Device for testing comfort in motor train unit

Abstract

The utility model provides a motor train unit in-train comfort testing device comprising a testing device main body, the bottom of which is provided with a plurality of universal wheels; the acceleration sensor is used for measuring the stability of the motor train unit, is connected with the testing device main body through an extension cable of the acceleration sensor, and is fixed at a preset position in the motor train unit during testing; the noise sensor is used for measuring the noise of the motor train unit and is connected with the testing device main body through a first self-contained telescopic pull rod; and the pressure sensor is used for measuring the pressure in the motor train unit and is connected with the testing device main body through a second self-contained telescopic pull rod. The device for testing the in-train comfort of the motor train unit, provided by the utility model, performs a tracking test on the motor train unit with abnormal phenomena of noise, vibration and pressure change, and provides instructive suggestions for maintenance and deployment of the motor train unit.

Description

Technical Field

[0001] This application belongs to the field of comfort testing technology for rail transit EMUs, and in particular, a testing device for in-vehicle comfort of EMUs. Background Technology

[0002] With the rapid development of high-speed rail, the operating speed, load capacity, and frequency of high-speed trains have increased significantly. While ensuring safety, passengers' demands for travel comfort are also rising. Currently, there are three main factors affecting in-car comfort: vibration, noise, and changes in in-car pressure. Occasional abnormal vibrations and noises, as well as sudden pressure changes when entering and exiting tunnels, can all cause significant discomfort for passengers. For example, online passenger complaints regarding these issues have also increased significantly.

[0003] Currently, each carriage of a high-speed train is equipped with a stability monitoring system. However, after detecting stability anomalies, these systems cannot distinguish the abnormal vibration patterns of the train body, thus hindering precise guidance for operation and maintenance. Furthermore, for high-frequency vibrations in vehicles, there is currently no effective onboard monitoring technology; monitoring typically requires the installation of acceleration sensors in the axle boxes of the target vehicle beforehand.

[0004] In summary, existing high-speed trains do not have in-car noise monitoring devices. In-car noise testing is mainly based on the noise testing items in the type test of the high-speed train, and it is impossible to test the in-car noise during service operation.

[0005] Similarly, there is no dedicated system for monitoring in-vehicle pressure. Some models equipped with active pressure wave protection systems have pressure sensors installed at the front of the vehicle, but these are mainly used to control the opening and closing of the air conditioning fresh air and exhaust valves by calculating the pressure difference between the inside and outside of the vehicle; they do not have the function of detecting the rate of change of in-vehicle pressure. Currently, in-vehicle pressure change testing is based on aerodynamic items in type testing, and it is not possible to test the in-vehicle pressure during service. Utility Model Content

[0006] The purpose of this utility model for testing the in-car comfort of high-speed trains is to solve the following technical problems in the existing technology regarding the testing of in-car comfort of high-speed trains:

[0007] (1) The EMU itself does not have a monitoring system for in-vehicle noise and in-vehicle pressure. During the service process, passengers complain that the noise is too loud or the in-vehicle pressure increases, causing discomfort to the ears. The EMU itself cannot provide quantitative numerical display of changes in in-vehicle noise and in-vehicle pressure. Furthermore, the on-board stability monitoring system cannot distinguish abnormal vibration patterns of the vehicle body.

[0008] (2) For monitoring the vibration, noise and air pressure of the EMU, it is necessary to install acceleration sensors, noise sensors and pressure sensors inside and outside the train in advance. This involves technical personnel from three related disciplines: vibration, noise and aerodynamics. Even if a simplified version of the test is carried out, it still requires three professional testers to ride along for the test, resulting in huge consumption of manpower and material resources.

[0009] (3) Temporarily adding different sensors involves a lot of work in disassembling and assembling equipment, can only test specific vehicles, cannot be moved flexibly, and cannot conduct a general survey of vehicles of all models on the line.

[0010] To address the aforementioned technical problems, this utility model provides a testing device for the comfort of a high-speed train interior, the device comprising:

[0011] The main body of the testing device is equipped with multiple omnidirectional wheels at the bottom;

[0012] An accelerometer sensor, used to measure the stability of a high-speed train, is connected to the main body of the testing device via a self-contained extension cable and is fixed at a preset position inside the train during testing. The self-contained extension cable consists of a cable and a double-helix spring sleeved on the outside of the cable, with the inner spring of the double-helix spring sleeved on the outside of the cable. The self-contained extension cable is wound around a winding section inside the main body of the testing device; the winding section is rotatable around its axis, and the axis is fixed at a preset position on the main body of the testing device.

[0013] A noise sensor, used to measure the noise of the train set, is connected to the main body of the testing device via a first self-contained telescopic rod.

[0014] A pressure sensor is used to measure the internal pressure of the train set. It is connected to the main body of the testing device via a second self-contained telescopic rod. Both the first and second self-contained telescopic rods include multiple rectangular tubes of different levels. The rectangular tube of the current level is fitted outside the rectangular tube of the next level and inside the rectangular tube of the previous level. The largest level rectangular tube is connected to the main body of the testing device via a rotating part to adjust the angle between the first and second self-contained telescopic rods and the main body of the testing device. The rotating part has a through hole along the length of the rectangular tube to connect the wiring of the noise sensor and the pressure sensor to the main body of the testing device.

[0015] In some embodiments of this application, the testing device is internally equipped with an analog-to-digital converter, a data transmission module, and a power supply module.

[0016] In some embodiments of this application, the accelerometer is connected to the analog-to-digital converter, the data transmission module, and the power supply module, respectively.

[0017] In some embodiments of this application, the noise sensor is connected to the analog-to-digital converter, the data transmission module, and the power supply module, respectively.

[0018] In some embodiments of this application, the pressure sensor is connected to the analog-to-digital converter, the data transmission module, and the power supply module, respectively.

[0019] In some embodiments of this application, the testing device is provided with a USB interface, and the power supply module includes at least one of a programmable power supply module, an isolated power supply module, and a UPS module.

[0020] In some embodiments of this application, the pressure sensor includes at least one of a capacitive pressure sensor, a piezoresistive pressure sensor, and a piezoelectric pressure sensor.

[0021] In some embodiments of this application, the acceleration sensor is a three-dimensional acceleration sensor used to measure the acceleration of the train body in the longitudinal, lateral, and vertical directions.

[0022] In some embodiments of this application, the noise sensor includes: a sound pressure level sensor, a vibration noise sensor, and an array-type noise sensor.

[0023] In some embodiments of this application, the testing device for the comfort inside the high-speed train further includes:

[0024] The WIFI wireless module is used to transmit the stability, noise, and internal pressure of the trainset to an external system.

[0025] As described above, this utility model provides a testing device for the comfort of a high-speed train interior, comprising: a main body of the testing device with multiple casters at the bottom; an acceleration sensor for measuring the stability of the high-speed train, connected to the main body of the testing device via a self-contained extension cable, and fixed at a preset position inside the high-speed train during testing; wherein the self-contained extension cable consists of a cable and a double helical spring sleeved on the outside of the cable, with the inner spring of the double helical spring sleeved on the outside of the cable; the self-contained extension cable is wound around a winding part inside the main body of the testing device; the winding part is rotatable around its axis, and the axis is fixed at a preset position inside the main body of the testing device; and a noise sensor for measuring the noise of the high-speed train via a first self-contained... The device includes a telescopic rod connected to the main body of the testing apparatus; a pressure sensor for measuring the pressure inside the train set, connected to the main body of the testing apparatus via a second self-contained telescopic rod; wherein, both the first and second self-contained telescopic rods comprise multiple rectangular tubes of different levels, with the current level's rectangular tube nested outside the next level's rectangular tube and inside the previous level's rectangular tube; the largest level's rectangular tube is connected to the main body of the testing apparatus via a rotating part to adjust the angle between the first and second self-contained telescopic rods and the main body of the testing apparatus; the rotating part has through holes along the length of the rectangular tubes to connect the wiring of the noise sensor and the pressure sensor to the main body of the testing apparatus. The testing apparatus for the comfort inside a train set provided by this utility model has the following beneficial effects:

[0026] 1. Simple to operate, real-time and efficient, no need for complicated sensors and cable layout, and can be tested at any time by riding alongside the vehicle.

[0027] 2. It covers multiple dimensions of testing, including vibration, noise, and pressure, and basically covers various complaint categories that are frequently raised by passengers on high-speed trains, such as excessive vibration, excessive noise, and tinnitus.

[0028] 3. It can provide quantitative results on vibration, noise, and pressure changes inside the vehicle, which facilitates the operation department to conduct targeted analysis and handling of related problems. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram of the structure of a test device for testing the in-vehicle comfort of a high-speed train provided in an embodiment of this application;

[0031] Figure 2This is a schematic diagram of the structure of the caster wheel provided in the embodiments of this application;

[0032] Figure 3 A side view of the omnidirectional wheel provided in an embodiment of this application;

[0033] Figure 4 This is a schematic diagram of the structure of the double helical spring provided in the embodiments of this application;

[0034] Figure 5 This is a schematic diagram of the structure of the first self-contained telescopic tie rod and the second self-contained telescopic tie rod provided in the embodiments of this application;

[0035] Figure 6 This is a schematic diagram illustrating the working principle of a test device for testing the in-vehicle comfort of a high-speed train, provided in an embodiment of this application. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0037] First, existing high-speed trains do not have a monitoring system for in-car noise and in-car pressure. When passengers complain about excessive noise or increased in-car pressure causing ear discomfort during service, the high-speed train's own system cannot provide quantitative data on changes in in-car noise and in-car pressure. Furthermore, the onboard stability monitoring system cannot distinguish abnormal vibration patterns of the train body.

[0038] Secondly, monitoring the vibration, noise, and air pressure of the EMU requires the installation of acceleration sensors, noise sensors, and pressure sensors inside and outside the train in advance, involving three disciplines: vibration, noise, and aerodynamics. Even a simplified version of the test requires testing personnel from all three disciplines to ride along, resulting in a huge consumption of manpower and resources.

[0039] Finally, the method of temporarily adding different sensors involves a large amount of work in disassembling and assembling the equipment, can only test specific vehicles, cannot be moved flexibly, and cannot conduct a general survey of vehicles of all models on the route.

[0040] Based on the aforementioned technical issues, see Figure 1 This utility model provides a specific implementation of a testing device for the comfort of a high-speed train interior, which specifically includes:

[0041] The main body of the testing device 1 has multiple casters 2 at its bottom;

[0042] An accelerometer 3 is used to measure the stability of the EMU (Electric Multiple Unit). It is connected to the main body 1 of the testing device via a self-contained extension cable 4 and is fixed in a preset position inside the EMU during testing. The self-contained extension cable consists of a cable and a double helical spring sleeved on the outside of the cable. The inner spring of the double helical spring is sleeved on the outside of the cable. The self-contained extension cable is wound around a winding part inside the main body 1 of the testing device. The winding part is rotatable about its axis, and the axis is fixed in a preset position on the main body 1 of the testing device.

[0043] Noise sensor 5 is used to measure the noise of the train set and is connected to the main body 1 of the test device via a first self-contained telescopic rod 6;

[0044] Pressure sensor 7 is used to measure the internal pressure of the train set and is connected to the main body 1 of the testing device via a second self-contained telescopic rod 8. The first self-contained telescopic rod 6 and the second self-contained telescopic rod 8 each include multiple rectangular tubes of different levels. The rectangular tube of the current level is fitted outside the rectangular tube of the next level and inside the rectangular tube of the previous level. The largest level rectangular tube is connected to the main body 1 of the testing device via a rotating part to adjust the angle between the first self-contained telescopic rod 6 and the second self-contained telescopic rod 8 and the main body 1 of the testing device. The rotating part has a through hole along the length of the rectangular tube to connect the wiring of the noise sensor and the pressure sensor to the main body 1 of the testing device.

[0045] See Figure 2 as well as Figure 3 The universal wheel 2 includes: wheel 2-1, connecting part 2-2 (for connecting wheel 2-1 and bearing 2-3), bearing 2-3, and fixing part 2-4 (for fixing universal wheel 2 to the bottom of the test device body 1).

[0046] See Figure 4 The double helical spring includes an inner spring 9 and an outer spring 10 sleeved around the inner spring 9. This arrangement is designed to better protect the cable, and the inner spring 9 and outer spring 10 offer good flexibility, allowing for easy bending and winding. A motor is also required inside the main body 1 of the testing device to drive the winding section to rotate.

[0047] See Figure 5 The first self-contained telescopic rod 6 (the second self-contained telescopic rod 8 is similar) has three levels of rectangular tubes: 6-1, 6-2, and 6-3. 6-2 is the rectangular tube of the current level, which is fitted outside the rectangular tube of level 6-3 and is nested by the rectangular tube of level 6-1.

[0048] As described above, this utility model provides a testing device for the comfort of a high-speed train interior, comprising: a main body of the testing device with multiple casters at the bottom; an acceleration sensor for measuring the stability of the high-speed train, connected to the main body of the testing device via a self-contained extension cable, and fixed at a preset position inside the high-speed train during testing; wherein the self-contained extension cable consists of a cable and a double helical spring sleeved on the outside of the cable, with the inner spring of the double helical spring sleeved on the outside of the cable; the self-contained extension cable is wound around a winding part inside the main body of the testing device; the winding part is rotatable around its axis, and the axis is fixed at a preset position inside the main body of the testing device; and a noise sensor for measuring the noise of the high-speed train via a first self-contained... The device includes a telescopic rod connected to the main body of the testing apparatus; a pressure sensor for measuring the interior pressure of the train set, connected to the main body of the testing apparatus via a second telescopic rod; wherein both the first and second telescopic rods comprise multiple rectangular tubes of different levels, with the current level's rectangular tube nested outside the next level's rectangular tube and inside the previous level's rectangular tube; the largest level's rectangular tube is connected to the main body of the testing apparatus via a rotating part to adjust the angle between the first and second telescopic rods and the main body of the testing apparatus; the rotating part has through holes along the length of the rectangular tubes to connect the wiring of the noise sensor and the pressure sensor to the main body of the testing apparatus. The testing apparatus for the interior comfort of a train set provided by this invention has the following beneficial effects:

[0049] 1. Simple to operate, real-time and efficient, no need for complicated sensors and cable layout, and can be tested at any time by riding alongside the vehicle.

[0050] 2. It covers multiple dimensions of testing, including vibration, noise, and pressure, and basically covers various complaint categories that are frequently raised by passengers on high-speed trains, such as excessive vibration, excessive noise, and tinnitus.

[0051] 3. It can provide quantitative results on vibration, noise, and pressure changes inside the vehicle, which facilitates the operation department to conduct targeted analysis and handling of related problems.

[0052] The main body of the testing device can be a box-shaped enclosure, on which are mounted a built-in extension cable, a first built-in telescopic rod, and a second built-in telescopic rod. The accelerometer is connected to the main body of the testing device via the built-in extension cable; the noise sensor is connected to the main body of the testing device via the first built-in telescopic rod; and the pressure sensor is connected to the main body of the testing device via the second built-in telescopic rod.

[0053] The main body of the testing device integrates a data acquisition unit, a power management module, and a communication unit, supporting simultaneous acquisition and real-time transmission from multiple sensors.

[0054] Accelerometers monitor longitudinal, lateral, and vertical vibrations of the train to assess its stability and comfort. Noise sensors acquire raw sound pressure levels inside the train and calculate the A-weighted equivalent continuous sound level. Pressure sensors measure the pressure inside the carriage and calculate the rate of change of pressure.

[0055] Extension cable (dedicated to accelerometer): anti-interference shielded cable, length can be customized (e.g., 10m).

[0056] Telescopic rod (for noise / pressure sensors): Spring-loaded automatic retraction and extension, height range 1-2m, with locking mechanism.

[0057] Furthermore, the extension cable uses twisted-pair cable with aluminum foil shielding to avoid electromagnetic interference from the train's high-voltage equipment. The telescopic rod has a built-in spiral conductor to prevent cable breakage due to frequent extension and retraction.

[0058] In some embodiments of this application, the test device is equipped with wheels at the bottom to facilitate flexible testing of the comfort of the train carriage. Internally, it includes an analog-to-digital converter (A / D module), a data transmission module, and a power supply module (see [link]). Figure 6 ).

[0059] The accelerometer is connected to the analog-to-digital converter, the data transmission module, and the power supply module. The noise sensor is connected to the analog-to-digital converter, the data transmission module, and the power supply module. The pressure sensor is connected to the analog-to-digital converter, the data transmission module, and the power supply module.

[0060] Analog-to-digital converters (A / D modules) are used to convert analog signals (such as acceleration voltage, noise audio, pressure current) output from sensors into digital signals for subsequent processing and analysis. Furthermore, the A / D converters employ magnetic coupling isolation (such as the ADIAM series) to prevent interference from high-voltage equipment inside the vehicle. Signal conditioning is also performed (see Table 1).

[0061] Acceleration signal: pre-filter low-pass filter (cutoff frequency = 2 times sampling rate).

[0062] Noise signal: Pre-emphasis circuit (to improve the high-frequency signal-to-noise ratio).

[0063] Pressure signal: RC filter network (to suppress current loop noise).

[0064] Table 1

[0065]

[0066] The data transmission module reliably transmits digitized sensor data to onboard storage devices or a remote monitoring center. It employs PTP (Precise Time Protocol) to achieve microsecond-level multi-sensor synchronization; dual CAN buses and 4G dual-SIM hot standby ensure no packet loss in train tunnel scenarios. Lossless compression (such as FLAC) is used for acceleration / noise data to reduce bandwidth consumption.

[0067] Specifically, for the data transmission module, this application provides the following transmission scheme, as shown in Table 2.

[0068] Table 2

[0069] type Protocol / Technology Features Applicable Scenarios Wired transmission CAN bus High anti-interference and strong real-time performance In-vehicle short-range communication (<50m) Industrial Ethernet (EtherCAT) High speed, low latency Multi-sensor synchronous control wireless transmission 4G / LTE Wide coverage, remote monitoring Cross-car / ground data center Wi-Fi 6 High-speed local transmission Temporary in-vehicle testing

[0070] The power supply module provides a stable power supply to the main body of the testing device and sensors, adapting to the complex electrical environment of the high-speed train. Its power supply architecture is as follows:

[0071] Input range: DC 24V~110V (compatible with train battery and auxiliary power supply system). Output specifications are shown in Table 3.

[0072] Table 3

[0073] Output Channel Voltage / Current load device main power supply 12V / 5A A / D module, communication module Sensor power supply 5V / 1A MEMS accelerometer, noise sensor isolated power supply ±15V / 0.5A piezoelectric pressure sensor

[0074] The testing device is equipped with a USB interface, and the power supply module includes at least one of a programmable power supply module, an isolated power supply module, and a UPS module.

[0075] The programmable power module can provide multiple adjustable voltage / current outputs to adapt to the power supply requirements of different sensors and modules. Specific parameters are shown in Table 4.

[0076] Table 4

[0077] parameter Specification Input range DC 24V~110V (compatible with high-speed train power supply) Output Channel 3 independently adjustable channels (main controller + sensor + isolation) Output range 0~30V (main control), 0~15V (sensor), ±15V (isolation) Adjustment accuracy ±0.1% voltage / current setpoint Communication interface RS-485 / CAN (supports remote programmable control)

[0078] Additionally, the output mode automatically switches according to the sensor's operating status (e.g., increasing the current to 500mA when the pressure sensor starts). Over-current protection (OCP) cuts off the output within 1ms after triggering. Over-voltage protection (OVP): monitored in real time by a hardware comparator; the threshold is configurable.

[0079] The programmable power module also features an aluminum alloy casing and forced cooling with a fan (temperature-controlled start / stop, noise <30dB).

[0080] The isolated power supply module provides input / output electrical isolation, prevents ground loop interference, and ensures signal integrity. Parameters are shown in Table 5.

[0081] Table 5

[0082] parameter Specification Isolation voltage 2500Vrms (compliant with EN 50155 standard) Output power Main circuit 30W (12V / 2.5A), isolation circuit 5W (±15V / 0.3A) efficiency >85% (full load) EMC performance Radiation test passed EN 55032 Class B.

[0083] In some embodiments of this application, the pressure sensor includes at least one of a capacitive pressure sensor, a piezoresistive pressure sensor, and a piezoelectric pressure sensor.

[0084] Capacitive pressure sensors are based on the principle of capacitance change. They typically consist of a fixed electrode and a movable electrode, forming a capacitor between them. When pressure is applied, the movable electrode shifts, causing a change in capacitance. By measuring this change in capacitance, the applied pressure can be calculated. Advantages and disadvantages are as follows:

[0085] Advantages: High sensitivity and high resolution; good linearity and stability; and low power consumption.

[0086] Disadvantages: It is sensitive to environmental changes (such as temperature and humidity) and requires compensation; the manufacturing process is complex and the cost is high.

[0087] Piezoresistive pressure sensors are based on the piezoresistive effect. These sensors typically consist of a silicon chip and a piezoresistive resistor integrated on the chip. When pressure is applied to the silicon chip, the resistance of the piezoresistive resistor changes. By measuring this change in resistance, the pressure value can be determined. Advantages and disadvantages are as follows:

[0088] Advantages: High precision and high sensitivity; fast response speed and can operate over a wide temperature range.

[0089] Disadvantages: It is sensitive to temperature changes and requires temperature compensation; it has low mechanical strength and is susceptible to mechanical damage.

[0090] Piezoelectric pressure sensors are based on the piezoelectric effect. When certain piezoelectric materials (such as quartz and barium titanate) are subjected to mechanical stress, they generate an electric charge. By measuring these charges, the applied pressure can be calculated. Piezoelectric sensors can be used for dynamic pressure measurement. Their advantages and disadvantages are as follows:

[0091] Advantages: High-frequency response, suitable for measuring rapidly changing pressure; no external power supply required, strong output signal, and simple, robust, and durable structure.

[0092] Disadvantages: Not suitable for static or low-frequency pressure measurements because charge can leak.

[0093] In some embodiments of this application, the acceleration sensor is a three-dimensional acceleration sensor used to measure the acceleration of the train body in the longitudinal, lateral, and vertical directions. Its parameters are shown in Table 6.

[0094] Table 6

[0095] parameter Typical values / range illustrate Measuring range ±2g~±200g <![CDATA[The common ±10g (1g = 9.8 m / s 2 )]]> Bandwidth (BW) 0–1 kHz (adjustable) It needs to cover the main vibration frequency of the train (e.g., bogie vibration <500Hz). resolution 0.1mg (16-bit ADC) High resolution is used for micro-vibration detection (such as the Sperling index). Nonlinearity <0.1%FS Maximum deviation between full-range output and ideal straight line Cross axis sensitivity <1％ Interference of other axial accelerations on the current axis Operating temperature -40℃～+125℃ Adaptable to high-altitude / high-temperature railway environments (such as plateau railways)

[0096] In some embodiments of this application, the noise sensor includes: a sound pressure level sensor, a vibration noise sensor, and an array-type noise sensor.

[0097] Sound pressure level sensors are based on the principle of converting sound waves (pressure waves in the air) into electrical signals. Common types of sound pressure level sensors include capacitive, moving-coil, and electret types. Their advantages and disadvantages are as follows:

[0098] Advantages: Accurately measures sound pressure level (dB); suitable for various sound measurement applications; provides real-time sound data.

[0099] Disadvantages: Sensitive to environmental conditions, such as temperature and humidity.

[0100] Vibration noise sensors, also known as accelerometers or vibration sensors, are based on the principle of measuring the vibration or acceleration of an object. Common types include piezoelectric accelerometers, MEMS (Micro-Electro-Mechanical Systems) accelerometers, and capacitive accelerometers. The sensors assess vibration noise by detecting the vibration or acceleration of an object. Their advantages and disadvantages are as follows:

[0101] Advantages: High sensitivity and accuracy; wide bandwidth response, suitable for vibration measurement at different frequencies; robust structure, adaptable to harsh environments.

[0102] Disadvantages: It is sensitive to temperature changes and requires temperature compensation; the installation location and method may affect the measurement results.

[0103] Array noise sensors consist of an array of multiple microphones or sensors that capture sound signals from different directions. Utilizing beamforming and other acoustic processing techniques, array sensors can locate sound sources, separate different sound sources, and enhance signal quality. Advantages and disadvantages include:

[0104] Advantages: It can perform sound source localization and directionality detection; improve the signal-to-noise ratio and enhance signals in specific directions; it is suitable for sound analysis in complex acoustic environments.

[0105] Disadvantages: High system complexity and cost; requires complex signal processing algorithms and computing power; high requirements for the consistency of sensors in the array.

[0106] It should be noted that sound pressure level sensors are suitable for measuring sound intensity and ambient noise, vibration noise sensors are used to monitor mechanical vibration and structural health, and array-type noise sensors provide sound source localization and enhancement functions in complex acoustic environments. The selection of the appropriate sensor type depends on the specific application requirements of EMU comfort detection and the environmental conditions in which the EMU operates.

[0107] In some embodiments of this application, a testing device for the in-vehicle comfort of a high-speed train further includes:

[0108] The WIFI wireless module is used to transmit the stability, noise, and internal pressure of the trainset to an external system.

[0109] A Wi-Fi module is a hardware device that integrates wireless network functionality, enabling electronic devices to communicate wirelessly via Wi-Fi networks.

[0110] WiFi wireless modules are primarily based on the IEEE 802.11 standard, transmitting data via radio frequency (RF) signals in the 2.4GHz or 5GHz frequency band. The module typically contains the following key components:

[0111] Radio frequency front end: responsible for transmitting and receiving RF signals.

[0112] Baseband processor: processes digital signals, including modulation and demodulation.

[0113] Protocol stack: Implements the specific functions of the WIFI protocol (such as 802.11a / b / g / n / ac / ax).

[0114] Microcontroller (MCU): Runs firmware and application code, and manages data processing and communication.

[0115] Based on application scenarios and functional requirements, WIFI wireless modules can be divided into the following types:

[0116] Embedded WIFI modules: Highly integrated and suitable for embedded systems and IoT devices, such as ESP8266 and ESP32.

[0117] USB WIFI module: Connects to a computer or other device via a USB interface to provide wireless network functionality.

[0118] PCIe WIFI module: mainly used in computer motherboards or industrial control systems to provide high-performance wireless connectivity.

[0119] Serial WIFI module: Connects to a microcontroller via a UART interface and is commonly used in simple wireless communication applications.

[0120] In summary, the convenient EMU in-car comfort testing device integrates sensors, data acquisition equipment, power supply modules, etc., into a portable equipment box, which is equipped with a telescopic handle for easy movement.

[0121] A convenient testing device is installed at the end of the train carriage, including three-dimensional acceleration sensors in the longitudinal, lateral, and vertical directions. The sensors have built-in short-distance extension cables, allowing them to be positioned at designated locations. Noise and pressure sensors can be fixedly mounted on the telescopic rods of the testing device. The signals collected by the sensors are converted into electrical signals by an A / D module, then conditioned by a signal processing module, and finally transmitted externally via a data transmission module. The location of the testing device can be flexibly moved and expanded according to testing requirements.

[0122] The real-time sensor signal is converted and conditioned by the A / D module and then directly stored in the system's memory, or transmitted to the PC software system via the WIFI wireless module after processing.

[0123] As described above, this utility model provides a testing device for the comfort of a high-speed train interior, comprising: a main body of the testing device with multiple casters at the bottom; an acceleration sensor for measuring the stability of the high-speed train, connected to the main body of the testing device via a self-contained extension cable, and fixed at a preset position inside the high-speed train during testing; wherein the self-contained extension cable consists of a cable and a double helical spring sleeved on the outside of the cable, with the inner spring of the double helical spring sleeved on the outside of the cable; the self-contained extension cable is wound around a winding part inside the main body of the testing device; the winding part is rotatable around its axis, and the axis is fixed at a preset position inside the main body of the testing device; and a noise sensor for measuring the noise of the high-speed train via a first self-contained... The device includes a telescopic rod connected to the main body of the testing apparatus; a pressure sensor for measuring the interior pressure of the train set, connected to the main body of the testing apparatus via a second telescopic rod; wherein both the first and second telescopic rods comprise multiple rectangular tubes of different levels, with the current level's rectangular tube nested outside the next level's rectangular tube and inside the previous level's rectangular tube; the largest level's rectangular tube is connected to the main body of the testing apparatus via a rotating part to adjust the angle between the first and second telescopic rods and the main body of the testing apparatus; the rotating part has through holes along the length of the rectangular tubes to connect the wiring of the noise sensor and the pressure sensor to the main body of the testing apparatus. The testing apparatus for the interior comfort of a train set provided by this invention has the following beneficial effects:

[0124] 1. Simple to operate, real-time and efficient, no need for complicated sensors and cable layout, and can be tested at any time by riding alongside the vehicle.

[0125] 2. It covers multiple dimensions of testing, including vibration, noise, and pressure, and basically covers various complaint categories that are frequently raised by passengers on high-speed trains, such as excessive vibration, excessive noise, and tinnitus.

[0126] 3. It can provide quantitative results on vibration, noise, and pressure changes inside the vehicle, which facilitates the operation department to conduct targeted analysis and handling of related problems.

[0127] In the description of this specification, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0128] The terms "an embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. The order of steps involved in the various embodiments is used to illustrate the implementation of the present invention, and the order of steps is not limited and may be adjusted appropriately as needed.

[0129] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0130] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this utility model. It should be understood that the above descriptions are merely specific embodiments of this utility model and are not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A testing device for the comfort in a motor train unit, characterized in that, include: The main body of the testing device is equipped with multiple casters at the bottom; An accelerometer sensor, used to measure the stability of a high-speed train, is connected to the main body of the testing device via a self-contained extension cable and is fixed at a preset position inside the train during testing. The self-contained extension cable consists of a cable and a double-helix spring sleeved on the outside of the cable, with the inner spring of the double-helix spring sleeved on the outside of the cable. The self-contained extension cable is wound around a winding section inside the main body of the testing device; the winding section is rotatable around its axis, and the axis is fixed at a preset position on the main body of the testing device. A noise sensor, used to measure the noise of the train set, is connected to the main body of the testing device via a first self-contained telescopic rod. A pressure sensor is used to measure the internal pressure of the train set. It is connected to the main body of the testing device via a second self-contained telescopic rod. Both the first and second self-contained telescopic rods include multiple rectangular tubes of different levels. The rectangular tube of the current level is fitted outside the rectangular tube of the next level and inside the rectangular tube of the previous level. The largest level rectangular tube is connected to the main body of the testing device via a rotating part to adjust the angle between the first and second self-contained telescopic rods and the main body of the testing device. The rotating part has a through hole along the length of the rectangular tube to connect the wiring of the noise sensor and the pressure sensor to the main body of the testing device.

2. The test device of claim 1, wherein, The testing device is equipped with an analog-to-digital converter, a data transmission module, and a power supply module.

3. The test device of claim 2, wherein, The accelerometer is connected to the analog-to-digital converter, the data transmission module, and the power supply module, respectively.

4. The test device of claim 2, wherein, The noise sensor is connected to the analog-to-digital converter, the data transmission module, and the power supply module, respectively.

5. The test device of claim 2, wherein, The pressure sensor is connected to the analog-to-digital converter, the data transmission module, and the power supply module, respectively.

6. The test device of claim 2, wherein, The testing device is equipped with a USB interface, and the power supply module includes at least one of a programmable power supply module, an isolated power supply module, and a UPS module.

7. The testing apparatus according to claim 1, characterized in that, The pressure sensor includes at least one of a capacitive pressure sensor, a piezoresistive pressure sensor, and a piezoelectric pressure sensor.

8. The test device of claim 1, wherein, The acceleration sensor is a three-dimensional acceleration sensor used to measure the acceleration of the train body in the longitudinal, lateral, and vertical directions.

9. The test device of claim 1, wherein, The noise sensors include: sound pressure level sensors, vibration noise sensors, and array-type noise sensors.

10. The test device of claim 1, wherein, Also includes: The WIFI wireless module is used to transmit the stability, noise, and internal pressure of the trainset to an external system.

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