Method for determining equivalent leakage area of rail transit vehicle and related device

Abstract

The invention discloses a method for determining the equivalent leakage area of a rail transit vehicle and a related device, and relates to the field of rail transit, and the method comprises the steps: obtaining a target pressure upper limit and a target pressure lower limit of the rail transit vehicle; on the basis that the vehicle end of the rail transit vehicle is blocked, air pressurization is conducted on the rail transit vehicle till the pressure in a compartment of the rail transit vehicle reaches the target pressure upper limit; and determining at least one equivalent leakage area parameter of the rail transit vehicle at least according to the target pressure lower limit, the target pressure lower limit and process parameters in the process that the pressure in the carriage is reduced from the target pressure upper limit to the target pressure lower limit based on the fact that the pressure in the carriage is reduced to the target pressure lower limit. In the detection process, the equivalent leakage area can be obtained only by measuring the pressure change condition in the carriage, convenience and rapidness are achieved, and the test efficiency can be effectively improved.

Description

Technical Field

[0001] The present application relates to the field of rail transit, and in particular to a method for determining an equivalent leakage area of ​​a rail transit vehicle and a related device. Background Art

[0002] As passengers have higher and higher demands for vehicle speed, the speed of rail transit vehicles is also gradually increasing. At present, rail transit vehicles can reach very high operating speeds, which will cause obvious air pressure fluctuations when entering and exiting tunnels or meeting other vehicles, resulting in a pressure difference between the air pressure inside the vehicle and the air pressure outside the vehicle. If the air tightness of the entire vehicle is poor, it will produce unexpected airflow, abnormal noise, and local resonance during vehicle operation, causing tinnitus, earache and other ear discomfort problems for drivers and passengers.

[0003] Therefore, it is particularly important to conduct air tightness tests on high-speed rail transit vehicles. In engineering, equivalent leakage area is usually used to evaluate the air tightness of the system. The meaning of equivalent leakage hole is that all gaps and small holes in the system are represented by a leakage hole, and their effects on the pressure change in the vehicle are equivalent. The area of ​​the equivalent leakage hole is the equivalent leakage area of ​​the system.

[0004] Currently, there is no measuring device or method for the equivalent leakage area of ​​rail transit vehicles. Summary of the invention

[0005] The first aspect of the present application provides a method for determining an equivalent leakage area of ​​a rail transit vehicle, comprising:

[0006] Obtain a target pressure upper limit and a target pressure lower limit of a rail transit vehicle;

[0007] Based on the fact that the vehicle end of the rail transit vehicle has been blocked, pressurizing the rail transit vehicle with air until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit;

[0008] Based on the pressure in the car dropping to the target pressure lower limit, at least one equivalent leakage area parameter of the rail transit vehicle is determined based on at least the target pressure lower limit, the target pressure lower limit and process parameters during the process in which the pressure in the car drops from the target pressure upper limit to the target pressure lower limit.

[0009] In a possible implementation, obtaining the target pressure upper limit and the target pressure lower limit of the rail transit vehicle includes:

[0010] Obtaining the maximum operating speed of the rail transit vehicle;

[0011] Based on a preset corresponding relationship between the maximum operating speed and the pressure, a target pressure upper limit and a target pressure lower limit corresponding to the maximum operating speed are determined.

[0012] In a possible implementation, the determining of at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the carriage dropping to the target pressure lower limit at least according to the target pressure lower limit, the target pressure lower limit, and a process parameter in the process of the pressure in the carriage dropping from the target pressure upper limit to the target pressure lower limit includes:

[0013] Obtaining the leakage time required for the pressure in the compartment of the rail transit vehicle to drop from an upper target pressure limit to a lower target pressure limit;

[0014] Based on the pressure in the carriage dropping to the target pressure lower limit, a first equivalent leakage area of ​​the rail transit vehicle within the leakage duration is determined at least according to the target pressure upper limit, the target pressure lower limit and the leakage duration.

[0015] In a possible implementation, the determining of at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the carriage dropping to the target pressure lower limit at least according to the target pressure lower limit, the target pressure lower limit, and a process parameter in the process of the pressure in the carriage dropping from the target pressure upper limit to the target pressure lower limit includes:

[0016] During the process of the pressure in the compartment of the rail transit vehicle decreasing from the target pressure upper limit to the target pressure lower limit, detecting the real-time pressure of the rail transit vehicle according to the agreed detection frequency;

[0017] Based on the pressure in the compartment dropping to the target pressure lower limit, a second equivalent leakage area of ​​the rail transit vehicle is determined at least according to the target pressure upper limit, the target pressure lower limit and the real-time pressure.

[0018] In a possible implementation, determining a first equivalent leakage area of ​​the rail transit vehicle within the leakage duration at least based on the target pressure upper limit, the target pressure lower limit, and the leakage duration includes:

[0019]

[0020] in, represents the first equivalent leakage area; V represents the internal volume of the rail transit vehicle; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; T represents the leakage duration; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the upper limit of target pressure; Indicates the lower limit of the target pressure.

[0021] In a possible implementation, determining a second equivalent leakage area of ​​the rail transit vehicle at least according to the target pressure upper limit, the target pressure lower limit, and the real-time pressure includes:

[0022]

[0023] in, The pressure in the rail transit vehicle compartment is The second equivalent leakage area when the vehicle is 100 m / s; V represents the volume of the rail transit vehicle compartment; f represents the agreed detection frequency; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the pressure inside the rail transit vehicle detected at time t; It represents the pressure inside the rail transit vehicle obtained by the next detection at time t.

[0024] In a possible implementation, based on the vehicle end of the rail transit vehicle being blocked, pressurizing the rail transit vehicle with air until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit includes:

[0025] Based on the fact that the vehicle end of the rail transit vehicle has been blocked, during the process of pressurizing the rail transit vehicle with air, obtaining detection values ​​of at least two pressure sensors in the vehicle compartment;

[0026] determining the pressure in the vehicle compartment based on the detection values ​​of the at least two pressure sensors;

[0027] Based on the pressure in the compartment reaching the target pressure upper limit, pressurizing the rail transit vehicle is stopped.

[0028] A second aspect of the present application provides a device for determining an equivalent leakage area of ​​a rail transit vehicle, comprising:

[0029] An acquisition module, used to obtain a target pressure upper limit and a target pressure lower limit of a rail transit vehicle;

[0030] A pressurizing module, used for pressurizing the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit;

[0031] A determination module is used to determine at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the car dropping to a target pressure lower limit, at least based on the target pressure lower limit, the target pressure lower limit and process parameters during the process in which the pressure in the car drops from a target pressure upper limit to a target pressure lower limit.

[0032] The third aspect of the present application provides a system for determining an equivalent leakage area of ​​a rail transit vehicle, characterized by comprising:

[0033] The vehicle end blocking device is used to block the vehicle end of the rail transit vehicle;

[0034] A pressure sensor, used to detect the pressure inside the compartment of the rail transit vehicle;

[0035] A pressurizing device, used for pressurizing the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit;

[0036] A data collector, used to collect the pressure detected by the pressure sensor;

[0037] A processor is used to obtain a target upper pressure limit and a target lower pressure limit of a rail transit vehicle, and based on the pressure in the car dropping to the target lower pressure limit, determine at least one equivalent leakage area parameter of the rail transit vehicle at least based on the target lower pressure limit, the target lower pressure limit, and process parameters during the process in which the pressure in the car drops from the target upper pressure limit to the target lower pressure limit.

[0038] The fourth aspect of the present application provides a computer program product, including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements the method for determining the equivalent leakage area of ​​a rail transit vehicle according to the first aspect or any implementation of the first aspect.

[0039] A fifth aspect of the present application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0040] The memory is used to store computer programs;

[0041] The processor is used to execute the computer program so that the electronic device can implement the method for determining the equivalent leakage area of ​​a rail transit vehicle according to the first aspect or any implementation of the first aspect.

[0042] In a sixth aspect, the present application provides a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the method for determining the equivalent leakage area of ​​a rail transit vehicle according to the first aspect or any implementation of the first aspect.

[0043] In summary, the present application provides a method and related devices for determining the equivalent leakage area of ​​a rail transit vehicle, to obtain a target upper pressure limit and a target lower pressure limit of the rail transit vehicle; based on the fact that the vehicle end of the rail transit vehicle has been blocked, the rail transit vehicle is pressurized with air until the pressure in the car of the rail transit vehicle reaches the target upper pressure limit; when the pressure in the car drops to the target lower pressure limit, at least one equivalent leakage area parameter of the rail transit vehicle is determined based on the target lower pressure limit, the target lower pressure limit, and the process parameters during the process in which the pressure in the car drops from the target upper pressure limit to the target lower pressure limit. During the detection process, the equivalent leakage area can be obtained by only measuring the pressure change in the car, which is convenient and quick, and can effectively improve the test efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0045] Figure 1 It is a flow chart of a method for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application;

[0046] Figure 2 is a schematic diagram of a flow chart for obtaining a target pressure upper limit and a target pressure lower limit of the rail transit vehicle provided in an embodiment of the present application;

[0047] Figure 3 A schematic flow chart of determining at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the compartment dropping to a target pressure lower limit, at least according to the target pressure lower limit, the target pressure lower limit, and a process parameter in the process of the pressure in the compartment dropping from a target pressure upper limit to a target pressure lower limit, provided by an embodiment of the present application;

[0048] Figure 4 Another flow chart of determining at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the compartment dropping to the target pressure lower limit provided by an embodiment of the present application, at least according to the target pressure lower limit, the target pressure lower limit, and a process parameter in the process of the pressure in the compartment dropping from the target pressure upper limit to the target pressure lower limit;

[0049] Figure 5 It is a flow chart of pressurizing air for a rail transit vehicle, based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the compartment of the rail transit vehicle reaches a target pressure upper limit, provided by an embodiment of the present application;

[0050] Figure 6It is a schematic diagram of the installation position of the pressure sensor in the rail transit vehicle provided in the embodiment of the present application;

[0051] Figure 7 It is a structural schematic diagram of a device for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application;

[0052] Figure 8 A schematic diagram of the structure of a system for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application;

[0053] Fig. 9 A schematic diagram of an application scenario of a system for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application;

[0054] Fig.10 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] The following describes the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. The terms used in the implementation method section of the present application are only used to explain the specific embodiments of the present application, and are not intended to limit the present application.

[0056] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0057] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and need not be used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, which is only to describe the distinction mode adopted by the objects of the same attributes when describing in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0058] For closed spaces with large internal volume and small leakage, such as car compartments, by treating all small holes and gaps as equivalent to one leakage hole, the impact on the pressure change in the car compartment is equivalent. The area of ​​the equivalent leakage hole can be used as the equivalent leakage area to reflect the airtight performance of the vehicle.

[0059] In the leakage holes of real vehicles, the leakage areas of the body welds, mechanical connection interfaces and other parts are generally not affected by the pressure difference between the inside and outside of the vehicle. However, the mechanical locking mechanism and sealing strips are used to ensure the sealing performance between the door and the body of the vehicle. The leakage area of ​​this part of the gap will change with the change of the pressure difference between the inside and outside of the vehicle, resulting in the equivalent leakage area of ​​the vehicle showing nonlinear characteristics. For example, when the door is closed, the sealing strips around the door are compressed and deformed under the pressure of the mechanical locking mechanism and fit with the periphery of the door frame to obtain a predetermined sealing force. Generally, when the pressure difference between the inside and outside of the vehicle is small, the leakage of the door is very small or basically does not occur; however, when the pressure difference between the inside and outside of the vehicle exceeds a certain threshold, some sealing strips are no longer close to the door frame under the pressure inside the vehicle, and the leakage gap becomes larger with the increase of the pressure difference between the inside and outside of the vehicle.

[0060] In order to ensure the airtightness of rail transit vehicles, the method for determining the equivalent leakage area of ​​rail transit vehicles provided in the present application can accurately determine the equivalent leakage area of ​​rail transit vehicles and provide a basis for determining the airtightness performance of the vehicle.

[0061] Figure 1 It is a flow chart of a method for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application, which may include steps 101 to 103, and these steps are described in detail below.

[0062] 101. Obtain a target pressure upper limit and a target pressure lower limit of the rail transit vehicle;

[0063] Among them, when detecting the equivalent leakage area of ​​rail transit vehicles, the process of leakage occurring under a higher pressure until a lower pressure is reached is specifically detected.

[0064] Among them, for the detection and determination process, it is necessary to predetermine the target pressure upper limit and the target pressure lower limit of the rail transit vehicle.

[0065] During the detection process, different rail transit vehicles may have different corresponding target pressure upper limits and target pressure lower limits. Before the detection, the target pressure upper limit and target pressure lower limit of the rail transit vehicle are obtained.

[0066] In a possible implementation, the running speed of the vehicle is related to the leakage of the compartment, and the upper limit and the lower limit of the target pressure can be determined according to the running speed of the vehicle. Figure 2 The process of determining the target upper pressure limit and the target lower pressure limit of rail transit vehicles is described in detail.

[0067] 102. Based on the fact that the vehicle end of the rail transit vehicle has been blocked, air is pressurized for the rail transit vehicle until the pressure in the vehicle compartment of the rail transit vehicle reaches the target pressure upper limit;

[0068] When determining the equivalent leakage area of ​​the rail transit vehicle, the vehicle end of the rail transit vehicle is sealed in advance, and an air intake valve is provided on the sealing device, and the air in the rail transit vehicle is pressurized through the air intake valve.

[0069] In a possible implementation, the air intake valve is used in conjunction with an air compressor, and the air compressor is used to deliver pressurized air into the compartment of the rail transit vehicle to pressurize it until the pressure in the compartment reaches a target pressure upper limit.

[0070] In a possible implementation, after detecting that the pressure in the vehicle compartment has reached the target pressure upper limit, the pressure is stabilized for a period of time, and then the air pressurization in the rail transit vehicle is stopped to ensure the accuracy of the detection.

[0071] Among them, since the rail transit vehicle has a large internal volume, the voltage stabilization time can be selected to be a longer time, such as 30 seconds. The specific value of the voltage stabilization time is not limited in this application.

[0072] In a possible implementation, a pressure sensor may be provided in the compartment to detect the pressure in the compartment, and the air pressurization process in the compartment may be controlled according to the pressure detected by the pressure sensor. Figure 5 The process of pressurizing the compartment is described in detail.

[0073] 103. Based on the pressure in the car dropping to a target pressure lower limit, determine at least one equivalent leakage area parameter of the rail transit vehicle based on at least the target pressure lower limit, the target pressure lower limit, and a process parameter during the process in which the pressure in the car drops from a target pressure upper limit to a target pressure lower limit.

[0074] Among them, when conducting air tightness testing on the compartments of rail transit vehicles, the pressure in the compartment is first increased to reach the target pressure upper limit. Due to the leakage gaps in the compartment, the gas in the compartment passes through the leakage gaps, causing the pressure in the compartment to drop until the pressure in the compartment drops to the target pressure lower limit.

[0075] In the process of pressure drop, the process parameters of the drop are obtained, and then the equivalent leakage area parameters of the rail transit vehicle are determined by combining the process parameters, the target pressure upper limit and the target pressure lower limit.

[0076] Among them, different types of equivalent leakage area parameters can be determined for different process parameters.

[0077] In a possible implementation, the process parameter may be the duration of leakage during the descent process. Accordingly, the first equivalent leakage area of ​​the rail transit vehicle is determined in combination with the leakage duration. The first equivalent leakage area is used as the equivalent leakage area parameter of the rail transit. Figure 3 The process of determining the first equivalent leakage area is described in detail.

[0078] In a possible implementation, the process parameter may be the real-time pressure in the car during the descent process. Accordingly, the second equivalent leakage area of ​​the rail transit vehicle is determined in combination with the real-time pressure. The second equivalent leakage area is used as the equivalent leakage area parameter of the rail transit. Figure 4 The process of determining the second equivalent leakage area is described in detail.

[0079] In one possible implementation, the process parameters may include the leakage duration during the descent process and the real-time pressure in the car during the descent process. Accordingly, the first equivalent leakage area of ​​the rail transit vehicle is determined in combination with the leakage duration, and the second equivalent leakage area of ​​the rail transit vehicle is determined in combination with the real-time pressure. The first equivalent leakage area and the second equivalent leakage area are used as equivalent leakage area parameters of the rail transit.

[0080] In this embodiment, a target pressure upper limit and a target pressure lower limit of the rail transit vehicle are obtained; based on the fact that the vehicle end of the rail transit vehicle has been blocked, air is pressurized for the rail transit vehicle until the pressure in the car of the rail transit vehicle reaches the target pressure upper limit; when the pressure in the car drops to the target pressure lower limit, at least one equivalent leakage area parameter of the rail transit vehicle is determined based on at least the target pressure lower limit, the target pressure lower limit, and process parameters during the process in which the pressure in the car drops from the target pressure upper limit to the target pressure lower limit. During the detection process, the equivalent leakage area can be obtained by measuring the pressure change in the car only, which is convenient and quick and can effectively improve the test efficiency.

[0081] Figure 2 It is a flowchart of obtaining the target upper pressure limit and the target lower pressure limit of the rail transit vehicle provided in an embodiment of the present application, which may include steps 201 to 202, and these steps are described in detail below.

[0082] 201. Obtain the maximum operating speed of the rail transit vehicle;

[0083] Among them, the greater the maximum operating speed of a rail transit vehicle, the higher the sealing requirements for its body design. Therefore, when testing rail transit vehicles with different maximum operating speeds, the required target pressure upper limits are also different.

[0084] The maximum operating speed of the rail transit vehicle can be obtained from the configuration data of the rail transit vehicle.

[0085] In a specific implementation, the configuration data may be obtained from the operating instructions of the rail transit vehicle and other relevant documents.

[0086] Among them, different models of rail transit vehicles may have different maximum operating speeds. The model may be a model set by the rail transit vehicle manufacturer, or a model set for each rail transit vehicle in the industry. This application does not limit the model of the rail transit vehicle.

[0087] The rail transit vehicle may be classified into types according to speed levels, and its maximum operating speed is determined for different types. The type of the rail transit vehicle may be obtained first, and then its maximum operating speed is determined according to its type.

[0088] As an example, the speed levels include low speed, medium speed, and high speed, where low speed corresponds to an operating speed of 120-160 km / h (kilometers per hour); medium speed corresponds to an operating speed of 120-160 km / h; and high speed corresponds to an operating speed of more than 200 km / h. This application does not limit the naming of the speed levels and the corresponding operating speeds.

[0089] As an example, by querying the configuration data of a rail transit vehicle, it is determined that it is medium speed, and further it can be determined that its maximum operating speed is 120-160 km / h.

[0090] 202. Based on a preset correspondence between a maximum operating speed and pressure, determine a target pressure upper limit and a target pressure lower limit corresponding to the maximum operating speed.

[0091] Among them, a corresponding relationship is preset, and the corresponding relationship includes a corresponding relationship between the maximum operating speed and the pressure, and the pressure includes an upper pressure limit and a lower pressure limit.

[0092] Among them, for different maximum operating speeds, industry standards can be consulted to determine the upper limit of pressure in the carriages of rail transit vehicles at various maximum operating speeds, and the upper limit of pressure can be used as the target upper limit of pressure; industry standards can be consulted to determine the lower limit of pressure in the carriages of rail transit vehicles at various maximum operating speeds, and the lower limit of pressure can be used as the target lower limit of pressure.

[0093] In one possible implementation, the target pressure upper limits corresponding to different maximum operating speeds may be different. The higher the maximum operating speed, the higher the corresponding target pressure upper limit; the target pressure lower limits corresponding to each maximum operating speed may be the same and are not affected by the maximum operating speed.

[0094] As an example, the target upper limit pressure of rail transit cars running at a speed of 120-160Km / h is 2100Pa (Pascal); the target upper limit pressure of rail transit cars running at a medium speed corresponding to a speed of 120-160Km / h is 2600Pa; the target upper limit pressure of rail transit cars running at a high speed corresponding to a speed of more than 200Km / h is 4000Pa.

[0095] As an example, the lower limit of the pressure of each rail transit operation can be 1000Pa.

[0096] In this embodiment, the maximum operating speed of the rail transit vehicle is obtained; based on the preset corresponding relationship between the maximum operating speed and the pressure, the target pressure upper limit and the target pressure lower limit corresponding to the maximum operating speed are determined. For rail transit vehicles of different models, the maximum operating speed is determined, and then the target pressure upper limit and the target pressure lower limit are determined, which can realize the determination of the equivalent leakage area for rail transit vehicles of different models. The method for determining the equivalent leakage area of ​​rail transit vehicles in this application can be applied to the determination of the equivalent leakage area of ​​various types of rail transit vehicles, and has a wide range of applications.

[0097] Figure 3 A flow chart of determining at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the car dropping to a target pressure lower limit, at least according to the target pressure lower limit, the target pressure lower limit, and process parameters in the process of the pressure in the car dropping from a target pressure upper limit to a target pressure lower limit, provided in an embodiment of the present application, may include steps 301 to 302, and these steps are described in detail below.

[0098] 301. Obtaining the leakage time required for the pressure in the compartment of the rail transit vehicle to drop from the target pressure upper limit to the target pressure lower limit;

[0099] In this embodiment, the process parameter is the leakage time required for the entire process of the pressure in the vehicle compartment dropping from the target pressure upper limit to the target pressure lower limit.

[0100] Among them, the timing can be started after the pressure in the compartment reaches the target pressure upper limit, and the timing can be stopped when the pressure in the compartment drops to the target pressure lower limit, and the timing duration is used as the leakage duration.

[0101] In one possible implementation, a pressure sensor may be provided in the vehicle compartment to detect the pressure in the vehicle compartment through the pressure sensor, and when the pressure in the vehicle compartment reaches an upper target pressure limit, a timer is triggered to start timing, and when the pressure in the vehicle compartment reaches a lower target pressure limit, the timer is triggered to stop timing.

[0102] 302. Based on the pressure in the car dropping to a target pressure lower limit, determine a first equivalent leakage area of ​​the rail transit vehicle within the leakage duration at least based on the target pressure upper limit, the target pressure lower limit and the leakage duration.

[0103] Among them, based on the pressure in the car dropping to the target pressure lower limit, it represents that the pressure in the car drops from the highest pressure in the detection process to the lowest pressure, and the first equivalent leakage area of ​​the rail transit vehicle is determined according to the target pressure upper limit, target pressure lower limit and leakage duration involved in the detection process.

[0104] Among them, the first equivalent leakage area is the average leakage area within the leakage duration during the detection process. As a static value of the equivalent leakage area involved in the detection process, it is considered that the first equivalent leakage area is the same at any time during the detection process.

[0105] When determining the first equivalent leakage area, it is also necessary to consider the in-car parameters and environmental parameters of the rail transit vehicle.

[0106] As an example, the parameters within the vehicle cabin may include the volume within the vehicle cabin and a flow coefficient of an equivalent leakage hole.

[0107] As an example, the environmental parameters may include the speed of sound in the air, the air density, etc. of the environment in which the rail transit vehicle is located.

[0108] Wherein, at least based on the target pressure upper limit, the target pressure lower limit and the leakage duration, the first equivalent leakage area of ​​the rail transit vehicle within the leakage duration is determined, which can be calculated using the following formula:

[0109] (1)

[0110] in, represents the first equivalent leakage area; V represents the internal volume of the rail transit vehicle; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; T represents the leakage duration; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the upper limit of target pressure; Indicates the lower limit of the target pressure.

[0111] Among them, the compartment volume of the rail transit vehicle is a fixed value and does not change with environmental changes.

[0112] Among them, the flow coefficient of the equivalent leakage hole is related to the shape and roughness of the leakage hole. The value of the flow coefficient can be 0.6-0.7, which can be obtained through experiments or numerical simulation. The specific value of the flow coefficient is not limited in this application.

[0113] The various parameters in the above formula (1) will vary with different test environments and are not fixed values. They are generally affected by ambient temperature, etc. The specific values ​​of the various parameters are not limited in this application.

[0114] In a test scenario, the environment is the test environment outside the vehicle. Since the test time is short, the ambient temperature and humidity do not change much during the test period. Therefore, the test conditions for the day are basically fixed.

[0115] Among them, the speed of sound and air density in the environment where the rail transit vehicle is located are common physical quantities, which can be obtained by measuring the temperature and humidity of the test environment and referring to relevant tables.

[0116] In the present embodiment, the leakage time required for the pressure in the compartment of a rail transit vehicle to drop from a target pressure upper limit to a target pressure lower limit is obtained; based on the pressure in the compartment dropping to the target pressure lower limit, the first equivalent leakage area of ​​the rail transit vehicle within the leakage time is determined based on at least the target pressure upper limit, the target pressure lower limit and the leakage time, thereby realizing the detection of the static equivalent leakage area in the compartment of the rail transit vehicle.

[0117] Figure 4 Another flow chart of determining at least one equivalent leakage area parameter of the rail transit vehicle is provided in an embodiment of the present application based on the pressure in the car dropping to the target pressure lower limit, at least based on the target pressure lower limit, the target pressure lower limit and the process parameters in the process of the pressure in the car dropping from the target pressure upper limit to the target pressure lower limit. It can include steps 401 to 402, and these steps are described in detail below.

[0118] 401. When the pressure in the compartment of the rail transit vehicle decreases from the target pressure upper limit to the target pressure lower limit, detect the real-time pressure of the rail transit vehicle according to the agreed detection frequency;

[0119] A pressure sensor is provided in the vehicle compartment, and the pressure in the vehicle compartment is detected by the pressure sensor.

[0120] In a possible implementation, a detection frequency may be agreed upon, and a detection value of a pressure sensor provided in the rail transit vehicle may be obtained according to the detection frequency to obtain the real-time pressure in the rail transit vehicle.

[0121] The pressure sensor can also detect the pressure in the compartment of the rail transit vehicle during the process of pressurizing the air in the compartment to determine whether the pressure in the compartment reaches the target pressure upper limit.

[0122] Among them, after the pressure in the car reaches the target pressure upper limit and the pressurization of the car is stopped, the real-time pressure in the rail transit vehicle continues to be detected according to the agreed detection cycle until the pressure in the car drops to the target pressure lower limit.

[0123] The real-time pressure detected in each detection cycle is recorded, wherein the real-time pressure in each detection cycle can represent the pressure change in the compartment.

[0124] 402. Based on the pressure in the car dropping to a target pressure lower limit, determine a second equivalent leakage area of ​​the rail transit vehicle at least based on the target pressure upper limit, the target pressure lower limit and the real-time pressure.

[0125] The second equivalent leakage area can characterize the dynamic change of the equivalent leakage area of ​​the rail transit vehicle.

[0126] It should be noted that compared with high-speed rail vehicles, urban rail vehicles have more doors, the sealing area of ​​the rubber strips is larger, and the doors of urban rail vehicles are mostly double-opening. The middle seam of the door is where the sealing strips of the two doors squeeze each other, which is prone to leakage due to insufficient squeezing. Therefore, the dynamic change characteristics of the equivalent leakage area of ​​urban rail vehicles are more significant.

[0127] Among them, it is possible to set whether to perform the second equivalent leakage area measurement for different types of rail transit vehicles. For example, the second equivalent leakage area can be measured for high-speed rail vehicles, and only the first equivalent leakage area is needed to characterize its air tightness. For example, for urban rail vehicles, the second equivalent leakage area and the first equivalent leakage area can be measured, and its air tightness can be determined by the first equivalent leakage area and the second equivalent leakage area.

[0128] In a possible implementation, in order to calculate the second equivalent leakage area for rail transit vehicles, the calculation formula (1) for the first equivalent leakage area can be differentiated to obtain a formula for calculating the second equivalent leakage area, so as to determine the dynamic change of the equivalent leakage area within the leakage duration.

[0129] Wherein, the second equivalent leakage area of ​​the rail transit vehicle is determined at least based on the target pressure upper limit, the target pressure lower limit and the real-time pressure, which can be calculated using the following formula:

[0130] (2)

[0131] in, The pressure in the rail transit vehicle compartment is The second equivalent leakage area when the vehicle is 100 m / s; V represents the volume of the rail transit vehicle compartment; f represents the agreed detection frequency; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the pressure inside the rail transit vehicle detected at time t; It represents the pressure inside the rail transit vehicle obtained by the next detection at time t.

[0132] The agreed detection frequency may be a frequency at which the pressure sensor reports its detection value. The frequency may be set by a data collector connected to the pressure sensor. The data collector obtains the detection value of the pressure sensor according to the agreed detection frequency.

[0133] Among them, the compartment volume of the rail transit vehicle is a fixed value and does not change with environmental changes.

[0134] Among them, the flow coefficient of the equivalent leakage hole is related to the shape and roughness of the leakage hole. The value of the flow coefficient can be 0.6-0.7, which can be obtained through experiments or numerical simulation. The specific value of the flow coefficient is not limited in this application.

[0135] The parameters in the above formula (2) will vary with different test environments and are not fixed values. They are generally affected by ambient temperature, etc. The specific values ​​of the parameters are not limited in this application.

[0136] In a test scenario, the environment is the test environment outside the vehicle. Since the test time is short, the ambient temperature and humidity do not change much during the test period. Therefore, the test conditions for the day are basically fixed.

[0137] Among them, the speed of sound and air density in the environment where the rail transit vehicle is located are common physical quantities, which can be obtained by measuring the temperature and humidity of the test environment and referring to relevant tables.

[0138] In a possible implementation, the detection frequency may be a higher frequency to capture dynamic changes during the detection process. For example, the detection frequency may be a frequency higher than 50 Hz (Hertz).

[0139] In the present embodiment, during the process of the pressure in the compartment of the rail transit vehicle decreasing from the target pressure upper limit to the target pressure lower limit, the real-time pressure of the rail transit vehicle is detected according to the agreed detection frequency; based on the pressure in the compartment dropping to the target pressure lower limit, the second equivalent leakage area of ​​the rail transit vehicle within the leakage duration is determined based on at least the target pressure upper limit, the target pressure lower limit and the real-time pressure, thereby realizing the detection of the dynamic equivalent leakage area in the compartment of the rail transit vehicle within the leakage duration. Since the equivalent leakage area will also change with the change of the pressure in the compartment, by determining the second equivalent leakage area, a more detailed and microscopic understanding of the leakage situation of the system is achieved.

[0140] Figure 5 The present application provides a flowchart of a process for pressurizing air for a rail transit vehicle based on the blocking of the vehicle end of the rail transit vehicle until the pressure in the vehicle compartment of the rail transit vehicle reaches the target pressure upper limit, which may include steps 501 to 503, and these steps are described in detail below.

[0141] 501. Based on the fact that the vehicle end of the rail transit vehicle has been blocked, during the process of pressurizing the rail transit vehicle with air, obtaining detection values ​​of at least two pressure sensors in the vehicle compartment;

[0142] Among them, the vehicle ends of the rail transit vehicle to be tested are blocked in advance, specifically, the through passages / end walls at both ends of the vehicle are blocked. The rail transit vehicle only leaks air through the leakage holes to complete the setting of the test scene.

[0143] Among them, an air intake valve is arranged on the blocking device at the vehicle end, and the air intake valve is used to control the inlet and outlet of external gas, and the air is pressurized for the rail transit vehicle through the air intake valve.

[0144] Wherein, a pressure sensor is arranged in the compartment of the rail transit vehicle, and the pressure sensor is used to detect the pressure in the compartment.

[0145] Among them, multiple pressure sensors may be arranged in the car compartment, and the specific arrangement may be based on the structure of the car compartment.

[0146] The pressure sensor should be installed at a location away from the front of the vehicle, parking space, and other locations where a large number of devices are installed. For example, the pressure sensor can be installed at a handrail or seat back.

[0147] In a possible implementation, two pressure sensors are set in the car, and one pressure sensor is set at a position 2 meters away from the front and rear of the car center line and 1.5 meters away from the floor to achieve a symmetrical setting.

[0148] Figure 6It is a schematic diagram of the installation position of the pressure sensor in the rail transit vehicle provided in the embodiment of the present application. The schematic diagram is a top view of the rail transit vehicle, wherein the carriage 601 of the rail transit vehicle is represented by a rectangle, and two pressure sensors 602-603 are arranged in the carriage, wherein the two pressure sensors 602-603 are symmetrically arranged along the length direction of the carriage.

[0149] Among them, the Figure 6 An even number of pressure sensors is used as an example for explanation. The present application does not limit the number and location of the pressure sensors in the carriage.

[0150] 502. Determine the pressure in the compartment based on the detection values ​​of the at least two pressure sensors;

[0151] Among them, the pressure values ​​at different positions in the car are not much different. In this application, multiple pressure sensors are set in the car to more accurately determine the pressure in the car.

[0152] The multiple pressure sensors can mutually verify whether the detected values ​​are accurate, so as to prevent erroneous pressure from being obtained due to damage to a certain pressure sensor.

[0153] In a possible implementation, whether a pressure sensor is damaged can be determined based on whether the values ​​detected by each pressure sensor are consistent, or whether the detection value change trend of each pressure sensor over a period of time is consistent. This application does not limit the specific method of determining whether a pressure sensor is damaged.

[0154] In addition, the pressure in the vehicle cabin can also be calculated based on the detection value of the undamaged pressure sensor.

[0155] The vehicle cabin pressure at any time t is the average value of the detection values ​​of a plurality of undamaged pressure sensors at that time.

[0156] 503. Based on the pressure in the carriage reaching the target pressure upper limit, stop pressurizing the rail transit vehicle.

[0157] Among them, after the pressure sensor detects that the pressure in the car has reached the target pressure upper limit, it stops further pressurizing. Since there is a leakage hole in the rail transit vehicle, the internal gas leaks out through the leakage hole, and the pressure in the car naturally drops.

[0158] In a possible implementation, after detecting that the pressure in the vehicle compartment has reached the target pressure upper limit, the pressure is stabilized for a period of time, and then the air pressurization in the rail transit vehicle is stopped to ensure the accuracy of the detection.

[0159] Among them, since the rail transit vehicle has a large internal volume, the voltage stabilization time can be selected to be a longer time, such as 30 seconds. The specific value of the voltage stabilization time is not limited in this application.

[0160] In the present embodiment, based on the fact that the vehicle end of the rail transit vehicle has been blocked, the detection values ​​of at least two pressure sensors in the car are obtained during the process of air pressurization for the rail transit vehicle; the pressure in the car is determined based on the detection values ​​of the at least two pressure sensors; based on the pressure in the car reaching the target pressure upper limit, pressurization of the rail transit vehicle is stopped, and the pressure in the car is detected by the pressure sensor arranged in the car, and there is no need to collect information such as gas flow value. The measurement method is simple, convenient and fast, and the test efficiency is high.

[0161] A method for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application is introduced above. A device for executing the above method for determining an equivalent leakage area of ​​a rail transit vehicle will be introduced below.

[0162] Figure 7 Schematic diagram of a device for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application. Figure 7 As shown, the device 700 for determining the equivalent leakage area of ​​a rail transit vehicle comprises:

[0163] An acquisition module 701 is used to obtain a target pressure upper limit and a target pressure lower limit of the rail transit vehicle;

[0164] A pressurizing module 702 is used to pressurize the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit;

[0165] The determination module 703 is used to determine at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the car dropping to the target pressure lower limit, at least based on the target pressure lower limit, the target pressure lower limit and the process parameters during the process of the pressure in the car dropping from the target pressure upper limit to the target pressure lower limit.

[0166] In a possible implementation, obtaining a module includes:

[0167] A first obtaining unit, used to obtain the maximum operating speed of the rail transit vehicle;

[0168] The first determining unit is used to determine a target pressure upper limit and a target pressure lower limit corresponding to the maximum operating speed based on a preset corresponding relationship between the maximum operating speed and the pressure.

[0169] In a possible implementation, the determining module includes:

[0170] A second obtaining unit is used to obtain the leakage time required for the pressure in the compartment of the rail transit vehicle to drop from the target pressure upper limit to the target pressure lower limit;

[0171] The second determination unit is used to determine a first equivalent leakage area of ​​the rail transit vehicle within the leakage duration based on the pressure in the car dropping to a target pressure lower limit, at least according to the target pressure upper limit, the target pressure lower limit and the leakage duration.

[0172] In a possible implementation, the determining module includes:

[0173] A detection unit, used for detecting the real-time pressure of the rail transit vehicle according to an agreed detection frequency during the process of the pressure in the compartment of the rail transit vehicle decreasing from the target pressure upper limit to the target pressure lower limit;

[0174] The third determination unit is used to determine a second equivalent leakage area of ​​the rail transit vehicle based on the pressure in the car dropping to a target pressure lower limit, at least according to the target pressure upper limit, the target pressure lower limit and the real-time pressure.

[0175] In a possible implementation, the second determining unit is specifically configured to:

[0176]

[0177] in, represents the first equivalent leakage area; V represents the internal volume of the rail transit vehicle; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; T represents the leakage duration; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the upper limit of target pressure; Indicates the lower limit of the target pressure.

[0178] In a possible implementation, the third determining unit is specifically configured to:

[0179]

[0180] in, The pressure in the rail transit vehicle compartment is The second equivalent leakage area when the vehicle is 100 m / s; V represents the volume of the rail transit vehicle compartment; f represents the agreed detection frequency; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the pressure inside the rail transit vehicle detected at time t; It represents the pressure inside the rail transit vehicle obtained by the next detection at time t.

[0181] In a possible implementation, the pressurizing module 702 includes:

[0182] A third obtaining unit is used to obtain detection values ​​of at least two pressure sensors in the compartment during air pressurization of the rail transit vehicle based on the vehicle end of the rail transit vehicle being blocked;

[0183] a fourth determining unit, configured to determine the pressure in the compartment based on the detection values ​​of the at least two pressure sensors;

[0184] The control unit is used to stop pressurizing the rail transit vehicle based on the pressure in the compartment reaching a target pressure upper limit.

[0185] It should be noted that, for the functional explanation of the various components of the device for determining the equivalent leakage area of ​​a rail transit vehicle provided in this embodiment, please refer to the explanation in the aforementioned method embodiment, which will not be repeated in this embodiment.

[0186] In this embodiment, an acquisition module is used to obtain a target upper pressure limit and a target lower pressure limit of the rail transit vehicle; a pressurization module is used to pressurize the air of the rail transit vehicle based on the fact that the vehicle end of the rail transit vehicle has been blocked, until the pressure in the car of the rail transit vehicle reaches the target upper pressure limit; a determination module is used to determine at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the car dropping to the target lower pressure limit, at least based on the target lower pressure limit, the target lower pressure limit and the process parameters in the process of the pressure in the car dropping from the target upper pressure limit to the target lower pressure limit. During the detection process, the equivalent leakage area can be obtained by measuring the pressure change in the car only, which is convenient and quick and can effectively improve the test efficiency.

[0187] A method for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application is introduced above. A system for executing the above method for determining an equivalent leakage area of ​​a rail transit vehicle will be introduced below.

[0188] Figure 8 A schematic diagram of a system for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application. Figure 8 As shown, the rail transit vehicle equivalent leakage area determination system 800 includes:

[0189] The vehicle end blocking device 801 is used to block the vehicle end of the rail transit vehicle;

[0190] Among them, the vehicle end blocking device blocks the through passages / end walls at both ends of the rail transit vehicle, and the vehicle end blocking device is provided with an air intake valve.

[0191] A pressure sensor 802 is used to detect the pressure inside the compartment of the rail transit vehicle;

[0192] The pressurizing device 803 is used to pressurize the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit;

[0193] Among them, the pressurizing equipment can be composed of a ventilation duct and an air compressor. The ventilation duct is connected to the air intake valve of the vehicle-end sealing device, and the ventilation duct is also connected to the air compressor. The air compressor can inflate the compartment of the rail transit vehicle through the ventilation duct and the air intake valve to achieve the purpose of pressurizing the rail transit vehicle.

[0194] Among them, after the pressure in the compartment of the rail transit vehicle reaches the target pressure upper limit, the pressurizing device stops pressurizing the compartment, and the pressure in the compartment naturally drops.

[0195] A data collector 804 is used to collect the pressure detected by the pressure sensor;

[0196] Processor 805 is used to obtain a target upper pressure limit and a target lower pressure limit of the rail transit vehicle, and determine at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the car dropping to the target lower pressure limit, at least based on the target lower pressure limit, the target lower pressure limit, and process parameters during the process in which the pressure in the car drops from the target upper pressure limit to the target lower pressure limit.

[0197] Among them, the processor can adopt a device with data processing capabilities, which can collect the pressure detected by the pressure sensor, and determine at least one equivalent leakage area parameter of the rail transit vehicle based on the target pressure lower limit, the target pressure lower limit and the process parameters during the process of the pressure in the car dropping from the target pressure upper limit to the target pressure lower limit.

[0198] It should be noted that for the functional explanation of the various components of the system for determining the equivalent leakage area of ​​a rail transit vehicle provided in this embodiment, please refer to the explanation in the aforementioned method embodiment, which will not be repeated in this embodiment.

[0199] Fig. 9 A schematic diagram of an application scenario of a system for determining an equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application, wherein the application scenario includes a rail transit vehicle 901 to be tested, a pressure sensor 902, a vehicle-end blocking device 903, a ventilation pipeline 904, an air compressor 905, a data collector 906 and a processor 907.

[0200] Among them, the through passages / end walls at both ends of the rail transit vehicle 901 to be tested are blocked by a blocking device 903, and an air intake valve 9031 is provided on the blocking device. The ventilation pipeline 904 is connected to the compartment of the rail transit vehicle 901 through the air intake valve 9031, and the air compressor 905 inflates the interior of the compartment of the rail transit vehicle through the ventilation pipeline and the opened air intake valve. The pressure sensor 902 includes two pressure sensors arranged at a set distance from the front and rear of the center line of the rail transit vehicle and a specific height from the floor surface. The pressure sensor 902 monitors the pressure in the compartment in real time. The pressure sensor 902 is connected to the data collector 906 through a data line, and the data collector 906 reports the data collected by the pressure sensor to the processor 907 according to the agreed detection frequency.

[0201] During the test, the air inlet valve 9031 of the vehicle-end blocking device 903 and the air compressor 905 are opened to deliver pressurized air into the compartment of the rail transit vehicle 901 until the pressure collected by the pressure sensor 902 in the compartment is not less than the upper limit of the target pressure. After a period of stabilization, the air compressor 905 and the air inlet valve 9031 are closed, and the pressure in the compartment is allowed to drop naturally until the pressure collected by the pressure sensor 902 in the compartment drops to the lower limit of the target pressure. During this drop, the data collector 906 transmits the pressure value collected by the pressure sensor 902 to the processor 907 in real time according to the agreed detection frequency.

[0202] The processor 907 uses the average pressure value of the two pressure sensors as the pressure value at each corresponding moment, and calculates the first equivalent leakage area or the second equivalent leakage area of ​​the rail transit vehicle according to formula (1) or formula (2).

[0203] In this embodiment, the vehicle end blocking device is used to block the vehicle end of the rail transit vehicle; the pressure sensor is used to detect the pressure in the compartment of the rail transit vehicle; the pressurizing device is used to pressurize the air of the rail transit vehicle based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the compartment of the rail transit vehicle reaches the target pressure upper limit; the data collector is used to collect the pressure detected by the pressure sensor; the processor is used to obtain the target pressure upper limit and target pressure lower limit of the rail transit vehicle, and determine at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the compartment dropping to the target pressure lower limit, at least based on the target pressure lower limit, the target pressure lower limit and the process parameters in the process of the pressure in the compartment dropping from the target pressure upper limit to the target pressure lower limit. During the detection process, the equivalent leakage area can be obtained by measuring the pressure change in the compartment, which is convenient and quick, and can effectively improve the test efficiency.

[0204] The present application also provides an electronic device in an embodiment. Fig.10 As shown, it shows a schematic diagram of the structure of an electronic device suitable for implementing the embodiment of the present application. The electronic device in the embodiment of the present application may include but is not limited to fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Fig.10 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0205] like Fig.10 As shown, the electronic device may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 1001, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1008 to a random access memory (RAM) 1003. When the electronic device is powered on, various programs and data required for the operation of the electronic device are also stored in the RAM 1003. The processing device 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0206] Typically, the following devices may be connected to the I / O interface 1005: an input device 1006 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 1007 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 1008 including, for example, a memory card, a hard disk, etc.; and a communication device 1009. The communication device 1009 may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Although Fig.10 An electronic device having various devices is shown, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead.

[0207] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any method for determining the equivalent leakage area of ​​a rail transit vehicle provided in the embodiment of the present application.

[0208] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any method for determining the equivalent leakage area of ​​a rail transit vehicle provided in an embodiment of the present application.

[0209] It should also be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the drawings of the device embodiments provided by the present application, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines.

[0210] Through the description of the above implementation mode, the technicians in the field can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course, it can also be implemented by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. In general, all functions completed by computer programs can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be various, such as analog circuits, digital circuits or special circuits. However, for the present application, software program implementation is a better implementation mode in more cases. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer floppy disk, a U disk, a mobile hard disk, a ROM, a RAM, a disk or an optical disk, etc., including a number of instructions to enable a computer device (which can be a personal computer, a training device, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0211] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0212] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, a computer, a training device, or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, training device, or data center. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)), etc.

Claims

1. A method for determining the equivalent leakage area of ​​a rail transit vehicle, characterized in that: include: Obtain a target pressure upper limit and a target pressure lower limit of a rail transit vehicle; Based on the fact that the vehicle end of the rail transit vehicle has been blocked, pressurizing the rail transit vehicle with air until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit; Based on the pressure in the car dropping to the target pressure lower limit, at least one equivalent leakage area parameter of the rail transit vehicle is determined based on at least the target pressure lower limit, the target pressure lower limit and process parameters during the process in which the pressure in the car drops from the target pressure upper limit to the target pressure lower limit.

2. The method for determining the equivalent leakage area of ​​a rail transit vehicle according to claim 1, characterized in that: The step of obtaining a target pressure upper limit and a target pressure lower limit of the rail transit vehicle includes: Obtaining the maximum operating speed of the rail transit vehicle; Based on a preset corresponding relationship between the maximum operating speed and the pressure, a target pressure upper limit and a target pressure lower limit corresponding to the maximum operating speed are determined.

3. The method for determining the equivalent leakage area of ​​a rail transit vehicle according to claim 1, characterized in that: The determining of at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the carriage dropping to the target pressure lower limit at least according to the target pressure lower limit, the target pressure lower limit, and a process parameter in the process in which the pressure in the carriage drops from the target pressure upper limit to the target pressure lower limit includes: Obtaining the leakage time required for the pressure in the compartment of the rail transit vehicle to drop from an upper target pressure limit to a lower target pressure limit; Based on the pressure in the carriage dropping to the target pressure lower limit, a first equivalent leakage area of ​​the rail transit vehicle within the leakage duration is determined at least according to the target pressure upper limit, the target pressure lower limit and the leakage duration.

4. The method for determining the equivalent leakage area of ​​a rail transit vehicle according to claim 1, characterized in that: The determining of at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the carriage dropping to the target pressure lower limit at least according to the target pressure lower limit, the target pressure lower limit, and a process parameter in the process in which the pressure in the carriage drops from the target pressure upper limit to the target pressure lower limit includes: During the process of the pressure in the compartment of the rail transit vehicle decreasing from the target pressure upper limit to the target pressure lower limit, detecting the real-time pressure of the rail transit vehicle according to the agreed detection frequency; Based on the pressure in the compartment dropping to the target pressure lower limit, a second equivalent leakage area of ​​the rail transit vehicle is determined at least according to the target pressure upper limit, the target pressure lower limit and the real-time pressure.

5. The method for determining the equivalent leakage area of ​​a rail transit vehicle according to claim 3, characterized in that: Determining a first equivalent leakage area of ​​the rail transit vehicle within the leakage duration at least according to the target pressure upper limit, the target pressure lower limit and the leakage duration, comprises: in, represents the first equivalent leakage area; V represents the internal volume of the rail transit vehicle; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; T represents the leakage duration; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the upper limit of target pressure; Indicates the lower limit of the target pressure.

6. The method for determining the equivalent leakage area of ​​a rail transit vehicle according to claim 4, characterized in that: Determining a second equivalent leakage area of ​​the rail transit vehicle at least according to the target pressure upper limit, the target pressure lower limit and the real-time pressure, comprises: in, The pressure in the rail transit vehicle compartment is The second equivalent leakage area when the vehicle is 100 m / s; V represents the volume of the rail transit vehicle compartment; f represents the agreed detection frequency; μ represents the flow coefficient of the equivalent leakage hole in the rail transit vehicle; c represents the speed of sound in the air in the environment where the rail transit vehicle is located; Indicates the air density of the environment where the rail transit vehicle is located; Indicates the pressure inside the rail transit vehicle detected at time t; It represents the pressure inside the rail transit vehicle obtained by the next detection at time t.

7. The method for determining the equivalent leakage area of ​​a rail transit vehicle according to claim 1, characterized in that: The method of pressurizing the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit includes: Based on the fact that the vehicle end of the rail transit vehicle has been blocked, during the process of pressurizing the rail transit vehicle with air, obtaining detection values ​​of at least two pressure sensors in the vehicle compartment; determining the pressure in the vehicle compartment based on the detection values ​​of the at least two pressure sensors; Based on the pressure in the compartment reaching the target pressure upper limit, pressurizing the rail transit vehicle is stopped.

8. A device for determining an equivalent leakage area of ​​a rail transit vehicle, characterized in that: include: An acquisition module, used to obtain a target pressure upper limit and a target pressure lower limit of a rail transit vehicle; A pressurizing module, used for pressurizing the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit; A determination module is used to determine at least one equivalent leakage area parameter of the rail transit vehicle based on the pressure in the car dropping to a target pressure lower limit, at least based on the target pressure lower limit, the target pressure lower limit and process parameters during the process in which the pressure in the car drops from a target pressure upper limit to a target pressure lower limit.

9. A system for determining equivalent leakage area of ​​rail transit vehicles, characterized in that: include: The vehicle end blocking device is used to block the vehicle end of the rail transit vehicle; A pressure sensor, used to detect the pressure inside the compartment of the rail transit vehicle; A pressurizing device, used for pressurizing the rail transit vehicle with air based on the vehicle end of the rail transit vehicle being blocked, until the pressure in the vehicle compartment of the rail transit vehicle reaches a target pressure upper limit; A data collector, used to collect the pressure detected by the pressure sensor; A processor is used to obtain a target upper pressure limit and a target lower pressure limit of a rail transit vehicle, and based on the pressure in the car dropping to the target lower pressure limit, determine at least one equivalent leakage area parameter of the rail transit vehicle at least based on the target lower pressure limit, the target lower pressure limit, and process parameters during the process in which the pressure in the car drops from the target upper pressure limit to the target lower pressure limit.

10. A computer program product, characterized in that It comprises computer-readable instructions, and when the computer-readable instructions are executed on an electronic device, the electronic device implements the method for determining the equivalent leakage area of ​​a rail transit vehicle as claimed in any one of claims 1 to 7.

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