a low-temperature gas outlet connected to the hollow partition, and the temperature control component includes:

[0025] A temperature sensor, used to detect the ambient temperature of the cavity;

[0026] A low temperature thermostat, wherein a cooling medium is provided in the low temperature thermostat, the outlet of the low temperature thermostat is connected to the low temperature gas inlet, and the low temperature gas outlet is connected to the gas recovery part of the low temperature thermostat;

[0027] The temperature controller is connected to the temperature sensor and the low temperature thermostat respectively, and is used to control the operation of the low temperature thermostat according to the preset temperature and the real-time temperature detected by the temperature sensor.

[0028] The experimental device for electrostatic deposition of rail vehicles provided in the present application includes an environmental atmosphere chamber, a vehicle body simulation component and an electrostatic potential test component. Among them, the environmental atmosphere chamber is provided with a cavity; the vehicle body simulation component includes a rotating bracket, blades and a driving component, the rotating bracket is arranged in the cavity, the rotating bracket includes a central axis and a support arm arranged on the central axis, the blades are arranged on the support arm, a conductive part is arranged on the central axis, the blades are connected to the conductive part through a conductive connecting part, at least the part of the rotating bracket that contacts the blades, the conductive part and the conductive connecting part is made of insulating material, the output end of the driving component is connected to the central axis to drive the central axis to rotate around its axis; the electrostatic potential test component includes a probe and an electrostatic potential tester, the probe is arranged at the rotation center of the conductive part, and the probe is connected to the electrostatic point tester.

[0029] In order to achieve the above-mentioned purpose, the present application also provides an experimental method for electrostatic deposition of a rail vehicle, and the experimental method adopts any of the above-mentioned experimental devices for electrostatic deposition of a rail vehicle. The experimental method comprises:

[0030] Set the vehicle speed of the experiment, the preset temperature of the experiment environment, the preset humidity of the experiment environment, and the preset air pressure of the experiment environment;

[0031] Calculating and determining a preset rotation speed of the rotating bracket according to the set vehicle speed;

[0032] Adjusting the temperature in the environment atmosphere chamber to a preset temperature, the humidity to a preset humidity, and the air pressure to a preset air pressure;

[0033] The driving component drives the rotating bracket to rotate at the preset speed;

[0034] The electrostatic potential testing assembly detects the electrostatic deposition on the blade.

[0035] The experimental device and experimental method for electrostatic deposition of rail vehicles provided in this application solve the problem that it is difficult to measure electrostatic deposition on the surface of the rail vehicle when it is running in the ground environment. In this application, the air pressure, temperature and humidity in the cavity of the environmental atmosphere cabin are adjusted to the corresponding preset air pressure, preset temperature and preset humidity to simulate the environment in which the rail vehicle is running. In addition, the rotating bracket is driven to rotate by the driving component, and the blades on the rotating bracket rotate accordingly. The linear speed of the blades is adjusted by controlling the output speed of the driving component to simulate the speed of the rail vehicle. The electrostatic deposition generated by the blades during the rotation process is detected by the electrostatic potential test component. Specifically, multiple data such as the amount of accumulated deposited charge, electrostatic voltage, and dissipation speed are collected and comprehensively analyzed, so that the electrostatic deposition of rail vehicles during operation can be studied from multiple angles and more comprehensively. It is of great significance to improve the working reliability of high-speed rail vehicles, and it has a guiding role in the formulation of protective measures for the hazards of deposited electrostatics on high-speed rail vehicles.

[0036] In a preferred embodiment, the experimental device for electrostatic deposition of rail vehicles includes an air pressure control component, a humidity control component, and a temperature control component, through which the air pressure, temperature, and humidity in the cavity of the environmental atmosphere chamber can be adjusted in real time, that is, various environmental factors can be applied to the electrostatic deposition experiment to better simulate the actual environmental conditions. The control device realizes unified control of multiple test conditions and unified collection of comprehensive test data, which reduces the amount of operation of the experimenter and increases the convenience and safety of the experimental process. In addition, the experimental device is small in size, and the experiment is safe and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0038] Figure 1A schematic diagram of the structure of an experimental device for electrostatic deposition on a rail vehicle according to a specific embodiment of the present application;

[0039] Figure 2 A schematic diagram of a vehicle body simulation assembly (the drive components are not shown);

[0040] Figure 3 A schematic diagram of an experimental method for electrostatic deposition on a rail vehicle according to a specific embodiment of the present application.

[0041] Reference numerals:

[0042] 1-Environmental atmosphere chamber; 2-Car body simulation component; 3-Electrostatic potential test component; 4-Air pressure control component; 5-Humidity control component; 6-Temperature control component;

[0043] 11- cavity; 12- hollow partition; 13- low temperature gas inlet; 14- low temperature gas outlet;

[0044] 21-rotating bracket; 22-blade; 23-driving component; 211-central axis; 212-support arm; 24-conductive part; 25-conductive connecting part; 231-high-speed frequency-modulated asynchronous motor; 232-motor speed regulator; 26-fixing bolt;

[0045] 31-probe; 32-static potential tester;

[0046] 41-first air pump; 42-first pipeline; 43-first valve; 44-second air pump; 45-second pipeline; 46-second valve; 47-air pressure detection sensor; 48-air pressure monitoring controller; 49-third valve;

[0047] 51-humidity sensor; 52-humidity controller;

[0048] 61 - temperature sensor; 62 - low temperature thermostat; 63 - temperature controller. DETAILED DESCRIPTION

[0049] The embodiments of the present application disclose an experimental device and an experimental method for electrostatic deposition of rail vehicles, so as to test the electrostatic deposition potential and charge amount of rail vehicles during operation under different environments according to the special environments of different regions, so as to facilitate the study of the deposition amount, dissipation speed, action mechanism, etc. of electrostatic deposition on the surface of rail vehicle bodies under different environmental influencing factors.

[0050] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] This application aims at studying the electrostatic deposition characteristics of rail vehicles, especially high-speed rail vehicles, and establishes an experimental device for electrostatic deposition of rail vehicles to study the different situations of electrostatic deposition on the surface of rail vehicle bodies under different air pressures, different temperatures and humidity conditions, laying a foundation for conducting research on the influence of different environmental factors on electrostatic deposition on the surface of rail vehicle bodies.

[0052] In some embodiments, see Figure 1-Figure 2 The experimental device for electrostatic deposition of rail vehicles provided in the present application includes an environmental atmosphere chamber 1, a vehicle body simulation component 2 and an electrostatic potential test component 3. Among them, the environmental atmosphere chamber 1 is provided with a cavity 11. The shape of the environmental atmosphere chamber 1 can be set as needed and is not specifically limited here. The cavity 11 surrounded by the environmental atmosphere chamber 1 is used to simulate the environmental conditions of rail vehicle operation. The vehicle body simulation component 2 includes a rotating bracket 21, a blade 22 and a driving component 23. The rotating bracket 21 is arranged in the cavity 11. The rotating bracket 21 includes a central axis 211 and a support arm 212 arranged on the central axis 211. The output end of the driving component 23 is connected to the central axis 211 to drive the central axis 211 to rotate around its axis. It can be understood that the central axis 211 and the support arm 212 can be either an integrally formed one-piece structure or a split structure connected by a conventional fixing method. The speed output by the driving component 23 changes so that the central axis 211 can rotate at different speeds, thereby simulating different operating speeds of the rail vehicle. It should be noted that the output end of the driving component 23 is connected to the central shaft 211, which includes both direct connection between the two and indirect connection through components such as a transmission shaft. Specifically, the arrangement positions of the driving component 23 and the central shaft 211 can be set accordingly.

[0053] The blade 22 is arranged on the support arm 212, and the central axis 211 is provided with a conductive part 24, and the blade 22 is connected to the conductive part 24 through a conductive connecting part 25. The blade 22 is used to simulate the body of a rail vehicle, and its material can be the same as the material of the body. The exemplary blade 22 is made of aluminum alloy. Through experiments on blades 22 of different materials, it is possible to evaluate the surface electrostatic deposition of the body of different materials during operation. It can be understood that both the conductive part 24 and the conductive connecting part 25 are conductive, and they can be made of conductive materials as a whole, or a conductive layer can be provided on the insulating body to meet the conductive requirements. The conductive part 24 is arranged at the rotation center of the central axis 211. Exemplarily, the conductive part 24 is circular and is coaxially arranged with the central axis 211. The conductive connecting part 25 mainly plays the role of electrical conduction, so as to transfer the electrostatic charge generated by the blade 22 during the experiment to the conductive part 24 for collection, and the potential changes due to the generation of charge in the conductive part 24, and the conductive part 24 is used to cooperate with the electrostatic potential test component 3. At least the part of the rotating bracket 21 that contacts the blade 22, the conductive part 24 and the conductive connecting part 25 is made of insulating material to increase the leakage resistance of the rotating bracket 21, inhibit the deposited charge from transferring through the rotating bracket 21 and causing a non-negligible impact on the experiment, thereby ensuring the accuracy of the experimental results.

[0054] The electrostatic potential test assembly 3 includes a probe 31 and an electrostatic potential tester 32. The probe 31 is arranged at the rotation center of the conductive part 24, and the probe 31 is connected to the electrostatic point tester. The structure and working principle of the electrostatic potential tester 32 can refer to the conventional electrostatic potential tester 32, which will not be repeated here. The electrostatic potential tester 32 is used to measure the charge, electrostatic potential, etc. The probe 31 can collect the charge change data of the blade 22 in real time and transmit it to the electrostatic potential tester 32. The changes that occur when the blade 22 rotates at high speed are indirectly measured by collecting information such as the charge amount and voltage of the conductive part 24 by the probe 31, and transmitted to the electrostatic potential dynamic tester. Exemplarily, the electrostatic potential tester 32 collects the potential difference on the surface of the conductive part 24 by the probe 31 to judge the level of static electricity. It can use a potential difference amplifier to amplify the weak electrical signal on the surface of the conductive part 24 and display it on the screen of the instrument.

[0055] In the present application, the rotation of the blade 22 on the rotating bracket 21 is used to simulate the operation of the rail vehicle. Specifically, the linear speed of the blade 22 can be adjusted to simulate different speeds of the rail vehicle. In order to measure the electrostatic deposition on the surface of the vehicle body during the operation of the rail vehicle, especially during high-speed operation, it is difficult for the probe 31 of the conventional test instrument to always ensure that it is in contact with or close to the same position of the vehicle body during the operation of the rail vehicle. If the probe 31 is synchronized with the rail vehicle, the electrostatic effect generated by the probe 31 itself will affect the detection accuracy.

[0056] In the present application, the conductive part 24 is arranged at the central axis of the rotating bracket 21, and the probe 31 is arranged at the rotation center of the conductive part 24. When the rotating bracket 21 rotates to simulate the operation of the rail vehicle, the position of the rotation center of the conductive part 24 remains stationary, thereby facilitating the setting of the probe 31 and the electrostatic potential tester 32. Exemplarily, the probe 31 is fixedly installed in the cavity 11 of the environmental atmosphere chamber 1, and the end of the probe 31 is close to but not in contact with the rotation center of the conductive part 24. The change in the potential of the conductive part 24 causes the potential of the probe 31 to change. In some specific examples, the tip of the probe 31 is spherical to better sense the object being measured, thereby providing accurate electrostatic voltage readings. In addition, the spherical design also helps to reduce external interference and improve the accuracy of the measurement.

[0057] The experimental device for electrostatic deposition of rail vehicles provided by the present application solves the problem that it is difficult to measure electrostatic deposition on the surface of the rail vehicle when the rail vehicle is running in the ground environment. In the present application, the air pressure, temperature and humidity in the cavity 11 of the environmental atmosphere chamber 1 are adjusted to the corresponding preset air pressure, preset temperature and preset humidity to simulate the environment in which the rail vehicle is running. In addition, the rotating bracket 21 is driven to rotate by the driving component 23, and the blade 22 on the rotating bracket 21 rotates accordingly. The linear speed of the blade 22 is adjusted by controlling the output speed of the driving component 23 to simulate the speed of the rail vehicle, and then the high-speed relative motion between the surface material of the rail vehicle body and the space particles can be simulated. After the rotating bracket 21 rotates stably, the electrostatic deposition generated by the blade 22 during the rotation process is detected by the electrostatic potential test component 3. Specifically, multiple data such as the amount of accumulated deposited charge, electrostatic voltage, and dissipation speed are collected and comprehensively analyzed, so that the electrostatic deposition of the rail vehicle during operation can be studied from multiple angles and more comprehensively. It is of great significance to improve the working reliability of high-speed rail vehicles, and it has a guiding role in the formulation of protective measures for the hazards of deposited electrostatic in high-speed rail vehicles.

[0058] In some embodiments, the opposite ends of the blade 22 are respectively fixed to the opposite ends of the support arm 212, and the middle part of the blade 22 is arc-shaped or streamlined. The blade 22 adopts an arc-shaped or streamlined design, which can increase the contact area with the air, provide a larger experimental area in a limited space, and thus improve the accuracy of the experiment. Exemplarily, the blade 22 is streamlined to better simulate the body surface of a high-speed rail vehicle. The blade 22 can be fixed to the support arm 212 by rivets, and the connection is reliable. If necessary, the connection between the blade 22 and the support arm 212 can also be bonded or other conventional fixing methods.

[0059] In some embodiments, the rotating bracket 21 includes at least two arms 212, one end of each arm 212 is arranged on the central axis 211, each arm 212 extends radially along the central axis 211, each arm 212 is provided with a blade 22, and each blade 22 is rotationally symmetrical about the axis of the central axis 211. By providing multiple arms 212 and correspondingly providing blades 22, when the rotating bracket 21 rotates, it can drive multiple blades 22 to rotate simultaneously, and multiple blades 22 are in contact with the air to form a larger total contact area, that is, a larger experimental area is provided in a limited space, thereby improving the reliability of the experiment. It can be understood that each blade 22 is rotationally symmetrical about the axis of the central axis 211, which means that the shape of each blade 22, the position relative to the arm 212, etc. are rotationally symmetrical about the axis, so that the movement state of each blade 22 is the same when the rotating bracket 21 rotates. Exemplarily, the rotating bracket 21 includes two arms 212, and the two arms 212 are collinear and respectively located at opposite ends of the central axis 211.

[0060] In some embodiments, the rotating bracket 21 is made of insulating material. The rotating bracket 21 is made of insulating material to provide reliable insulation between the blades 22 and the conductive connecting portion 25 and the conductive portion 24, and to prevent the deposited charge from transferring through the rotating bracket 21 and affecting the experimental results. Exemplarily, the blade 22 is made of nylon, a highly insulating material.

[0061] In some embodiments, a polytetrafluoroethylene layer is provided at the portion where the rotating bracket 21 contacts the conductive portion 24. In other embodiments, a polytetrafluoroethylene layer is provided at the portion where the rotating bracket 21 is connected to the driving component 23. In other embodiments, a polytetrafluoroethylene layer is provided at the portion where the rotating bracket 21 contacts the conductive portion 24 and at the portion where the rotating bracket 21 is connected to the driving component 23. By providing a polytetrafluoroethylene layer to separate the portion where the rotating bracket 21 contacts the conductive portion 24, or to separate the portion where the rotating bracket 21 contacts the driving component 23, the excellent electrical insulation performance of the polytetrafluoroethylene layer is utilized to further increase the leakage resistance of the entire rotating bracket 21, and inhibit the transfer of deposited charges through the rotating bracket 21. It is understandable that the portion where the rotating bracket 21 is connected to the driving component 23 includes the corresponding connection portion when the driving component 23 is directly or indirectly connected to the rotating bracket 21. Exemplarily, the rotating bracket 21 is fixed to a rotating shaft coaxial with the output end of the driving component 23 by a fixing bolt 26 to prevent the rotating bracket 21 from falling off when the rotation speed is too fast, and a polytetrafluoroethylene layer is provided at the contact portion between the fixing bolt 26 and the rotating bracket 21.

[0062] In some embodiments, an insulating layer is provided on the periphery of the conductive connection part 25. It is understood that the insulating layer should not affect the electrical conduction between the conductive connection part 25 and the blade 22 and the conductive part 24. By providing an insulating layer on the periphery of the conductive connection part 25, it is possible to prevent the conductive connection part 25 from contacting with space particles when the rotating bracket 21 rotates to generate electrostatic charges that affect the experimental results. In other embodiments, the conductive part 24 is provided with an insulating layer except for the part in contact with the probe 31, which can further prevent the conductive part 24 from contacting with space particles when the rotating bracket 21 rotates to generate electrostatic charges that affect the experimental results.

[0063] In some embodiments, the conductive portion 24 is made of silver with excellent conductive properties, and the conductive connecting portion 25 can also be made of silver. Specifically, the area of ​​the blade 22 is much larger than the area of ​​the conductive connecting portion 25. If the conductive connecting portion 25 is linear, it mainly plays a role in charge transmission. The conductive portion 24 and the conductive connecting portion 25 can be either an integrated structure or a split structure, and are in contact with each other for electrical conduction. When the conductive connecting portion 25 is in contact with the blade 22, the deposited charge generated by the friction collision ionization of the blade 22 under high-speed rotation can be transmitted to the conductive portion 24 only by the conductive connecting portion 25, and collected by the probe 31.

[0064] In some embodiments, the driving component 23 is a high-speed frequency-modulated asynchronous motor 231. The high-speed frequency-modulated asynchronous motor 231 can achieve different rotation speeds by adjusting the motor frequency through the motor speed regulator 232. The high-speed frequency-modulated asynchronous motor 231 is coaxially connected to the rotating bracket 21 to drive the rotating bracket 21 to rotate, thereby realizing real-time simulation of different operating speeds of the rail vehicle.

[0065] In some embodiments, the experimental device for electrostatic deposition of rail vehicles further includes at least one of an air pressure control component 4, a humidity control component 5, and a temperature control component 6. The air pressure control component 4 is connected to the cavity 11 to adjust the air pressure in the cavity 11; the humidity control component 5 is connected to the cavity 11 to adjust the humidity in the cavity 11; and the temperature control component 6 is used to adjust the temperature in the cavity 11. By setting the air pressure control component 4, the humidity control component 5 or the temperature control component 6, the real-time adjustment of the air pressure, humidity or temperature of the experimental environment can be achieved, so that the air pressure, humidity or temperature of the experimental environment is maintained at a preset air pressure, preset humidity or preset temperature. By adjusting the air pressure, temperature and humidity in the cavity 11 of the environmental atmosphere chamber 1 in real time, various environmental factors can be applied to the electrostatic deposition experiment to better simulate the actual environmental conditions. In addition, the unified control of multiple test conditions can be achieved through the control device, and the unified collection of comprehensive test data is achieved, which reduces the amount of operation of the experimenter and increases the convenience and safety of the experimental process. In addition, the experimental device is small in size and the experiment is safe and reliable.

[0066] In some embodiments, the air pressure control assembly 4 includes a first air pump 41, a first pipeline 42, a first valve 43, a second air pump 44, a second pipeline 45, a second valve 46, an air pressure detection sensor 47 and an air pressure monitoring controller 48. Among them, the first air pump 41 is connected to the cavity 11 through the first pipeline 42, and the first valve 43 for controlling the on and off of the first pipeline 42 is provided in the first pipeline 42, and the first air pump 41 is used to reduce the air pressure in the cavity 11 to the set air pressure. The first valve 43 and the first air pump 41 are used for rapid air extraction. During the experiment, the first valve 43 is opened, and the air is extracted by the first air pump 41 to reduce the air pressure in the cavity 11 to the set air pressure, that is, to achieve the preliminary adjustment of the air pressure in the cavity 11. Exemplarily, the first pipeline 42 adopts a vacuum waveguide, the first valve 43 is a manual control valve, and the first air pump 41 can also be manually controlled, that is, to achieve the preliminary control of the air pressure of the cavity 11 by manual control.

[0067] The second air pump 44 is connected to the cavity 11 through the second pipeline 45, and the second valve 46 for controlling the on and off of the second pipeline 45 is provided in the second pipeline 45. The second valve 46 and the second air pump 44 are used for pressure stabilization. After the first air pump 41 reduces the air pressure in the cavity 11 to the set air pressure, the second valve 46 is opened, and the second air pump 44 is started to reduce the air pressure in the cavity 11 to the preset air pressure, wherein the set air pressure is greater than the preset air pressure. Specifically, the set air pressure is 50~150Pa greater than the preset air pressure, such as the set air pressure is 90Pa, 100Pa, 110Pa greater than the preset air pressure. Exemplarily, the second pipeline 45 adopts a vacuum waveguide, the second valve 46 adopts an electrically controlled valve, and the second air pump 44 adopts electrically controlled. The first pipeline 42 and the second pipeline 45 can be connected and connected to the environmental atmosphere cabin 1 through the main pipe to communicate with the cavity 11.

[0068] The air pressure detection sensor 47 is used to detect the air pressure of the cavity 11, so as to feedback-adjust the second air pump 44 according to the real-time air pressure of the cavity 11. Exemplarily, the air pressure detection sensor 47 adopts a vacuum gauge, which is connected between the cavity 11 and the air pressure monitoring controller 48. The cavity 11 is connected to the vacuum gauge, and the air pressure in the cavity 11 can be detected through the vacuum gauge.

[0069] The air pressure monitoring controller 48 is connected to the air pressure detection sensor 47 and the second air pump 44 respectively, and is used to control the operation of the second air pump 44 according to the preset air pressure and the real-time air pressure detected by the air pressure detection sensor 47, so as to maintain the air pressure of the cavity 11 at the preset air pressure. Exemplarily, the air pressure monitoring controller 48 is connected to the vacuum gauge through a data communication interface and a signal transmission cable, and monitors the air pressure of the ambient atmosphere chamber 1 in real time, thereby controlling the operation of the second air pump 44 by comparing the real-time air pressure with the preset air pressure, thereby achieving precise control of the air pressure and keeping the air pressure constant at the preset air pressure.

[0070] The air pressure control assembly 4 adopts the above-mentioned configuration, which can not only quickly reduce the air pressure in the cavity 11 through the first air pump 41, but also accurately stabilize the air pressure in the cavity 11 at a preset air pressure through the second air pump 44, thereby achieving accurate regulation and rapid response of the air pressure in the experimental environment, thereby ensuring the reliability of the experiment. Specifically, the power of the first air pump 41 is greater than the power of the second air pump 44 to meet the demand for rapid vacuuming.

[0071] In some embodiments, the air pressure control component 4 also includes a third valve 49 provided in the first pipeline 42 or the second pipeline 45. When the third valve 49 is opened, the first pipeline 42 or the second pipeline 45 is connected to the external environment, and when the third valve 49 is closed, the connection with the external environment is disconnected. By setting the third valve 49, the cavity 11 of the environmental atmosphere chamber 1 is closed when it is closed, so as to facilitate the stability of the experimental environment in the position cavity 11. When the third valve 49 is opened, the cavity 11 is connected to the external environment, and the air pressure in the cavity 11 can be quickly released. Exemplarily, the third valve 49 is a vacuum pneumatic baffle valve, which is connected to the environmental atmosphere chamber 1 through a vacuum waveguide to achieve the release of air pressure.

[0072] In some embodiments, the humidity control component 5 includes a humidity sensor 51 and a humidity controller 52. The humidity sensor 51 is used to detect the ambient humidity of the cavity 11; the air outlet of the humidity controller 52 is connected to the cavity 11, and the humidity controller 52 is connected to the humidity sensor 51, and is used to act according to the preset humidity and the real-time humidity detected by the humidity sensor 51. The real-time ambient humidity in the cavity 11 is detected by the humidity sensor 51, and compared with the preset humidity. When the real-time ambient humidity does not meet the preset humidity, the humidity controller 52 adjusts the humidity so that the real-time ambient humidity meets the preset humidity. Exemplarily, the humidity controller 52 uses a humidifier, such as ultrasonic high-frequency oscillation through the high-frequency vibration of the atomizing plate to throw water off the water surface to produce water mist, and then blow it into the ambient atmosphere cabin 1 to increase the humidity. The humidity controller 52 monitors the change of humidity in real time through the humidity sensor 51 and takes corresponding actions. The humidity sensor 51 can be specifically arranged in the cavity 11 and connected to the humidity controller 52 through a signal transmission cable.

[0073] In some embodiments, at least part of the wall of the cavity 11 enclosed by the environment atmosphere chamber 1 has a hollow partition 12, and the outer wall of the environment atmosphere chamber 1 is provided with a low-temperature gas inlet 13 and a low-temperature gas outlet 14 connected to the hollow partition 12, and the temperature control component 6 includes a temperature sensor 61, a low-temperature thermostat 62 and a temperature controller 63. Among them, the temperature sensor 61 is used to detect the ambient temperature of the cavity 11; the low-temperature thermostat 62 is provided with a cooling medium, the outlet of the low-temperature thermostat 62 is connected to the low-temperature gas inlet 13, and the low-temperature gas outlet 14 is connected to the gas recovery part of the low-temperature thermostat 62; the temperature controller 63 is connected to the temperature sensor 61 and the low-temperature thermostat 62 respectively, and is used to control the action of the low-temperature thermostat 62 according to the preset temperature and the real-time temperature detected by the temperature sensor 61. Specifically, when the real-time temperature detected by the temperature sensor 61 is higher than the preset temperature, the temperature controller 63 controls the low-temperature thermostat 62 to open to provide low-temperature gas into the hollow partition 12. By setting a hollow partition 12 on at least part of the wall surface of the cavity 11 enclosed by the environmental atmosphere cabin 1, it can be understood that the inner wall of the hollow partition 12 is a heat-conducting material, and the temperature of the inner wall is reduced by filling the hollow partition 12 with a cooling medium, thereby reducing the ambient temperature in the cavity 11. The cooling medium includes but is not limited to liquid nitrogen. As set above, the temperature of the experimental environment can be adjusted, and in particular, the low temperature environment during the operation of the rail vehicle can be truly simulated. And by achieving temperature regulation through the hollow partition 12, the temperature control component 6 will not directly contact the internal environment of the cavity 11, thereby avoiding affecting the experiment. The temperature sensor 61 can be specifically arranged in the cavity 11 and connected to the temperature controller 63 via a signal transmission cable.

[0074] Exemplarily, the inner cavity of the cryogenic thermostat 62 is filled with cooling gas liquid nitrogen, and the cryogenic thermostat 62 is controlled by a temperature controller 63 to evaporate the liquid nitrogen in the cryogenic thermostat 62, and then the liquid nitrogen is introduced into the hollow partition 12 of the wall of the ambient atmosphere chamber 1 through the cryogenic gas inlet 13 for cooling, and finally discharged into the gas recovery part of the cryogenic thermostat 62 through the cryogenic gas outlet 14. The temperature controller 63 monitors the temperature of the cavity 11 in real time through the temperature sensor 61.

[0075] The above mainly describes the cooling control of the ambient temperature. As required, the temperature control component 6 may also include a heating element for temperature control. The heating element is arranged in the hollow partition 12. When the real-time temperature detected by the temperature sensor 61 is lower than the preset temperature, the heating element is controlled to turn on to heat the inner wall of the hollow partition 12, thereby increasing the ambient temperature in the cavity 11. The heating element may be a heating wire, etc., and the wall surface of the ambient atmosphere chamber 1 may be made of insulating material.

[0076] Based on the experimental device for electrostatic deposition of rail vehicles provided in the above embodiments, the present application also provides an experimental method for electrostatic deposition of rail vehicles. Using any of the above experimental devices for electrostatic deposition of rail vehicles, please refer to Figure 3 , the experimental method comprises the following steps:

[0077] S1: Set the vehicle speed of the experiment, the preset temperature of the experiment environment, the preset humidity of the experiment environment, and the preset air pressure of the experiment environment.

[0078] The speed of the rail vehicle, the preset temperature of the experimental environment, the preset humidity of the experimental environment and the preset air pressure of the experimental environment are set according to the purpose of the experiment. On the one hand, the above parameters can be set according to the actual operating conditions of the rail vehicle. On the other hand, the above parameters can be set according to the relevant design of the rail vehicle, such as the relevant design of the rail vehicle running in a vacuum environment or a near-vacuum environment. Exemplarily, the preset air pressure is set to a low air pressure, such as 0.3 atmospheres, 0.1 atmospheres or 0.01 atmospheres. The lower the air pressure, the smaller the air resistance during the operation of the rail vehicle. In order to study the electrostatic deposition on the surface of the rail vehicle when the rail vehicle is running in a vacuum environment, the preset air pressure is set to the corresponding 0.3 atmospheres, 0.1 atmospheres or 0.01 atmospheres, which can truly simulate the operating environment of the rail vehicle and provide data support and experimental verification for related research. As needed, multiple sets of experimental parameters can be set to obtain the influence of different parameters on the electrostatic deposition of the rail vehicle body.

[0079] S2: Calculate and determine a preset rotation speed of the rotating bracket according to the set vehicle speed.

[0080] The blade is set on the support arm, and the preset speed of the rotating bracket is calculated and determined according to the set vehicle speed, the length of the blade, and the distance from the blade to the central axis. For example, the linear velocity of the centerline position of the blade is used as a reference, that is, the linear velocity of the centerline position of the blade is taken as the set vehicle speed, and the preset speed can be calculated from the distance from the centerline position to the central axis. Alternatively, the farthest end of the blade, that is, the end farthest from the central axis, is used as a reference, and the linear velocity of the farthest end of the blade is taken as the set vehicle speed, and the distance from the farthest end to the central axis can be calculated to obtain the preset speed, and the experiment is carried out on this basis. In addition, the closest end of the blade, that is, the end close to the central axis, is used as a reference, and the linear velocity of the closest end of the blade is taken as the set vehicle speed, and the distance from the closest end to the central axis can be calculated to obtain the preset speed, and the experiment is carried out on this basis. The other experimental parameters are the same as the experimental parameters based on the farthest end. At the set vehicle speed, the electrostatic deposition of the rail vehicle body is correspondingly located in the interval formed by the two experimental results.

[0081] S3: Adjust the temperature in the environment atmosphere chamber to a preset temperature, the humidity to a preset humidity, and the air pressure to a preset air pressure.

[0082] According to the set parameters, the corresponding air pressure, temperature and humidity control can be carried out through the air pressure control component, humidity control component and temperature control component set in the experimental device. Alternatively, the corresponding control can be achieved through an external control device.

[0083] Exemplarily, first close the third valve to seal the ambient atmosphere chamber. Set the preset temperature through the temperature controller, and then the low-temperature thermostat starts to work to cool down. Set the preset humidity through the humidity controller, and then start humidification. Open the first valve, then start the first vacuum pump to start vacuuming. When the air pressure reaches 100Pa higher than the preset air pressure, turn off the first vacuum pump and close the first valve. Start the air pressure monitoring controller, set the preset air pressure, and control the second vacuum pump to work according to the real-time air pressure detected by the air pressure detection sensor, so that the air pressure in the cavity reaches the preset air pressure. Turn on the electrostatic potential tester, and control the probe to be close to the conductive part to prepare for measurement.

[0084] S4: The driving component drives the rotating bracket to rotate at a preset speed.

[0085] When the environment in the chamber of the environmental atmosphere chamber reaches a preset environment state, the driving component drives the rotating bracket to rotate at a preset speed to simulate the operation of a rail vehicle. For example, a high-speed frequency-modulated asynchronous motor is started, and the motor speed is adjusted by a motor speed regulator to reach a predetermined rail vehicle simulation operation speed.

[0086] S5: The electrostatic potential test assembly detects the electrostatic deposition on the blades.

[0087] After the rotating bracket rotates stably, record the corresponding rate in the electrostatic potential tester until the displayed data no longer changes significantly, then turn off the motor, brake the rotating bracket to stop rotating, and continue to record the deposited charge data. Further, after judging from the data that the charge has dissipated, stop recording the data. Then close the experimental device, open the third valve to balance the air pressure, and the test ends.

[0088] The experimental method for electrostatic deposition of rail vehicles provided in this application solves the problem that it is difficult to measure electrostatic deposition on the surface of the rail vehicle when it is running in the ground environment. In this application, the air pressure, temperature and humidity in the cavity of the environmental atmosphere cabin are adjusted to the corresponding preset air pressure, preset temperature and preset humidity to simulate the environment in which the rail vehicle is running. In addition, the rotating bracket is driven to rotate by the driving component, and the blades on the rotating bracket rotate accordingly. The linear speed of the blades is adjusted by controlling the output speed of the driving component to simulate the speed of the rail vehicle, and then the high-speed relative motion between the surface material of the rail vehicle body and the space particles can be simulated. Then, the electrostatic deposition on the blade is detected by the electrostatic potential test component, specifically, the number of deposited charge accumulation, electrostatic voltage, dissipation speed and other data are collected and comprehensively analyzed, which can study the electrostatic deposition of rail vehicles in the operation process from multiple angles and more comprehensively. It is of great significance to improve the working reliability of high-speed rail vehicles, and it has a guiding role in the formulation of protective measures for the hazards of deposited electrostatic in high-speed rail vehicles.

[0089] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0090] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An experimental device for electrostatic deposition of rail vehicles, characterized in that: include: An environmental atmosphere chamber (1) is provided with a cavity (11); A vehicle body simulation component (2), comprising a rotating bracket (21), a blade (22) and a driving component (23), wherein the rotating bracket (21) is arranged in the cavity (11), the rotating bracket (21) comprises a central axis (211) and a support arm (212) arranged on the central axis (211), the blade (22) is arranged on the support arm (212), a conductive portion (24) is provided on the central axis (211), the blade (22) is connected to the conductive portion (24) via a conductive connecting portion (25), at least a portion of the rotating bracket (21) in contact with the blade (22), the conductive portion (24) and the conductive connecting portion (25) is made of an insulating material, and an output end of the driving component (23) is connected to the central axis (211) to drive the central axis (211) to rotate around its axis; An electrostatic potential test assembly (3) comprises a probe (31) and an electrostatic potential tester (32), wherein the probe (31) is arranged at the rotation center of the conductive part (24), and the probe (31) is connected to the electrostatic potential tester.

2. The experimental device for electrostatic deposition of rail vehicles according to claim 1, characterized in that: The opposite ends of the blade (22) are respectively fixed to the opposite ends of the support arm (212), and the middle portion of the blade (22) is arc-shaped or streamlined.

3. The experimental device for electrostatic deposition of rail vehicles according to claim 2, characterized in that: The rotating bracket (21) comprises at least two supporting arms (212), one end of each supporting arm (212) being arranged on the central axis (211), each supporting arm (212) extending radially along the central axis (211), each supporting arm (212) being provided with a blade (22), and each blade (22) being rotationally symmetrical about the axis of the central axis (211).

4. The experimental device for electrostatic deposition of rail vehicles according to claim 1, characterized in that: The rotating bracket (21) is made of insulating material; A polytetrafluoroethylene layer is provided at a portion where the rotating bracket (21) contacts the conductive portion (24), and / or a polytetrafluoroethylene layer is provided at a portion where the rotating bracket (21) connects to the driving component (23).

5. The experimental device for electrostatic deposition of rail vehicles according to any one of claims 1 to 4, characterized in that: The device further comprises at least one of an air pressure control component (4), a humidity control component (5), and a temperature control component (6); the air pressure control component (4) is in communication with the cavity (11) and is used for adjusting the air pressure in the cavity (11); the humidity control component (5) is in communication with the cavity (11) and is used for adjusting the humidity in the cavity (11); and the temperature control component (6) is used for adjusting the temperature in the cavity (11).

6. The experimental device for electrostatic deposition of rail vehicles according to claim 5, characterized in that: The air pressure control component (4) comprises: A first air pump (41) is connected to the cavity (11) via a first pipeline (42), and a first valve (43) for controlling the on-off of the first pipeline (42) is provided in the first pipeline (42), and the first air pump (41) is used to reduce the air pressure in the cavity (11) to a set air pressure; A second air pump (44) is connected to the cavity (11) via a second pipeline (45), and a second valve (46) for controlling the opening and closing of the second pipeline (45) is provided in the second pipeline (45); An air pressure detection sensor (47) for detecting the air pressure of the cavity (11); an air pressure monitoring controller (48), connected to the air pressure detection sensor (47) and the second air pump (44), and used to control the operation of the second air pump (44) according to a preset air pressure and a real-time air pressure detected by the air pressure detection sensor (47), so that the air pressure of the cavity (11) is maintained at the preset air pressure; Wherein, the set air pressure is greater than the preset air pressure.

7. The experimental device for electrostatic deposition of rail vehicles according to claim 6, characterized in that: The air pressure control assembly (4) further comprises a third valve (49) arranged on the first pipeline (42) or the second pipeline (45); when the third valve (49) is opened, the first pipeline (42) or the second pipeline (45) is connected to the external environment; when the third valve (49) is closed, the connection with the external environment is disconnected.

8. The experimental device for electrostatic deposition of rail vehicles according to claim 5, characterized in that: The humidity control component (5) comprises: A humidity sensor (51) for detecting the ambient humidity of the cavity (11); A humidity controller (52), wherein an air outlet of the humidity controller (52) is in communication with the cavity (11), and the humidity controller (52) is connected to the humidity sensor (51) and is used for performing actions according to a preset humidity and real-time humidity detected by the humidity sensor (51).

9. The experimental device for electrostatic deposition of rail vehicles according to claim 5, characterized in that: At least part of the wall surface of the cavity (11) enclosing the environment atmosphere chamber (1) has a hollow partition (12), and the outer wall of the environment atmosphere chamber (1) is provided with a low-temperature gas inlet (13) and a low-temperature gas outlet (14) in communication with the hollow partition (12). The temperature control component (6) comprises: A temperature sensor (61) for detecting the ambient temperature of the cavity (11); A low temperature thermostat (62), wherein a cooling medium is provided in the low temperature thermostat (62), an outlet of the low temperature thermostat (62) is in communication with the low temperature gas inlet (13), and the low temperature gas outlet (14) is in communication with a gas recovery component of the low temperature thermostat (62); A temperature controller (63) is connected to the temperature sensor (61) and the low-temperature thermostat (62) respectively, and is used to control the operation of the low-temperature thermostat (62) according to a preset temperature and a real-time temperature detected by the temperature sensor (61).

10. An experimental method for electrostatic deposition of rail vehicles, characterized in that: The experimental device for electrostatic deposition of rail vehicles according to any one of claims 1 to 9 is used, and the experimental method comprises: Set the vehicle speed of the experiment, the preset temperature of the experiment environment, the preset humidity of the experiment environment, and the preset air pressure of the experiment environment; Calculating and determining a preset rotation speed of the rotating bracket according to the set vehicle speed; Adjusting the temperature in the environment atmosphere chamber to a preset temperature, the humidity to a preset humidity, and the air pressure to a preset air pressure; The driving component drives the rotating bracket to rotate at the preset speed; The electrostatic potential testing assembly detects the electrostatic deposition on the blade.

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