Whole train design and verification method for motor train unit

Abstract

The invention provides a motor train unit whole vehicle design and verification method, and relates to the technical field of motor train unit design. The method comprises the steps that if it is determined that the bullet train is a middle train, a first test verification step related to the performance of the whole train and the performance of a traction system is executed; if it is determined that the trailer is the intermediate vehicle, a second test verification step related to the performance of the whole vehicle and the braking system is executed; and if the vehicle is determined to be the end vehicle, a third test verification step related to the operation of the whole vehicle is executed. According to the motor train unit whole vehicle design and verification method provided by the embodiment of the invention, the design and manufacturing cost of the motor train unit can be reduced, and the production efficiency and the yield of the motor train unit are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of EMU design, and particularly to a method for the overall design and verification of an EMU vehicle. Background Art

[0002] The existing method for the overall design and verification of an EMU vehicle is to carry out the overall design and subsystem design of the EMU vehicle according to the overall and subsystem technical conditions. After the completion of the scheme design, the design and manufacture of all end cars, middle cars, motor cars and trailer cars, as well as key systems or components of the whole train of EMU are directly carried out. That is, for a train of EMU with a formation of several cars, several cars are directly designed and manufactured. For example, the short formation of an EMU is 8 cars, and the long formation is 16 or 17 cars. When developing a short-formation EMU, a scheme of directly designing and developing a sample train of 8 cars is always adopted. When developing a long-formation EMU, a scheme of directly designing and manufacturing sample trains of the same number is always adopted, and then type tests and scientific research tests are carried out on the sample trains for verification.

[0003] The disadvantages of the existing direct development scheme are long development cycle, high design and manufacturing costs, and relatively high failure risk, which are specifically described as follows:

[0004] (1) The development cycle is long when using the traditional method. It is reflected that in the design stage, all vehicles, all systems and all interfaces need to be concerned; in the manufacturing stage, all vehicles and systems need to be produced, and all systems and interfaces need to be debugged.

[0005] (2) The design and manufacturing costs are high when using the traditional method. It is reflected that in the design stage, all vehicles, all systems and all interfaces need to be concerned, resulting in high labor-hour input; in the manufacturing stage, all vehicles and systems need to be produced, and all systems and interfaces need to be debugged, increasing the labor cost and manufacturing cost. If there are deviations or problems in the design scheme or manufacturing scheme, the losses will be huge and even irreparable.

[0006] (3) The failure risk is relatively high when using the traditional method. The reason is that due to the immaturity of new systems, there is a risk of failure itself, and the higher the innovation degree, the higher the probability of failure; for vehicles developed based on new systems, due to the uncertainty of new systems and new vehicles, the probability of failure doubles; for a new type of EMU composed of new vehicles (motor cars and / or trailer cars, or end cars and / or middle cars), due to the uncertainty of new systems, new vehicles and new type of EMU, the probability of failure doubles. Due to the existence of the failure risk, it will also lead to the extension of the development cycle and the increase of the development cost. Summary of the Invention

[0007] Aiming at the problems in the prior art, an embodiment of the present invention provides a method for the overall design and verification of an EMU vehicle, which can at least partially solve the problems existing in the prior art.

[0008] On the one hand, the present invention provides a method for the design and verification of an entire EMU, where the EMU includes at least one newly designed vehicle, which is a powered vehicle or a trailer. The method for the design and verification of the entire EMU includes:

[0009] If it is determined that the powered vehicle is an intermediate vehicle, then the first test verification steps related to the performance of the entire vehicle and the traction system are executed;

[0010] If it is determined that the trailer is an intermediate vehicle, then the second test verification steps related to the performance of the entire vehicle and the braking system are executed;

[0011] If it is determined that the vehicle is an end vehicle, then the third test verification steps related to the operation of the entire vehicle are also executed.

[0012] Among them, the execution of the first test verification steps related to the performance of the entire vehicle and the traction system includes:

[0013] Execute the straight track starting acceleration and remaining acceleration tests to test the starting acceleration performance and the speed reaching ability; execute the on-board side harmonic test to test the power factor, equivalent interference current and current distortion rate of the EMU; execute the traction and braking ability tests to verify the ability of the traction system to operate within the design temperature rise limit according to the specified load cycle;

[0014] If it is determined that the lifting method of the traction system box or the undercarriage lifting method has changed, then according to the stress measurement points pre-set in the traction system box structure or the lifting structure, execute the dynamic strength test of the traction system box structure;

[0015] If it is determined that the cooling system of the traction system has changed, then obtain the temperature rise change amount of each component of the traction system. If it is determined that the temperature rise change amounts of each component of the traction system are all lower than their respective corresponding first temperature thresholds, then execute the traction characteristic test to verify the traction output power of the traction system and the efficiency of each component;

[0016] If it is determined that the target fault mode of the traction system has changed, then execute the traction system fault protection test to verify the performance of the entire vehicle in the case of traction system faults and the fault-oriented safety control strategy; the target fault mode includes fault modes related to power devices and fault modes related to switching logic;

[0017] If it is determined that the interface between the traction system and the braking system has changed, then execute the dynamic and static tests related to braking according to the change situation to verify the regenerative braking performance of the traction system and the matching performance of the air braking and regenerative braking of the braking system.

[0018] Among them, the execution of the second test verification steps related to the performance of the entire vehicle and the braking system includes:

[0019] Conduct brake system rescue tests to achieve the connectivity performance test of the brake system during locomotive rescue of EMUs and mutual rescue between EMUs; conduct brake and parking brake tests to verify the holding brake and parking brake functions and performance of EMUs on straight tracks and ramps; conduct static brake performance tests and brake operation tests to verify various brake functions and performance under the static and running conditions of EMUs respectively, including pure air emergency brake tests, electro-pneumatic and air combined emergency brake tests, and service brake tests; conduct EMU safety brake protection tests triggered by safety protection, including passenger emergency brake device tests; conduct other brake function tests provided by EMUs, including cleaning brakes or proportional brakes, to verify their functions and performance;

[0020] If it is determined that there are changes in the brake control strategy or brake control logic of the brake system, conduct anti-skid protection function tests to verify the adhesion control performance and anti-skid protection performance;

[0021] If it is determined that there are changes in the materials of the target components of the brake system, obtain the temperature rise change amounts of each component of the brake system. If it is determined that the temperature rise change amounts of each component of the brake system are all lower than their respective corresponding second temperature thresholds, conduct dynamic strength tests of the brake components to verify their dynamic fatigue performance at the initial speed of high-speed braking; the target components include brake discs or caliper units;

[0022] If it is determined that there are changes in the air supply equipment of the brake system, conduct main air compressor air supply capacity tests and auxiliary air compressor performance tests to verify the air supply capacity of the air supply equipment respectively;

[0023] If it is determined that there are changes in the pipeline system of the brake system, conduct airtightness tests on the air supply equipment, air-using components and pipeline system, including main air reservoir airtightness tests, pantograph air cylinder airtightness tests and vehicle whole compressed air system airtightness tests.

[0024] Among them, the EMU vehicle whole design and verification method further includes:

[0025] If it is determined that there are changes in the structures of the target components of the brake system, conduct dynamic strength tests of the brake components to verify their dynamic fatigue performance at the initial speed of high-speed braking.

[0026] Among them, the implementation of the third test verification step related to vehicle operation includes:

[0027] Conduct running resistance tests;

[0028] Conduct vehicle body aerodynamic performance tests;

[0029] Conduct dynamic strength tests;

[0030] Conduct running quality tests and running stability tests;

[0031] Perform vehicle radiated noise tests;

[0032] Perform vehicle interior noise testing;

[0033] Perform air and water tightness tests.

[0034] The EMU vehicle design and verification method further includes:

[0035] The traction control is performed on the motor vehicle, specifically including:

[0036] When the traction position is in effect, the TCU receives a preset traction force value sent by the TCMS, multiplies the preset traction force value by the traction force characteristic curve of the corresponding traction converter to obtain the current traction force setting value to be exerted, controls the actual traction force to not exceed the current maximum traction force to be exerted, and feeds back the actual traction force to the TCMS;

[0037] When the braking position is effective, the BCU receives the maximum available value of the electric braking force sent by the TCU. If it is determined that the train is in the electric braking condition, the maximum available value of the electric braking force is multiplied by the regenerative braking force characteristic curve of the corresponding traction inverter to obtain the electric braking force setting value, optimize the electric braking force setting value, exert the regenerative braking force, and feed back the actual regenerative braking force to the TCMS.

[0038] The EMU whole vehicle design and verification method provided by the embodiment of the present invention, if the EMU is determined to be an intermediate vehicle, then the first test verification step related to the performance of the whole vehicle and the traction system is executed; if the trailer is determined to be an intermediate vehicle, then the second test verification step related to the performance of the whole vehicle and the braking system is executed; if the vehicle is determined to be an end vehicle, then the third test verification step related to the operation of the whole vehicle is also executed, which can reduce the design and manufacturing costs of the EMU and improve the production efficiency and yield rate of the EMU. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0040] Figure 1 It is a flow chart of a method for designing and verifying a complete EMU vehicle provided in one embodiment of the present invention.

[0041] Figure 2 It is a schematic diagram of the composition of the test EMU provided by an embodiment of the present invention.

[0042] Figure 3 It is a schematic diagram of the composition of a test EMU provided by another embodiment of the present invention.

[0043] Figure 4 It is a schematic diagram of the composition of a test EMU provided by another embodiment of the present invention.

[0044] Figure 5 It is a structural schematic diagram of an EMU vehicle design and verification device provided by one embodiment of the present invention.

[0045] Figure 6 A schematic diagram of the physical structure of a computer device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0046] To make the purpose, technical solutions and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention. It should be noted that, unless there is a conflict, the embodiments and features in the embodiments of this application can be combined with each other in any manner.

[0047] First, the electric train set of the present invention is described as follows:

[0048] A new type of EMU and / or trailer of a newly designed model, or a new type of end car and / or middle car of a newly designed model, is used to replace a EMU and / or trailer of an EMU that has been in mature use, or a new type of end car and / or middle car of an EMU that has been in mature use, and the combination is formed into a test EMU consisting of (old and new) mixed type vehicles and subjected to type tests and scientific research tests.

[0049] By conducting multiple tests on the test EMU, including verification tests of one EMU section and / or trailer (called test vehicle), one end vehicle section and / or middle vehicle (called test vehicle) and the functions and performance of the entire test EMU, it is expected that multiple design verification results can be obtained.

[0050] First, the functions and performance of the test vehicle are obtained to provide a data basis for the design optimization and iteration of the vehicle; second, the functions and performance of the new systems or components installed on the test vehicle are obtained to provide a data basis for the design optimization and iteration of the new systems or components; third, by verifying the functions and performance of the entire test EMU including the test vehicle, the functions and performance of the entire EMU if the entire train adopts new design vehicles (including multiple new design EMUs and trailers, or new design end cars and middle cars, formed according to demand) are predicted to provide a data basis for the optimization of the EMU design scheme.

[0051] According to the design evaluation and verification requirements, the new-designed motor car in the present invention can be equipped with components including a traction drive system, a braking system, a powered bogie or components, etc. In order to coordinate with the original traction system of a mature EMU to exert traction force and with the original braking system to exert braking force, the interfaces such as mechanical, electrical, communication and transmission protocols of the new traction system and braking system are matched and compatible with the original systems. In order to match with a mature EMU, the connection between the new motor car bogie and the car body, the wheel size and tread, as well as the matching compatibility with the traction motor, gearbox, etc. should be considered. At the same time, the design of this motor car should consider the end connection with other vehicles.

[0052] According to the design evaluation and verification requirements, the new-designed trailer in the present invention can be equipped with components including a braking system, a trailer bogie or components, etc.; in order to coordinate with the original braking system of a mature EMU to exert braking force, the interface compatibility such as mechanical, electrical, communication and transmission protocols, air circuit, etc. of the new braking system should be considered. In order to match with a mature EMU, the connection between the new trailer bogie and the car body, the wheel size and tread, etc. should be considered. At the same time, the design of this trailer should consider the end connection with other vehicles.

[0053] According to the design evaluation and verification requirements, the newly designed end car in the present invention can include a new head, a new cross-section car body, door or window components, etc.; in order to connect with the original intermediate cars of a mature EMU, the connection and transition between the new head and the new car body cross-section, as well as the electrical and mechanical interfaces between the end car and the intermediate cars should be considered. The electrical connection includes in-car connection cables, electrical signals, network transmission media and transmission protocols, etc., and the mechanical connection includes in-car connection windshield, car-end coupler, etc. For the door or window components, the mechanical dimensions, as well as the requirements for structural fatigue strength and airtightness should be considered. At the same time, the design of this end car should consider the mechanical and electrical interface design of the multiple-unit coupler and the fairing design, as well as the end connection with other intermediate cars.

[0054] According to the design evaluation and verification requirements, the newly designed intermediate car in the present invention can adopt a new car body cross-section, door or window components, etc. When designing and manufacturing the newly designed intermediate car, the electrical and mechanical interface connections between vehicles should be considered. The electrical connection includes in-car connection cables and electrical signals, network transmission media and transmission protocols, and the mechanical connection includes in-car connection windshield, car-end coupler, etc. For the door or window components, the mechanical dimensions, as well as the requirements for structural fatigue strength and airtightness, etc. should be considered. At the same time, the design of this intermediate car should consider the end connection with other vehicles.

[0055] To verify the functions and performances of newly designed motor cars and / or trailers (with a greater focus on system components such as the overall vehicle's electrical performance, traction, or braking), end cars and / or intermediate cars (with a greater focus on system components such as the overall vehicle's dynamics or aerodynamics, the car body, and doors and windows), obtain the functions and performances of new systems and components of newly designed vehicles, and predict the overall vehicle functions and performances of newly designed multiple unit trains (all composed of newly designed motor cars and trailers, or end cars and intermediate cars, formed according to a certain formation), type tests and scientific research tests can be conducted on (new and old) mixed multiple unit trains.

[0056] During the tests, to verify the functions and performances of newly designed motor cars and / or trailers and the newly designed system components installed on them, through the comparative analysis of the function or performance data of the same test item, the same test condition, the same system for the entire train, and new and old different components, the functional and performance characteristics and differences between the new and old systems and components can be learned;

[0057] In addition, functional and performance tests can also be carried out by isolating some new components or some old components under the same test item and the same test condition to achieve the decoupling of new and old system components, and learn the functional and performance characteristics, differences of new and old system components, and their impacts on the overall vehicle or system performance.

[0058] Based on the test data of the entire train of mature multiple unit trains and the test data of the entire train of mixed multiple unit trains, combined with the functional and performance differences between the new and old systems and the data of the impacts of the new and old systems on the overall vehicle performance, the functions and performances of the overall vehicle and key system components of newly designed multiple unit trains can be predicted.

[0059] The present invention can reduce the design risks of the overall vehicle, vehicles, and key systems, improve the design efficiency, reduce the design cost, and shorten the R & D cycle.

[0060] Figure 1 is a schematic flow chart of the method for designing and verifying the overall vehicle of a multiple unit train provided by an embodiment of the present invention, as Figure 1 shown, the multiple unit train includes at least one newly designed vehicle, which is a motor car or a trailer, and the method for designing and verifying the overall vehicle of the multiple unit train includes:

[0061] Step S1: If it is determined that the motor car is an intermediate car, then execute the first test verification step related to the performance of the overall vehicle and the traction system.

[0062] Step S2: If it is determined that the trailer is an intermediate car, then execute the second test verification step related to the performance of the overall vehicle and the braking system.

[0063] Step S3: According to if it is determined that the vehicle is an end car, then also execute the third test verification step related to the operation of the overall vehicle.

[0064] In the above step S1, if the device determines that the motor car is an intermediate car, it performs the first test verification step related to the performance of the whole vehicle and the traction system. The device may be a computer device that executes this method. In the technical solution of this application, the acquisition, storage, use, processing, etc. of data all comply with relevant regulations.

[0065] It is possible to determine whether a vehicle is a motor car or a trailer based on whether the vehicle includes a traction system, and it is possible to determine whether a vehicle determined to be a motor car or a trailer based on the vehicle number is an intermediate car located in the middle position of the multiple unit train.

[0066] It is also possible to determine whether it is an end car located at both ends of the multiple unit train based on the vehicle number. The vehicle as an end car can be a motor car or a trailer. Usually, the vehicles at both ends are both motor cars or both trailers.

[0067] It should be noted that the first test verification step, the second test verification step, and the third test verification step are all formed by combining existing tests according to time and logical relationships, etc., and can be implemented through program codes. When the corresponding conditions are met, the relevant test verification steps are called. For example, if the motor car is an intermediate car, the first test verification step related to the performance of the whole vehicle and the traction system is automatically executed by calling the program code corresponding to the first test verification step.

[0068] For example, if the trailer is an intermediate car, the second test verification step related to the performance of the whole vehicle and the braking system is automatically executed by calling the program code corresponding to the second test verification step.

[0069] If the motor car is an end car, in addition to automatically executing the first test verification step related to the performance of the whole vehicle and the traction system by calling the program code corresponding to the first test verification step, the third test verification step related to the operation of the whole vehicle is also automatically executed by calling the program code corresponding to the third test verification step.

[0070] If the trailer is an end car, in addition to automatically executing the second test verification step related to the performance of the whole vehicle and the braking system by calling the program code corresponding to the second test verification step, the third test verification step related to the operation of the whole vehicle is also automatically executed by calling the program code corresponding to the third test verification step.

[0071] As Figure 2 shown, it shows a schematic diagram of the formation of a test multiple unit train composed of a new type of motor car and / or trailer provided by the present invention, replacing a motor car and / or trailer of a multiple unit train that has been maturely used, and combining them into a train (new and old) mixed type vehicle.

[0072] It is possible to replace only the motor car with a newly designed new type of motor car, or it is possible to replace only the trailer with a newly designed new type of trailer.

[0073] It is also possible to simultaneously replace the motor car and the trailer therein with a new type of motor car and trailer of a new design. Among them, the green vehicles are the new type of motor car or trailer of the new design.

[0074] In the present invention, the motor car of the new design can be installed with components including a traction drive system component (pink), a braking system component (blue), a power bogie or component (red), etc. In order to coordinate with the original traction system of the mature EMU to exert traction force and coordinate with the original braking system to exert braking force, the mechanical, electrical, communication and transmission protocols, etc. of the new traction drive system and braking system should be considered for interface matching and compatibility with the original traction drive system and braking system.

[0075] The method for the overall vehicle design and verification of the EMU also includes:

[0076] Performing traction force control on the motor car, specifically including:

[0077] When the traction position becomes effective, the TCU receives the traction force preset value sent by the TCMS, multiplies the traction force preset value by the traction force characteristic curve of the corresponding traction converter, obtains the traction force setting value that should be exerted currently, controls the actually exerted traction force not to exceed the maximum traction force that should be exerted currently, and feeds back the actually exerted traction force to the TCMS;

[0078] When the braking position becomes effective, the BCU receives the maximum available electric braking force value sent by the TCU. If it is determined that the train is in the electric braking condition, then multiplies the maximum available electric braking force value by the regenerative braking force characteristic curve of the corresponding traction converter, obtains the electric braking force setting value, optimizes the electric braking force setting value, exerts the regenerative braking force, and feeds back the actually exerted regenerative braking force to the TCMS.

[0079] Among them, TCU (Traction Control Unit) is the traction control unit; TCMS (Train Control and Monitoring System) is the train control monitoring and diagnosis system; BCU (Brake Control Unit) is the brake control unit.

[0080] When the handle is in the traction position, the TCU controls the traction force by receiving the traction grade percentage sent by the TCMS. Therefore, the traction force setting and actual feedback of the newly connected new traction system should meet the traction grade control requirements. The TCU multiplies the traction force preset value (which can be represented by a percentage) sent by the TCMS by the traction force characteristic curve of the traction converter, calculates the traction force setting value that should be exerted currently, and the actually exerted traction force shall not exceed the maximum traction force that should be exerted currently, and feeds back the actually exerted traction force to the TCMS.

[0081] When the handle is in the braking position, the BCU receives the maximum available electric braking force value (which can be expressed as a percentage) sent by the TCU. If it is determined that the train is in the electric braking mode (the BCU can determine this in advance using existing technologies), the BCU multiplies the maximum available electric braking force value by the regenerative braking force characteristic curve of the corresponding traction converter to obtain the electric braking force setting value. Then, considering various reduction factors of its own (such as anti-skid control, etc.), the BCU optimizes the electric braking force setting value, applies the regenerative braking force, and feeds back the actually applied regenerative braking force to the TCMS.

[0082] To achieve the matching of the above interfaces and functions, the newly added electrical interfaces of the traction system should be consistent with the existing traction system, and should be consistent with the TCMS network communication interfaces of the original TCU, including communication media, communication protocols, etc., and the traction and regenerative braking control functions should be consistent.

[0083] Performing the first test verification steps related to the performance of the whole vehicle and the traction system includes:

[0084] Performing a straight track starting acceleration and remaining acceleration test to test the starting acceleration performance and the speed reaching ability; performing a line-side harmonic test to test the power factor, equivalent interference current, and current distortion rate of the EMU; performing a traction and braking ability test to verify the ability of the traction system to operate within the designed temperature rise limit according to the specified load cycle.

[0085] If it is determined that the hoisting method of the traction system box or the undercarriage hoisting method has changed, then according to the stress measurement points pre-set in the traction system box structure or the hoisting structure, perform a dynamic strength test on the traction system box structure.

[0086] If it is determined that the cooling system of the traction system has changed, then obtain the temperature rise change amount of each component of the traction system. If it is determined that the temperature rise change amounts of each component of the traction system are all lower than their respective corresponding first temperature thresholds, then perform a traction characteristic test to verify the traction output power of the traction system and the efficiency of each component.

[0087] If it is determined that the target fault mode of the traction system has changed, then perform a traction system fault protection test to verify the performance of the whole vehicle in case of traction system faults and the fault-oriented safety control strategy; the target fault mode includes fault modes related to power devices and fault modes related to switching logic.

[0088] If it is determined that the interface between the traction system and the braking system has changed, then perform relevant dynamic and static braking tests according to the changes to verify the regenerative braking performance of the traction system and the matching performance of the air braking and regenerative braking of the braking system.

[0089] The explanations for the first test verification steps are as follows:

[0090] To obtain the functions and performance of the new traction system and components, it is necessary to conduct relevant vehicle tests on the traction system. At the same time, it is also necessary to evaluate the differences between the new traction system and the original traction system, and conduct relevant tests according to the vehicle and traction system performance involved in the changes.

[0091] 1. The usually required test items for the traction system are as follows:

[0092] (1) Straight track starting acceleration and remaining acceleration tests to measure the starting acceleration performance and speed reaching ability. (2) Grid side harmonic test to measure the power factor, equivalent interference current, current distortion rate, etc. of the EMU. (3) Traction and braking ability test to verify the ability of the traction system to operate within the designed temperature rise limit according to the specified load cycle.

[0093] 2. If the hoisting method of the traction system box or the undercarriage hoisting method changes, before performing the dynamic strength test, stress measurement points need to be set on the traction system box structure or the hoisting structure, and then the dynamic strength test of the traction system box structure is performed.

[0094] 3. If the cooling system of the traction system changes, it is necessary to obtain the temperature rise change of each component of the traction system. If the temperature rise change of each component of the traction system is lower than their respective corresponding first temperature thresholds, then the traction characteristic test is performed to verify the traction output power of the traction system and the efficiency of each component. The first temperature threshold can be set separately according to the conditions of each component of the traction system. If the temperature rise change of at least one component of the traction system is higher than the corresponding first temperature threshold, a temperature anomaly message can be generated and the traction characteristic test is terminated. The components of the traction system can include transformers, converters, motors, etc.

[0095] 4. If the target fault mode of the traction system changes, then the traction system fault protection test is performed to verify the vehicle performance in case of traction system faults and the fault - oriented safety control strategy; the target fault modes include fault modes related to power devices and fault modes related to switching logic. The fault - oriented safety control strategy is an existing control strategy and will not be elaborated here.

[0096] 5. If the interface between the traction system and the braking system changes, then the relevant dynamic and static braking tests are performed according to the changes to verify the regenerative braking performance of the traction system and the matching performance of the air braking and regenerative braking of the braking system. The change in the interface can include changes in interface data and changes in interface signal types, etc. For the case of interface data change, if the change amount of the interface data is greater than the preset change percentage, then the relevant dynamic and static braking tests are performed. For the case of interface signal type change, the relevant dynamic and static braking tests can be directly performed.

[0097] To match with the mature EMUs, the connection between the new EMU bogie and the car body, the wheel size and tread, as well as the matching compatibility with the traction motor, gearbox, etc. should be considered. The static strength, dynamic fatigue strength, airtight performance, heat insulation and noise reduction of the car body of the EMU vehicle should not be lower than those of the existing vehicles. At the same time, the design of the EMU vehicle should consider the end connection with other vehicles.

[0098] For example, for the modal matching between the car body and the bogie of the vehicle, the lowest natural vibration frequency of the car body in the ready-for-service state should not be lower than 10 Hz.

[0099] The car body of the EMU vehicle should be designed integrally in terms of static strength, dynamic fatigue strength, airtight performance, heat insulation and noise reduction, etc., and the material structure topology optimization design should be carried out, and optimization iteration should be carried out by means of finite element analysis, simulation calculation and component tests, etc.

[0100] The strength of the car body of the EMU vehicle shall comply with TB / T3548 and TB / T3451. Before the formal test, preloading should be carried out, and the load should be increased in stages until the maximum load to eliminate the internal stress of the structure. Then, 3 formal tests should be carried out, and the average value of the 3 test data should be taken as the final measurement result. Generally, weights, sandbags or hydraulic loading methods are used to apply the vertical load, and the longitudinal load and end wall load are generally applied by hydraulic loading methods. The evaluation of the static strength of the car body should take that the car body does not produce permanent deformation after unloading as the inspection index. Generally, it is judged by comparing the test stress with the material yield strength. If the test stress is lower than the material yield strength, it is considered that the static strength meets the requirements. However, for the local stress concentration parts, it is allowed that the measured stress exceeds the yield limit of the material. But the local plastic deformation area caused by stress concentration should be small enough and no permanent deformation should occur after unloading. In addition, for the EMUs with a speed of 350 km / h, the aerodynamic load of the car body should not be lower than ±6000 Pa, the fatigue load should be ±5000 Pa, and it should cycle 1 million times, etc.

[0101] In step S2 above, if the device determines that the trailer is an intermediate car, it shall execute the second test verification step related to the performance of the whole vehicle and the braking system.

[0102] In the present invention, the newly designed trailer can be installed with components including the braking system components (blue), trailer bogie or components (orange), etc.

[0103] The following describes the design requirements:

[0104] In order to coordinate with the original braking system of the mature EMUs to exert braking force, the interface matching compatibility of the mechanical, electrical, communication and transmission protocols, etc. of the new braking system with the original braking system should be considered.

[0105] When the handle is in the braking position, regenerative braking is preferred first. When the regenerative braking is insufficient, air braking is used as a supplement. The BCU calculates the braking force based on speed, load, and braking level, and distributes the braking force according to the available regenerative braking force. When the regenerative braking force can meet the braking force requirement, neither the motor car nor the trailer supplements air braking. When the regenerative braking force is insufficient, air braking is supplemented on the trailer first according to the set proportional value. If it is still insufficient, the remaining available air braking of the motor car and the trailer is used for supplementation. Therefore, the braking force setting of the newly added new braking system should also meet the control requirements of the service braking level. The BCU distributes the regenerative braking force and the air braking force. The TCU of the motor car generates electric braking force according to the received electric braking force setting of this car. The BCUs of the motor car and the trailer supplement the air braking force according to the set value of the supplementary air braking force, and feedback the actual regenerative braking force and air braking force. Since the emergency braking triggered by the emergency braking, ATP train control system, etc., and the maximum service braking are all controlled by hardwired signals such as the train safety loop or the train braking command, the consistency of their interface signals should be maintained.

[0106] To achieve the matching of the above interfaces and functions, the electrical interfaces of the newly added braking system need to be consistent with the existing system, and should be consistent with the original TCMS network communication interfaces, including communication media, communication protocols, etc., and the control functions of the service braking level mode should also be consistent.

[0107] The second test verification step related to the performance of the whole vehicle and the braking system includes:

[0108] Perform the braking system rescue test to test the connectivity performance of the braking system when the locomotive rescues the EMU and the EMUs rescue each other; perform the braking and parking braking tests to verify the holding braking and parking braking functions and performances of the EMU on the straight track and the ramp; perform the static braking performance test and the braking operation test to verify various braking functions and performances of the EMU under the static and running conditions respectively, including the pure air emergency braking test, the electric and air combined emergency braking test, and the service braking test; perform the EMU safety braking protection test triggered by safety protection, including the passenger emergency braking device test; perform other braking function tests provided by the EMU, including cleaning braking or proportional braking, to verify their functions and performances;

[0109] If it is determined that there are changes in the braking control strategy or braking control logic of the braking system, perform the anti-skid protection function test to verify the adhesion control performance and anti-skid protection performance;

[0110] If it is determined that the target component of the braking system has changed in terms of material, the temperature rise change of each component of the braking system is obtained. If it is determined that the temperature rise change of each component of the braking system is lower than their respective corresponding second temperature thresholds, a dynamic strength test of the braking component is performed to verify its dynamic fatigue performance at the initial speed of high-speed braking; the target component includes a brake disc or a caliper unit;

[0111] If it is determined that the air supply equipment of the braking system has changed, a main air compressor air supply capacity test and an auxiliary air compressor performance test are performed to verify the air supply capacity of the air supply equipment respectively;

[0112] If it is determined that the pipeline system of the braking system has changed, an airtightness test of the air supply equipment, the air-using components and the pipeline system is performed, including the airtightness test of the main air reservoir, the airtightness test of the pantograph lifting cylinder and the airtightness test of the whole vehicle compressed air system.

[0113] The method for the overall vehicle design and verification of the EMU also includes:

[0114] If it is determined that the target component of the braking system has changed in terms of structure, a dynamic strength test of the braking component is performed to verify its dynamic fatigue performance at the initial speed of high-speed braking.

[0115] The second test verification step is described as follows:

[0116] In order to obtain the functions and performances of the new braking system and components, relevant overall vehicle tests of the braking system need to be carried out. At the same time, the differences between the new braking system and the original braking system also need to be evaluated, and relevant tests are carried out according to the overall vehicle and braking system performances involved in the changes.

[0117] 1. The following are the usually necessary test items of the braking system:

[0118] Perform a braking system rescue test to achieve the connectivity performance test of the braking system during locomotive rescue of the EMU and mutual rescue of EMUs; perform a braking and parking brake test to verify the holding brake and parking brake functions and performances of the EMU on a straight track and a slope; perform a static braking performance test and a braking operation test to respectively verify various braking functions and performances under the static and running conditions of the EMU, including emergency braking test (EB), emergency braking test (UB), and service braking test; perform a safety braking protection test of the EMU triggered by safety protection, such as a passenger emergency braking device test; perform other braking function tests provided by the EMU, such as cleaning braking or proportional braking, to verify their functions and performances.

[0119] 2. If there are changes in the braking control strategy or braking control logic of the braking system, perform the anti-skid protection function test to verify the adhesion control performance and anti-skid protection performance. The braking control strategy may include redundant control strategies and priority control strategies, etc. The braking control logic refers to the braking control logic relationship. Changes in the braking control logic are manifested as: adding, deleting, or modifying the braking control logic relationship.

[0120] 3. If there are changes in the materials of the target components of the braking system, obtain the temperature rise change amounts of each component of the braking system. If it is determined that the temperature rise change amounts of each component of the braking system are all lower than their respective corresponding second temperature thresholds, perform the dynamic strength test of the braking components to verify their dynamic fatigue performance at the initial speed of high-speed braking; the target components include brake discs or caliper units. If there are changes in the structures of the target components of the customized braking system, perform the dynamic strength test of the braking components to verify their dynamic fatigue performance at the initial speed of high-speed braking.

[0121] 4. If there are changes in the air supply equipment of the braking system, perform the main air compressor air supply capacity test and the auxiliary air compressor performance test to verify the air supply capacity of the air supply equipment respectively.

[0122] 5. If there are changes in the pipeline system of the braking system, perform the airtightness tests of the air supply equipment, air-using components, and pipeline system, including the airtightness test of the main air reservoir, the airtightness test of the pantograph lifting cylinder, and the airtightness test of the vehicle's compressed air system, etc.

[0123] In order to match with the mature EMUs, the connection between the new trailer bogie and the car body, the wheel size, and the tread should be considered. The static strength, dynamic fatigue strength, airtightness performance, heat insulation, noise reduction, and other indicators of the car body of the new trailer vehicle should not be lower than those of the existing vehicles. At the same time, the design of this trailer vehicle should consider the end connection with other vehicles.

[0124] In step S3 above, if the device determines that the vehicle is an end car, it also performs the third test verification step related to the operation of the whole vehicle. The method of the present invention also includes the combination of multiple vehicles, such as Figure 3 As shown, some combination cases are listed, showing the schematic diagram of the formation of a test EMU composed of a (new and old) mixed-type vehicle by replacing one end car and / or intermediate car of the maturely operated EMU with one new-designed end car and / or intermediate car of the present invention.

[0125] One new-designed end car can be used to replace only the end car among them, or one new-designed intermediate car can be used to replace only the intermediate car among them. The intermediate car can be an intermediate motor car or an intermediate trailer car.

[0126] It is also possible to replace the end cars and intermediate cars with a new type of end car and intermediate car designed newly, which can include both intermediate motor cars and intermediate trailer cars. The blue-colored cars are the newly designed end cars or intermediate cars.

[0127] (1) For the end car with a new design in the present invention, a newly designed head shape, car body cross-section, new door or window components, etc. can be adopted according to the operation resistance requirements.

[0128] In order to connect with other intermediate cars of a mature multiple unit train, the connection and streamline transition of the newly designed head shape and car body cross-section with other cars should be considered. The connection at the end of the intermediate cars should be compatible with the existing cars, and the design of the head coupler and fairing should also be considered.

[0129] The newly designed end car should consider the electrical and mechanical interfaces with the intermediate cars. Electrical connections include in-car connection cables, electrical signals, network transmission media, and transmission protocols, etc.; mechanical connections include in-car connection windshields, car-end couplers, etc. The door or window components should consider mechanical dimensions, as well as requirements such as structural fatigue strength, airtightness, and heat insulation and noise reduction.

[0130] The static strength, dynamic fatigue strength, airtight performance, heat insulation and noise reduction, etc. of the car body of the newly designed end car should not be lower than those of the existing cars, and the clearance requirements should also be considered.

[0131] (2) For the intermediate car with a new design in the present invention, a new type of car body cross-section, door or window components, etc. can be adopted.

[0132] When designing and manufacturing the newly designed intermediate car, the electrical and mechanical interface connections between the cars should be considered. Electrical connections include in-car connection cables and electrical signals, network transmission media, and transmission protocols; mechanical connections include in-car connection windshields, car-end couplers, etc. The door or window components should consider mechanical dimensions, as well as requirements such as structural fatigue strength and airtightness requirements.

[0133] At the same time, the design of this intermediate car should consider the connection and streamline transition with the car body cross-section of the newly designed end car, as well as the connection at the end with other cars. The static strength, dynamic fatigue strength, airtight performance, heat insulation and noise reduction, etc. of the car body of the newly designed intermediate car should not be lower than those of the existing cars, and the clearance requirements should also be considered.

[0134] (3) The requirements for the newly designed intermediate car and the components of the internal installation system in the present invention are the same as those for a newly designed motor car and / or trailer car adopted above.

[0135] Performing the third test verification step related to the operation of the whole vehicle includes:

[0136] Performing an operation resistance test;

[0137] Performing a car body aerodynamic performance test;

[0138] Conduct dynamic strength test;

[0139] Conduct operation quality test and running stability test;

[0140] Conduct vehicle radiation noise test;

[0141] Conduct vehicle interior noise test;

[0142] Conduct airtightness and watertightness test.

[0143] The description for the third test verification step is as follows:

[0144] In order to obtain the various performances of the new designed end cars and intermediate cars, vehicle tests such as running resistance, aerodynamics, dynamic strength, vehicle interior and exterior noise performance, vehicle airtightness, and rain shower need to be carried out.

[0145] 1. Running resistance test:

[0146] Since the head shape of the end car and the body cross-section design of the end car and intermediate car are closely related to the running resistance of the EMU, in order to obtain the resistance characteristics between the new designed end cars and intermediate cars, a running resistance test needs to be carried out. The test is carried out on a straight track of not less than 4 km in length with a wind speed not greater than 3.3 m / s, without rain, snow or other adverse environmental impacts, to obtain the running resistance of the EMU at the highest running speed.

[0147] 2. Vehicle aerodynamic performance test:

[0148] At different positions of the vehicle body, transient pressure sensor measuring points are arranged to respectively measure the changes in air pressure inside and outside the carriages when the EMU passes through a tunnel and meets on a straight track at the highest running speed or other speed levels, and evaluate whether the pressure changes meet the standard requirements.

[0149] 3. Dynamic strength test:

[0150] Verify the dynamic strength performance of the main structures and load-bearing components of the vehicle body. According to the structural design and simulation test results, stress measuring points are arranged at important structural parts to evaluate the maximum stress that appears at each measuring point during the entire test process. The evaluation criterion is that the maximum stress should not exceed the allowable stress of the material at the measuring point.

[0151] 4. Operation quality test and running stability test:

[0152] Measure the lateral and vertical vibration accelerations of the vehicle body to detect whether the operation quality of the EMU during normal operation meets the standard requirements; measure the longitudinal, lateral and vertical vibration accelerations of the vehicle body to detect whether the running stability and comfort of the EMU during normal operation meet the standard requirements.

[0153] 5. Vehicle radiation noise test:

[0154] Verify whether the external noise of the EMU meets the requirements of relevant standards when it is stationary, starting and accelerating, and running at a constant speed.

[0155] 6. Interior noise test of the vehicle:

[0156] Verify whether the interior noise of the EMU meets the requirements of relevant standards.

[0157] 7. Airtightness and watertightness test:

[0158] Verify whether the airtightness and watertightness of the whole vehicle of the EMU meet the requirements of relevant standards.

[0159] For the whole vehicle design and verification method of the EMU provided by the embodiments of the present invention, further examples are illustrated as follows:

[0160] As Figure 4 shown, the 8-car formation test EMU contains 4 motor cars in total, among which 1 is a green new motor car (including the bogie represented by red wheels, the second car from the left), and 3 are white existing motor cars (including the bogies represented by black wheels, the 4th, 5th, and 7th cars from the left).

[0161] By conducting the whole vehicle test, the test data of 4 motor cars (the 2nd, 4th, 5th, and 7th cars from the left) can be obtained simultaneously at the same moment, such as testing the performance of the traction system. The test data of 8 vehicles can be obtained simultaneously at the same moment, such as testing the performance of the braking system. At the same moment, it means that all components of the motor car are at the same test point and the same test condition.

[0162] For example, at this time, the input voltage, input current, output traction force, wheel speed, etc. of the traction converter of the traction system can be compared and analyzed, so as to obtain the characteristic parameters of the new traction system. The brake handle position, brake cylinder pressure, braking deceleration, brake release state, etc. can also be compared and analyzed, so as to obtain the characteristics of the new braking system.

[0163] The performance such as the vertical acceleration and lateral acceleration of the bogie can also be compared and analyzed.

[0164] In the present invention, it is proposed that during the test, in order to verify the functions and performances of the newly designed motor cars and / or trailers and the newly designed system components installed thereon, through the same test point and the same test condition, some new components or old components are isolated for functional performance tests, so as to achieve the decoupling of the new and old system components, and to obtain the functional and performance characteristics, differences of the new and old system components and their impacts on the performance of the whole vehicle or system.

[0165] Still taking Figure 4 the test EMU shown as an example, the following method can be adopted for the test.

[0166] (1) Isolate the traction systems of the 4th, 5th, and 7th cars from the left, and only keep the 2nd car. During the test, use the 1st car as the leading car for traction and drive to the left, so as to obtain the traction system parameters of the 2nd car, as well as parameters such as the starting acceleration of the entire EMU and the remaining acceleration after reaching the constant speed.

[0167] Similarly, isolate the traction systems of the 2nd, 4th, and 5th cars from the left, and only keep the 7th car. To exclude influencing factors such as wind, the entire EMU can be turned around, use the 8th car as the leading car direction for traction, and drive to the left, so as to obtain the traction system parameters of the 7th car, as well as parameters such as the starting acceleration of the entire EMU and the remaining acceleration after reaching the constant speed.

[0168] Compare and analyze the two sets of test data. Then, the differences between the traction systems of the 2nd car (new traction system) and the 7th car (existing traction system) can be obtained, as well as the impact on the performance of the entire vehicle (low-speed section).

[0169] (2) To obtain the traction system performance at higher speeds, isolate the traction system of the 7th car from the left, and keep the 2nd, 4th, and 5th cars. During the test, use the 1st car as the leading car direction for traction and drive to the left, so as to obtain the traction system parameters of the 2nd, 4th, and 5th cars, as well as parameters such as the starting acceleration of the entire EMU and the remaining acceleration after reaching the constant speed.

[0170] It is also possible to isolate the traction system of the 2nd car from the left, and keep the 4th, 5th, and 7th cars. To exclude influencing factors such as wind, the entire EMU can be turned around, use the 8th car as the leading car direction for traction, and drive to the left, so as to obtain the traction system parameters of the 4th, 5th, and 7th cars, as well as parameters such as the starting acceleration of the entire EMU and the remaining acceleration after reaching the constant speed.

[0171] Compare and analyze the two sets of test data. Then, the differences between the traction systems of [2nd car (new traction system) + 4th car (existing traction system) + 5th car (existing traction system)] and [7th car (existing traction system) + 4th car (existing traction system) + 5th car (existing traction system)] can be obtained, as well as the impact on the performance of the entire vehicle (high-speed section).

[0172] Through the above two test methods, the performance of the new traction system and its impact on the entire EMU can be analyzed and obtained.

[0173] Using the same method, it is also possible to obtain the performance of other systems by designing to isolate some vehicles and their impact on the entire EMU.

[0174] The performance of the newly designed EMU can be predicted through the design verification method of the present invention.

[0175] Due to the availability of test data such as those of end cars and intermediate trailers, the aerodynamic performance of the entire EMU train, such as running resistance, can be preliminarily evaluated. Due to the availability of single-car test data of intermediate motor cars and intermediate trailers, such as traction power, it is possible to estimate that if the same new type of traction and new type of braking are adopted for the whole train, and thus preliminarily predict the traction performance (4 times the single-car traction power) and braking performance (8 times the braking power) of the newly designed EMU train. Combining with the running resistance, performance parameters such as the starting acceleration of the entire EMU train and the remaining acceleration after reaching the constant speed can be calculated.

[0176] In some examples, the design method provided by the present invention is adopted for an 8-car high-speed train. The newly developed car No. 05 (intermediate motor car) is used to replace the original car No. 05, and the newly developed car No. 06 (intermediate trailer) is used to replace the original car No. 06. The car No. 05 and car No. 06 adopt a new type of car body cross-section, new type of doors, windows, etc. At the same time, a new type of motor car braking system and a new type of trailer braking system are respectively installed on car No. 05 and car No. 06. A new type of traction converter and a new type of traction motor are installed on car No. 05, and a new type of traction transformer is installed on car No. 06.

[0177] During the test, the verification method provided by the present invention is adopted, including the comparative analysis of the function or performance data of the new and old different components of the same test item, the same test condition, the same system of the whole train, to conduct test verification on the new type of car body and related components; the method provided by the present invention is adopted, such as by isolating some new components or isolating old components under the same test item and the same test condition to conduct function and performance tests, to conduct test verification on the new type of traction system and the new type of braking system.

[0178] For the EMU train vehicle design and verification method provided by the embodiments of the present invention, if it is determined that the motor car is an intermediate car, the first test verification step related to the performance of the whole train and the traction system is executed; if it is determined that the trailer is an intermediate car, the second test verification step related to the performance of the whole train and the braking system is executed; if it is determined that the vehicle is an end car, the third test verification step related to the operation of the whole train is further executed, which can reduce the design and manufacturing cost of the EMU train, and improve the production efficiency and the finished product rate of the EMU train.

[0179] Further, the execution of the first test verification step related to the performance of the whole train and the traction system includes:

[0180] Execute the starting acceleration and remaining acceleration tests on a straight track to test the starting acceleration performance and the speed reaching ability; execute the line-side harmonic test to test the power factor, equivalent interference current and current distortion rate of the EMU train; execute the traction and braking ability tests to verify the ability of the traction system to operate within the design temperature rise limit according to the specified load cycle; reference can be made to the above embodiments for description and will not be elaborated here.

[0181] If it is determined that the hoisting method of the traction system box body or the under-vehicle hoisting method has changed, then according to the stress measurement points pre-set on the traction system box body structure or the hoisting structure, a dynamic strength test of the traction system box body structure is carried out; it can be described by referring to the above embodiments and will not be elaborated here.

[0182] If it is determined that the cooling system of the traction system has changed, then obtain the temperature rise change amount of each component of the traction system. If it is determined that the temperature rise change amount of each component of the traction system is lower than their respective corresponding first temperature thresholds, then carry out a traction characteristic test to verify the traction output power of the traction system and the efficiency of each component; it can be described by referring to the above embodiments and will not be elaborated here.

[0183] If it is determined that the target fault mode of the traction system has changed, then carry out a traction system fault protection test to verify the vehicle performance in the case of traction system faults and the fault-oriented safety control strategy; the target fault mode includes fault modes related to power devices and fault modes related to switching logic; it can be described by referring to the above embodiments and will not be elaborated here.

[0184] If it is determined that the interface between the traction system and the braking system has changed, then carry out relevant dynamic and static braking tests according to the change situation to verify the regenerative braking performance of the traction system and the matching performance of the air braking and regenerative braking of the braking system. It can be described by referring to the above embodiments and will not be elaborated here.

[0185] Further, the implementation of the second test verification step related to the performance of the vehicle and the braking system includes: <G

[0186] Carry out a braking system rescue test to test the connectivity performance of the braking system when the locomotive rescues the EMU and the EMUs rescue each other; carry out braking and parking brake tests to verify the holding brake and parking brake functions and performances of the EMU on a straight track and a slope; carry out static braking performance tests and braking operation tests to verify various braking functions and performances respectively under the static and running conditions of the EMU, including pure air emergency braking tests, electric control and air composite emergency braking tests, and service braking tests; carry out a safety braking protection test of the EMU triggered by safety protection, including passenger emergency braking device tests; carry out other braking function tests provided by the EMU, including cleaning braking or proportional braking, to verify their functions and performances; it can be described by referring to the above embodiments and will not be elaborated here.

[0187] If it is determined that there is a change in the braking control strategy or braking control logic of the braking system, then carry out an anti-skid protection function test to verify the adhesion control performance and anti-skid protection performance; it can be described by referring to the above embodiments and will not be elaborated here.

[0188] If it is determined that the target component of the braking system has changed in terms of material, the temperature rise change amounts of each component of the braking system are obtained. If it is determined that the temperature rise change amounts of each component of the braking system are all lower than their respective corresponding second temperature thresholds, a dynamic strength test of the braking component is performed to verify its dynamic fatigue performance at the initial speed of high-speed braking; the target component includes a brake disc or a caliper unit; reference can be made to the above embodiments for description and details will not be repeated.

[0189] If it is determined that the air supply equipment of the braking system has changed, a main air compressor air supply capacity test and an auxiliary air compressor performance test are performed to verify the air supply capacity of the air supply equipment respectively; reference can be made to the above embodiments for description and details will not be repeated.

[0190] If it is determined that the pipeline system of the braking system has changed, an airtightness test of the air supply equipment, the air-using components and the pipeline system is performed, including the airtightness test of the main air reservoir, the airtightness test of the pantograph lifting cylinder and the airtightness test of the whole vehicle compressed air system. Reference can be made to the above embodiments for description and details will not be repeated.

[0191] Furthermore, the method for the overall vehicle design and verification of the EMU also includes:

[0192] If it is determined that the target component of the braking system has changed in terms of structure, a dynamic strength test of the braking component is performed to verify its dynamic fatigue performance at the initial speed of high-speed braking. Reference can be made to the above embodiments for description and details will not be repeated.

[0193] Furthermore, the execution of the third test verification step related to the operation of the whole vehicle includes:

[0194] Perform a running resistance test; reference can be made to the above embodiments for description and details will not be repeated.

[0195] Perform a vehicle body aerodynamic performance test; reference can be made to the above embodiments for description and details will not be repeated.

[0196] Perform a dynamic strength test; reference can be made to the above embodiments for description and details will not be repeated.

[0197] Perform a running quality test and a running stability test; reference can be made to the above embodiments for description and details will not be repeated.

[0198] Perform a vehicle radiation noise test; reference can be made to the above embodiments for description and details will not be repeated.

[0199] Perform a vehicle interior noise test; reference can be made to the above embodiments for description and details will not be repeated.

[0200] Perform an airtightness and watertightness test. Reference can be made to the above embodiments for description and details will not be repeated.

[0201] Furthermore, the method for the overall vehicle design and verification of the EMU also includes:

[0202] Perform traction control on the EMU, specifically including:

[0203] When the traction position becomes effective, the TCU receives the traction preset value sent by the TCMS, multiplies the traction preset value by the traction characteristic curve of the corresponding traction converter to obtain the traction set value that should be exerted currently, controls the actually exerted traction not to exceed the maximum traction that should be exerted currently, and feeds back the actually exerted traction to the TCMS; it can be illustrated by referring to the above embodiments and will not be elaborated here.

[0204] When the braking position becomes effective, the BCU receives the maximum available electric braking force value sent by the TCU. If it is determined that the train is in the electric braking condition, then multiply the maximum available electric braking force value by the regenerative braking force characteristic curve of the corresponding traction converter to obtain the electric braking force set value, optimize the electric braking force set value, exert the regenerative braking force, and feed back the actually exerted regenerative braking force to the TCMS. It can be illustrated by referring to the above embodiments and will not be elaborated here.

[0205] Figure 5 It is a schematic structural diagram of the device for the overall design and verification of the EMU provided by an embodiment of the present invention. As Figure 5 shown, the EMU includes at least one newly designed vehicle, which is a motor car or a trailer. The device for the overall design and verification of the EMU includes a first execution unit 501, a second execution unit 502, and a third execution unit 503, where:

[0206] The first execution unit 501 is used to perform the first test verification steps related to the performance of the whole vehicle and the traction system if it is determined that the motor car is an intermediate car; the second execution unit 502 is used to perform the second test verification steps related to the performance of the whole vehicle and the braking system if it is determined that the trailer is an intermediate car; the third execution unit 503 is used to perform the third test verification steps related to the operation of the whole vehicle if it is determined that the vehicle is an end car.

[0207] Specifically, the first execution unit 501 in the device is used to perform the first test verification steps related to the performance of the whole vehicle and the traction system if it is determined that the motor car is an intermediate car; the second execution unit 502 is used to perform the second test verification steps related to the performance of the whole vehicle and the braking system if it is determined that the trailer is an intermediate car; the third execution unit 503 is used to perform the third test verification steps related to the operation of the whole vehicle if it is determined that the vehicle is an end car.

[0208] The vehicle design and verification device for EMUs provided by the embodiments of the present invention, if it is determined that the EMU is an intermediate car, then perform the first test verification steps related to the performance of the whole vehicle and the traction system; if it is determined that the trailer is an intermediate car, then perform the second test verification steps related to the performance of the whole vehicle and the braking system; if it is determined that the vehicle is an end car, then also perform the third test verification steps related to the operation of the whole vehicle, which can reduce the design and manufacturing costs of EMUs and improve the production efficiency and yield of EMUs.

[0209] The embodiments of the vehicle design and verification device for EMUs provided by the embodiments of the present invention can specifically be used to execute the processing flows of the above method embodiments, and their functions will not be elaborated here. Reference can be made to the detailed descriptions of the above method embodiments.

[0210] Figure 6 It is a schematic diagram of the physical structure of the computer device provided by the embodiments of the present invention. As Figure 6 shown, the computer device includes: a memory 601, a processor 602, and a computer program stored on the memory 601 and executable on the processor 602. When the processor 602 executes the computer program, the following method is implemented:

[0211] If it is determined that the EMU is an intermediate car, then perform the first test verification steps related to the performance of the whole vehicle and the traction system;

[0212] If it is determined that the trailer is an intermediate car, then perform the second test verification steps related to the performance of the whole vehicle and the braking system;

[0213] If it is determined that the vehicle is an end car, then also perform the third test verification steps related to the operation of the whole vehicle.

[0214] This embodiment discloses a computer program product, which includes a computer program. When the computer program is executed by a processor, the following method is implemented:

[0215] If it is determined that the EMU is an intermediate car, then perform the first test verification steps related to the performance of the whole vehicle and the traction system;

[0216] If it is determined that the trailer is an intermediate car, then perform the second test verification steps related to the performance of the whole vehicle and the braking system;

[0217] If it is determined that the vehicle is an end car, then also perform the third test verification steps related to the operation of the whole vehicle.

[0218] This embodiment provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the following method is implemented:

[0219] If it is determined that the motor car is an intermediate car, then perform the first test verification steps related to the performance of the whole vehicle and the traction system;

[0220] If it is determined that the trailer is an intermediate car, then perform the second test verification steps related to the performance of the whole vehicle and the braking system;

[0221] If it is determined that the vehicle is an end car, then also perform the third test verification steps related to the operation of the whole vehicle.

[0222] Compared with the technical solutions in the prior art, in the embodiment of the present invention, for the method for the design and verification of the whole vehicle of the EMU, if it is determined that the motor car is an intermediate car, then perform the first test verification steps related to the performance of the whole vehicle and the traction system; if it is determined that the trailer is an intermediate car, then perform the second test verification steps related to the performance of the whole vehicle and the braking system; if it is determined that the vehicle is an end car, then also perform the third test verification steps related to the operation of the whole vehicle, which can reduce the design and manufacturing costs of the EMU, and improve the production efficiency and the yield rate of the finished EMU.

[0223] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0224] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to the embodiments of the present invention. It should be understood that each flow and / or block in the flowchart and / or block diagram can be realized by computer program instructions, and the combination of the flows and / or blocks in the flowchart and / or block diagram can also be realized by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for realizing the functions specified in Figure 1 one or more of the flows Figure 1 or blocks or the combination of multiple blocks.

[0225] These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing devices to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured product including an instruction device, and the instruction device realizes the functions specified in Figure 1 one or more of the flows Figure 1The functions specified in one or more boxes.

[0226] These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process. Thus, the instructions executed on the computer or other programmable device provide for implementing the steps of the functions specified in one Figure 1 process or multiple processes and / or boxes Figure 1 or multiple boxes.

[0227] In the description of this specification, the descriptions referring to terms such as "one embodiment", "a specific embodiment", "some embodiments", "for example", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0228] The above specific embodiments have further elaborated on the objectives, technical solutions, and beneficial effects of the present invention. It should be understood that the above are only specific embodiments of the present invention and are not used to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for designing and verifying a complete EMU vehicle, characterized in that: The EMU comprises at least one newly designed vehicle, which is a motor vehicle or a trailer. The EMU whole vehicle design and verification method includes: If it is determined that the motor vehicle is an intermediate vehicle, a first test verification step related to the performance of the entire vehicle and the traction system is performed; If the trailer is determined to be an intermediate vehicle, a second test verification step related to the performance of the entire vehicle and the braking system is performed; If it is determined that the vehicle is a terminal vehicle, a third test verification step related to the operation of the entire vehicle is also performed.

2. The EMU vehicle design and verification method according to claim 1, characterized in that: The first test verification step related to the vehicle and traction system performance includes: Perform straight track starting acceleration and residual acceleration tests to test starting acceleration performance and speed-reaching capability; perform grid-side harmonic tests to test the EMU power factor, equivalent interference current, and current distortion rate; perform traction and braking capacity tests to verify the traction system's ability to operate within the design temperature rise limits and at the specified load cycle; If it is determined that the lifting method of the traction system box or the lifting method under the vehicle has changed, the dynamic strength test of the traction system box structure shall be carried out according to the stress measurement points pre-set on the traction system box structure or the lifting structure; If it is determined that the cooling system of the traction system has changed, then obtaining the temperature rise change of each component of the traction system. If it is determined that the temperature rise change of each component of the traction system is lower than the first temperature threshold corresponding to each component, then performing a traction characteristic test to verify the traction output power of the traction system and the efficiency of each component; If it is determined that the target failure mode of the traction system has changed, a traction system fault protection test is performed to verify the vehicle performance and fault-oriented safety control strategy under the condition of a traction system failure; the target failure mode includes failure modes related to power devices and failure modes related to switching logic; If it is determined that the interface between the traction system and the braking system has changed, dynamic and static braking tests will be performed according to the changes to verify the regenerative braking performance of the traction system and the matching performance of the air brake and regenerative brake of the braking system.

3. The EMU vehicle design and verification method according to claim 1, characterized in that: The second test verification step of performing the test related to the vehicle and brake system performance includes: Perform brake system rescue tests to test the connectivity of the brake systems when the locomotive rescues the EMU and when the EMUs rescue each other; perform braking and parking brake tests to verify the holding brake and parking brake functions and performance of the EMU on straight roads and slopes; perform static brake performance tests and brake operation tests to verify various brake functions and performances under the EMU's stationary and running conditions, including pure air emergency brake tests, electronic control and air compound emergency brake tests, and common brake tests; perform EMU safety brake protection tests triggered by safety protection, including passenger emergency brake device tests; perform other brake function tests provided by the EMU, including cleaning brakes or proportional brakes, to verify their functions and performances; If it is determined that the braking system has changed in the braking control strategy or braking control logic, then perform the anti-skid protection function test to verify the adhesion control performance and anti-skid protection performance; If it is determined that a target component of the brake system has undergone a material change, obtaining a temperature rise variation of each component of the brake system; if it is determined that the temperature rise variation of each component of the brake system is lower than a second temperature threshold corresponding to each component, performing a dynamic strength test on the brake component to verify its dynamic fatigue performance at a high initial braking speed; the target component may include a brake disc or a caliper unit; If it is determined that the air supply equipment of the brake system has changed, the main air compressor air supply capacity test and the auxiliary air compressor performance test shall be performed to verify the air supply capacity of the air supply equipment respectively; If it is determined that the braking system's piping system has changed, perform air tightness tests on the air supply equipment, air-using components, and piping system, including the main air cylinder air tightness test, the bow-lifting air cylinder air tightness test, and the vehicle's compressed air system air tightness test.

4. The EMU vehicle design and verification method according to claim 3, characterized in that: The EMU vehicle design and verification method further includes: If it is determined that the target component of the braking system has undergone structural changes, a dynamic strength test of the braking component is performed to verify its dynamic fatigue performance under high initial braking speed.

5. The EMU vehicle design and verification method according to claim 1, characterized in that: The third test verification step related to vehicle operation includes: Perform running resistance tests; Perform vehicle aerodynamic performance tests; Perform dynamic strength tests; Perform running quality tests and running stability tests; Perform vehicle radiated noise tests; Perform vehicle interior noise testing; Perform air and water tightness tests.

6. The EMU vehicle design and verification method according to any one of claims 1 to 5, characterized in that: The EMU vehicle design and verification method further includes: The traction control is performed on the motor vehicle, specifically including: When the traction position is in effect, the TCU receives a preset traction force value sent by the TCMS, multiplies the preset traction force value by the traction force characteristic curve of the corresponding traction converter to obtain the current traction force setting value to be exerted, controls the actual traction force to not exceed the current maximum traction force to be exerted, and feeds back the actual traction force to the TCMS; When the braking position is effective, the BCU receives the maximum available value of the electric braking force sent by the TCU. If it is determined that the train is in the electric braking condition, the maximum available value of the electric braking force is multiplied by the regenerative braking force characteristic curve of the corresponding traction inverter to obtain the electric braking force setting value, optimize the electric braking force setting value, exert the regenerative braking force, and feed back the actual regenerative braking force to the TCMS.

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