Whole-train dynamic air tightness testing method and apparatus

Abstract

The present application discloses a whole-train dynamic air tightness testing method and apparatus. The method comprises: acquiring internal pressure sampling data and external pressure sampling data of a target train; performing data change analysis on the internal pressure sampling data and the external pressure sampling data, and obtaining pressure change data; on the basis of the pressure change data, determining multiple pressure change stages corresponding to the target train and a duration of each pressure change stage, and determining a correspondence relationship between the pressure change stages and the pressure change data; on the basis of the pressure change data corresponding to each pressure change stage, calculating an average air tightness index corresponding to each pressure change stage; and on the basis of the average air tightness index and the duration of each pressure change stage, performing weighted average calculation, and obtaining a whole-train dynamic air tightness index of the target train. This reduces the influence of air tightness testing on normal use of the target train, simplifies the air tightness testing process, and increases the convenience of performing air tightness testing on the target train.

Description

A dynamic air tightness testing method and device for a whole train

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on March 19, 2024, with application number 2024103157499 and application name “A method and device for dynamic air tightness testing of a whole train vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of data processing, and specifically to a method and device for dynamic air tightness testing of a whole train. Background Art

[0003] With the continuous development of high-speed trains, train speeds are constantly increasing. During high-speed travel, the airtightness of the entire train becomes particularly important. The airtightness of the entire train refers to the sealing performance of the train's internal pressure relative to the changes in external pressure.

[0004] In the related art, a static pressure-charging and pressure-releasing method is adopted to perform static pressure-charging and pressure-releasing on a single train carriage after it is sealed, and the air tightness of the train is determined by controlling the pressure-holding time after the static pressure-charging and pressure-releasing.

[0005] However, static filling and release pressure is an air tightness test for a single carriage, which does not take into account the air flow penetration between multiple carriages during the actual operation of the train, and cannot accurately test the air tightness of the entire vehicle during the dynamic driving of the train.

[0006] Summary of the Invention

[0007] In view of this, the first aspect of the present application provides a method for dynamic air tightness testing of a whole train, the method comprising:

[0008] Obtaining the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train;

[0009] Performing data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data;

[0010] determining, based on the pressure change data, a plurality of pressure change stages corresponding to the target train and a duration of each of the pressure change stages, and determining a corresponding relationship between the pressure change stages and the pressure change data;

[0011] Calculating an average air tightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage;

[0012] A weighted average calculation is performed based on the average air tightness index and the duration of each pressure change stage to obtain the whole vehicle dynamic air tightness index of the target train.

[0013] Optionally, obtaining the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train includes:

[0014] Acquiring train mileage data of the target train, and determining the mileage to be measured of the target train based on the train mileage data; the mileage to be measured is the mileage stage between the start mileage and the end mileage of the test section passed by the target train, as marked in the train mileage data;

[0015] The external pressure sampling data of the target train collected by the external pressure sensor at the mileage to be measured and the internal pressure sampling data of the target train collected by the internal pressure sensor at the mileage to be measured are obtained.

[0016] Optionally, performing data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data includes:

[0017] Calculating the average pressure value inside the vehicle corresponding to each sampling moment based on the in-vehicle pressure sampling data; calculating the average pressure value outside the vehicle corresponding to each sampling moment based on the out-vehicle pressure sampling data;

[0018] Calculating the in-vehicle pressure change data according to the in-vehicle average pressure values ​​corresponding to each of the sampling moments; calculating the out-vehicle pressure change data according to the out-vehicle average pressure values ​​corresponding to each of the sampling moments;

[0019] The pressure change data is obtained based on the in-vehicle pressure change data and the out-vehicle pressure change data.

[0020] Optionally, calculating the average airtightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage includes:

[0021] For each of the pressure change stages, based on each of the pressure change data within the pressure change stage, calculating a reference airtightness index corresponding to each of the pressure change data;

[0022] An average airtightness index of the pressure change stage is calculated according to all the reference airtightness indices in the pressure change stage.

[0023] Optionally, calculating the average airtightness index of the pressure change stage according to all the reference airtightness indices in the pressure change stage includes:

[0024] For each pressure change stage, numerically screening each reference air tightness index within the pressure change stage according to a preset air tightness index range, and determining the reference air tightness index that meets the preset air tightness index range as a candidate air tightness index;

[0025] For each of the pressure change stages, the average air tightness index of the pressure change stage is calculated according to each of the candidate air tightness indices corresponding to the pressure change stage.

[0026] Optionally, performing weighted average calculation based on the average air tightness index and the duration of each pressure change stage to obtain the whole vehicle dynamic air tightness index of the target train includes:

[0027] Determine the corresponding relationship between the average air tightness index and the duration according to the corresponding relationship between the pressure change stage and the duration, and the corresponding relationship between the pressure change stage and the average air tightness index;

[0028] The duration is used as a weight coefficient to perform weighted average calculation on the average air tightness index to obtain the whole vehicle dynamic air tightness index of the target train.

[0029] Optionally, the in-car pressure sampling data is in-car pressure data collected at a preset sampling frequency by a pressure sensor installed inside the target train compartment, and the outside-car pressure sampling data is outside-car pressure data collected at the preset sampling frequency by a pressure sensor installed outside the target train compartment;

[0030] The installation position of the pressure sensor inside the target train compartment corresponds to the installation position of the pressure sensor outside the target train compartment.

[0031] A second aspect of the present application provides a dynamic air tightness testing device for a whole train, the device comprising:

[0032] A data acquisition unit is used to acquire the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train;

[0033] a data analysis unit, configured to perform data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data;

[0034] a data determining unit, configured to determine, based on the pressure change data, a plurality of pressure change stages corresponding to the target train and a duration of each of the pressure change stages, and determine a correspondence between the pressure change stages and the pressure change data;

[0035] A first calculation unit is configured to calculate an average airtightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage;

[0036] The second calculation unit is used to perform weighted average calculation based on the average air tightness index and the duration of each pressure change stage to obtain the whole vehicle dynamic air tightness index of the target train.

[0037] Optionally, the data acquisition unit is specifically configured to:

[0038] Acquiring train mileage data of the target train, and determining the mileage to be measured of the target train based on the train mileage data; the mileage to be measured is the mileage stage between the start mileage and the end mileage of the test section passed by the target train, as marked in the train mileage data;

[0039] The external pressure sampling data of the target train collected by the external pressure sensor at the mileage to be measured and the internal pressure sampling data of the target train collected by the internal pressure sensor at the mileage to be measured are obtained.

[0040] Optionally, the data analysis unit is specifically configured to:

[0041] Calculating the average pressure value inside the vehicle corresponding to each sampling moment based on the in-vehicle pressure sampling data; calculating the average pressure value outside the vehicle corresponding to each sampling moment based on the out-vehicle pressure sampling data;

[0042] Calculating the in-vehicle pressure change data according to the in-vehicle average pressure values ​​corresponding to each of the sampling moments; calculating the out-vehicle pressure change data according to the out-vehicle average pressure values ​​corresponding to each of the sampling moments;

[0043] The pressure change data is obtained based on the in-vehicle pressure change data and the out-vehicle pressure change data.

[0044] It can be seen from the above technical solutions that this application has the following advantages:

[0045] The present application provides a method and device for dynamic air tightness testing of a train vehicle. First, the in-vehicle pressure sampling data and the out-vehicle pressure sampling data collected during the travel of the target train are obtained, and the in-vehicle pressure sampling data and the out-vehicle pressure sampling data are analyzed for data changes to obtain pressure change data. Next, based on the pressure change data, the multiple pressure change stages corresponding to the target train and the duration of each pressure change stage are determined, and the corresponding relationship between the pressure change stage and the pressure change data is determined. Then, based on the pressure change data corresponding to each pressure change stage, the average air tightness index corresponding to each pressure change stage is calculated; a weighted average calculation is performed based on the average air tightness index and duration of each pressure change stage to obtain the dynamic air tightness index of the target train vehicle. It can be seen that the present application tests the air tightness of the entire target train through data collected by pressure sensors during the movement of the target train. Compared with the static air tightness test method in the related art, during the movement of the target train, the dynamic air tightness test method for the entire train provided by the present application only needs to collect relevant data. There is no need to split the various carriages of the target train into single carriages for testing, and it does not affect the normal operation and use of the target train. It reduces the impact of the air tightness test process on the normal use of the target train, simplifies the air tightness test process, and improves the convenience of air tightness testing for the target train. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] FIG1 shows a schematic diagram of a static air tightness testing system for a single carriage provided by an exemplary embodiment of the present application;

[0047] FIG2 shows a schematic diagram of static air tightness test data provided by an exemplary embodiment of the present application;

[0048] FIG3 shows a flow chart of a method for dynamic air tightness testing of a whole train provided by an exemplary embodiment of the present application;

[0049] FIG4 shows a system architecture diagram of a high-speed train aerodynamics testing system provided by an exemplary embodiment of the present application;

[0050] FIG5 shows a diagram of a pressure transmission model inside and outside a vehicle provided by an exemplary embodiment of the present application;

[0051] FIG6 shows a flowchart corresponding to a dynamic airtightness test processing procedure 1 provided in an exemplary scenario embodiment of the present application;

[0052] FIG7 shows a flowchart corresponding to a dynamic airtightness test processing procedure 2 provided in an exemplary scenario embodiment of the present application;

[0053] FIG8 shows a schematic structural diagram of a dynamic air tightness testing device for a whole train provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0054] The following describes embodiments of the present application in more detail with reference to the accompanying drawings. Although certain embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be construed as limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present application. It should be understood that the drawings and embodiments of the present application are for illustrative purposes only and are not intended to limit the scope of protection of the present application.

[0055] As used herein, the term "including" and its variations are open-ended, i.e., "including but not limited to." The term "based on" means "based, at least in part, on." The term "one embodiment" means "at least one embodiment," the term "another embodiment" means "at least one additional embodiment," and the term "some embodiments" means "at least some embodiments." Other terms are defined in the following description.

[0056] It should be noted that the concepts of "first" and "second" mentioned in this application are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0057] It should be noted that the modifications of "one" and "multiple" mentioned in this application are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0058] In related technologies, static pressure-charging and pressure-releasing methods are used to seal a single train compartment and then perform static pressure-charging and pressure-releasing. The air tightness of the train is determined by controlling the pressure-holding time after static pressure-charging and pressure-releasing. See Figure 1, which is a schematic diagram of a single-compartment static air tightness test system provided by related technologies. The system mainly includes three parts: an air tightness charging device, an air pressure monitoring device, and test auxiliary tooling. The air tightness charging device includes equipment fans, air ducts, etc. The air pressure monitoring device includes internal sensors and a pressure display system. The test auxiliary tooling includes sealing structures and fixing fixtures at both ends of the compartment.

[0059] Refer to Figure 2, which is a schematic diagram of static air tightness test data, where the Y-axis represents the vehicle interior pressure and the t-axis represents time. After the vehicle compartment is pressurized by the airtightness charging device, the vehicle interior pressure drop curve is recorded, as shown in Figure 2. When the vehicle interior pressure drops to the first static pressure p1, the time t1 at this time is recorded. The vehicle interior pressure continues to drop. When the vehicle interior pressure drops to the second static pressure p2, the time t2 at this time is recorded. The static pressure relief air tightness index τ of a single vehicle compartment is calculated based on the p1, p2, t1 and t2 recorded during the test. stat . Among them, τ statThe specific calculation formula is shown as follows:

[0060] Among them, k r is the body deformation factor during the static air tightness test.

[0061] Generally speaking, during the static air tightness test, the first static pressure can be set to 4kPa and the second static pressure can be set to 1kPa. When the time for the pressure inside a single carriage to drop from the first static pressure to the second static pressure is not less than the requirements in Table 1 below, the carriage is considered to meet the static air tightness requirements.

[0062] Table 1 Static air tightness test pressure reduction requirements

[0063] Among them, v is the speed of the tested single carriage during normal operation, and the speed level is the speed range of the tested single carriage during normal operation.

[0064] The above-mentioned static air tightness test method only considers the air tightness of a single carriage, and does not take into account the airflow penetration between the carriages during the operation of the entire train after multiple carriages are connected. Therefore, it is impossible to accurately evaluate the air tightness of the entire train. Moreover, as the number of train runs and the number of years of operation increase, the air tightness performance will also decline. However, for a train in use, it is difficult to split it into a single carriage and re-perform a static air tightness test.

[0065] An embodiment of the present application provides a method for dynamic air tightness testing of a whole train. The data collected by the pressure sensor during the travel of the target train is used to test the air tightness of the whole train. Compared with the static air tightness testing method in the related art, the dynamic air tightness testing method for the whole train provided by the present application only needs to collect relevant data during the travel of the target train. There is no need to split the various carriages of the target train into single carriages for testing, and it does not affect the normal operation and use of the target train. It reduces the impact of the air tightness testing process on the normal use of the target train, simplifies the air tightness testing process, and improves the convenience of air tightness testing on the target train.

[0066] 3 , which is a flow chart of a method for dynamic air tightness testing of a train vehicle provided in an embodiment of the present application. The method specifically includes the following steps:

[0067] Step 301: Acquire the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train.

[0068] The target train is the train whose air tightness needs to be tested in the embodiments of this application. When testing the dynamic air tightness of the target train, the in-vehicle pressure sampling data and the external pressure sampling data of the target train must first be obtained. The in-vehicle pressure sampling data is the sampling data obtained by sampling the pressure inside the target train at the sampling time, and the external pressure sampling data is the sampling data obtained by sampling the pressure outside the target train at the sampling time. In the embodiments of this application, the sampling times corresponding to the in-vehicle pressure sampling data and the external pressure sampling data are the same.

[0069] Specifically, the in-vehicle pressure sampling data is the in-vehicle pressure data collected by a pressure sensor installed inside the target train compartment according to a preset sampling frequency, and the outside-vehicle pressure sampling data is the outside-vehicle pressure data collected by a pressure sensor installed outside the target train compartment according to the preset sampling frequency.

[0070] The installation position of the pressure sensor inside the target train compartment corresponds to the installation position of the pressure sensor outside the target train compartment.

[0071] See Figure 4, which shows the system architecture of a high-speed train aerodynamics test system provided in an embodiment of the present application. This embodiment of the present application utilizes pressure sensors, combined with an integrated measurement, control, and data acquisition system and an acquisition computer, to construct a high-speed train aerodynamics test system, enabling dynamic testing of the target train's airtightness. The data collected by the pressure sensors is amplified by the integrated measurement, control, and data acquisition system and data processing system, and then stored in the acquisition computer, serving as in-vehicle and out-vehicle pressure sampling data for subsequent analysis and calculation.

[0072] When setting the installation locations of pressure sensors inside and outside the target train carriages, in order to improve the representativeness of the sampling data for the entire target train, the installation locations should include the head, middle and tail carriages of the target train. After the pressure sensor is installed inside the head carriage, a corresponding pressure sensor is also installed outside the carriage to ensure correspondence between the pressure sampling data inside the carriage and the pressure sampling data outside the carriage.

[0073] It should be understood that in the embodiments of the present application, the sampling frequency can be set according to the actual application scenario, and the embodiments of the present application do not make specific limitations on this.

[0074] The pressure sampling data inside the target train carriage is obtained by the pressure sensor installed inside the target train carriage, and the pressure sampling data outside the target train carriage is obtained by the pressure sensor installed outside the target train carriage. The pressure data inside and outside the target train carriage during operation are obtained, which improves the authenticity of the pressure data inside and outside the target train carriage.

[0075] In a possible implementation, step 301 may be implemented as follows:

[0076] Step 11: Obtain the train mileage data of the target train, and determine the mileage to be measured of the target train based on the train mileage data.

[0077] Among them, the mileage to be measured is the mileage stage between the starting mileage and the ending mileage of the target train passing through the test section, as marked in the train mileage data. During the target train's travel, the train mileage data will record the corresponding mileage of the target train when it passes through each section. In the embodiment of the present application, in order to test the dynamic airtightness of the target train, a tunnel is selected as the test section. The train mileage data of the target train are marked with the starting mileage and the ending mileage corresponding to the target train passing through the tunnel. The mileage stage between the starting mileage and the ending mileage is the mileage to be measured of the target train; for example, the train mileage data is marked with the starting mileage Ks = 498.78km and the ending mileage Ke = 507.66km, then the mileage to be measured corresponding to the target train is the mileage stage between Ks and Ke. Correspondingly, the train mileage data of the target train also records the time corresponding to each mileage of the target train. The corresponding relationship between the mileage and the sampling time can be determined through the time corresponding to each mileage.

[0078] Step 12: Obtain the external pressure sampling data collected by the external pressure sensor of the target train at the mileage to be measured, and the internal pressure sampling data collected by the internal pressure sensor of the target train at the mileage to be measured.

[0079] In order to obtain the pressure outside the target train during its travel, an external pressure sensor is installed on the outside of the target train body, and the external pressure of the target train is sampled during its travel to obtain external pressure sampling data; in order to obtain the pressure inside the target train during its travel, an internal pressure sensor is installed on the inside of the target train body, and the internal pressure of the target train is sampled during its travel to obtain internal pressure sampling data.

[0080] After the mileage to be measured of the target train is determined through the train mileage data, the various sampling moments to be measured corresponding to the mileage to be measured are determined based on the time corresponding to the mileage to be measured. From all the data collected by the external pressure sensor, the sampling data corresponding to each sampling moment to be measured are screened out and determined as the external pressure sampling data; from all the data collected by the internal pressure sensor, the sampling data corresponding to each sampling moment to be measured are screened out and determined as the internal pressure sampling data.

[0081] In the embodiment of the present application, the pressure sampling data outside the vehicle is recorded as Pe, and the pressure sampling data inside the vehicle is recorded as Pi.

[0082] Based on the mileage to be measured marked in the train mileage data of the target train, the external pressure sampling data and the internal pressure sampling data corresponding to the mileage to be measured are determined, thereby improving the efficiency and pertinence of obtaining the sampling data.

[0083] Step 302: Perform data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data.

[0084] After obtaining the in-car pressure sampling data and the out-car pressure sampling data of the target train, data change analysis is performed on the two, and the change trend of the in-car pressure and the change trend of the out-car pressure of the target train are analyzed through the data change analysis.

[0085] In the embodiment of the present application, each sampling data has a corresponding sampling time. The in-vehicle pressure sampling data includes a sampling time and a sampling data group, wherein the sampling time and the sampling data group are in one-to-one correspondence. For example, at a sampling time, all pressure sensors inside the target train compartment are triggered to perform sampling, and multiple sampling data corresponding to the sampling time will be obtained, which constitutes a sampling data group corresponding to the sampling time. Similarly, the out-vehicle pressure sampling data also includes a one-to-one corresponding sampling time and a sampling data group. Since the sampling time of the in-vehicle pressure sampling data and the out-vehicle pressure sampling data is the same, the correspondence between the sampling time, the in-vehicle sampling data group and the out-vehicle sampling data group can be determined.

[0086] To facilitate analysis, when performing data change analysis, calculations can be performed on multiple data corresponding to the same sampling moment in the sampling data group to obtain the data corresponding to the in-vehicle pressure sampling data at that sampling moment, thereby reducing the amount of data used in the subsequent data analysis process and improving the efficiency of subsequent data analysis.

[0087] In an embodiment of the present application, after data analysis is performed on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data, pressure change data is obtained to describe the time-varying trend of the in-vehicle pressure and the time-varying trend of the out-vehicle pressure. For example, the pressure change data includes but is not limited to the pressure change rate, the pressure mean, and the like.

[0088] In a possible implementation, step 302 may be implemented as follows:

[0089] Step 21: Calculate the average pressure value inside the vehicle corresponding to each sampling moment based on the pressure sampling data inside the vehicle; calculate the average pressure value outside the vehicle corresponding to each sampling moment based on the pressure sampling data outside the vehicle.

[0090] The in-vehicle pressure sampling data records the corresponding sampling time and the pressure data collected by each in-vehicle pressure sensor. For a sampling time, the number of corresponding pressure data is the same as the number of in-vehicle pressure sensors. The pressure data collected by in-vehicle pressure sensors at different locations may be different. Based on the in-vehicle pressure sampling data, the average in-vehicle pressure value corresponding to each sampling time can be calculated. The specific calculation formula is shown below:

[0091] Among them, n is the number of pressure sampling data in the vehicle, is the average pressure value outside the vehicle corresponding to a sampling moment.

[0092] Similarly, the external pressure sampling data records the corresponding sampling time and the pressure data collected by each external pressure sensor. For a sampling time, the number of corresponding pressure data is the same as the number of external pressure sensors. The pressure data collected by external pressure sensors at different locations may be different. Based on the external pressure sampling data, the average external pressure value corresponding to each sampling time can be calculated. The specific calculation formula is shown below:

[0093] Among them, n is the number of external pressure sampling data. Since the internal pressure sensor corresponds to the external pressure sensor, the number of internal pressure sensors should be the same as the number of external pressure sensors. Therefore, the number of internal pressure sampling data should also be the same as the number of external pressure sampling data. is the average pressure value outside the vehicle corresponding to a sampling moment.

[0094] Step 22: Calculate the in-vehicle pressure change data based on the in-vehicle average pressure value corresponding to each sampling moment; calculate the out-vehicle pressure change data based on the out-vehicle average pressure value corresponding to each sampling moment.

[0095] After determining the external average pressure value corresponding to each sampling moment, the external pressure change data of the target train is calculated based on the external average pressure value corresponding to each sampling moment. The external pressure change data includes but is not limited to the external average pressure differential.

[0096] The calculation formula of the differential of the average pressure outside the vehicle is as follows:

[0097] in, is the differential value of the average pressure outside the vehicle at sampling time t2, is the average pressure outside the vehicle at sampling time t2, is the average pressure outside the vehicle at sampling time t1, where t1 is the sampling time immediately before t2. The relationship between t1 and t2 is shown in the following equation:

[0098] Where f is the sampling frequency.

[0099] Similarly, the target train's in-car pressure change data needs to be calculated based on the in-car average pressure values ​​corresponding to each sampling moment. This in-car pressure change data includes but is not limited to the in-car average pressure differential and the in-car average pressure change rate. Similar to the external average pressure differential, the calculation formula for the in-car average pressure differential is as follows:

[0100] in, is the differential of the average pressure in the vehicle at sampling time t2, is the average pressure value in the car at sampling time t2, is the average pressure value in the vehicle at sampling time t1.

[0101] The specific calculation formula for the average pressure change rate in the vehicle is shown as follows:

[0102] Wherein, Δt is the calculation interval, and the pressure data collected within the calculation interval are calculated every calculation interval.

[0103] Step 23: Obtain pressure change data based on the in-vehicle pressure change data and the out-vehicle pressure change data.

[0104] The pressure change data is used to describe the pressure inside and outside the target train. After obtaining the pressure change data inside and outside the train, the pressure change data can be constructed based on the pressure change data inside and outside the train.

[0105] Furthermore, the average pressure value inside the vehicle and the average pressure value outside the vehicle at each sampling moment may be saved in the pressure change data to improve the comprehensiveness of the description of the corresponding pressure change stage by the pressure change data.

[0106] Step 303: Determine multiple pressure change stages corresponding to the target train and the duration of each pressure change stage based on the pressure change data, and determine the corresponding relationship between the pressure change stages and the pressure change data.

[0107] Based on the pressure change data, the pressure change trends inside and outside the target train can be determined, and then the corresponding pressure change stages for the target train can be determined based on the pressure change trends. Generally speaking, during the target train's operation, the pressure inside the train changes with the changes in the external pressure. When the pressure inside the train increases with the increase in the external pressure, it is called the pressure charging stage; when the pressure inside the train decreases with the decrease in the external pressure, it is called the pressure relief stage.

[0108] When a train travels through a tunnel at high speed, it causes drastic changes in the pressure inside and outside the train. Therefore, the embodiment of the present application can perform pressure change analysis based on the pressure sampling data inside and outside the train collected when the target train passes through the tunnel to obtain the pressure change data. When the pressure change data includes the pressure mean corresponding to each sampling moment, the pressure mean is plotted as a broken line image. By analyzing the broken line image, the pressure inflection point inside and outside the train is determined, and the time corresponding to the pressure inflection point is used as the dividing node to divide the various charging stages and various pressure relief stages during the target train's travel. Among them, the pressure inflection point is the data point where the pressure change trend changes. For example, when the pressure mean change trend changes from gradually increasing to gradually decreasing, it is the pressure inflection point. The time corresponding to the pressure inflection point is used as the dividing node. The period before this moment is divided into the charging stage, and the period after this moment is divided into the pressure relief stage.

[0109] After determining each pressure inflection point, the pressure change stage is divided according to the moment corresponding to each pressure inflection point, and the duration of each pressure change stage is determined; at the same time, based on the various sampling moments contained in the pressure change stage, and the correspondence between the sampling moments and the in-vehicle pressure sampling data and the outside-vehicle pressure sampling data, the correspondence between each pressure change stage and the in-vehicle pressure sampling data and the outside-vehicle pressure sampling data can be determined, and then the correspondence between each pressure change stage and the pressure change data can be determined.

[0110] Step 304: Calculate the average air tightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage.

[0111] After determining each pressure change stage and its corresponding pressure change data, the average airtightness index for each pressure change stage is calculated based on the corresponding pressure change data. Since a pressure change stage includes multiple sampling moments, the pressure change data includes data corresponding to multiple sampling moments. Based on the pressure change data at each sampling moment, the parameters corresponding to each sampling moment, used to describe the dynamic airtightness of the target train, can be calculated. The parameters corresponding to all sampling moments in the pressure change stage are then analyzed and calculated to obtain the average airtightness index corresponding to that pressure change stage.

[0112] As an embodiment, step 304 may be implemented in the following manner:

[0113] Step 31: For each pressure change stage, based on each pressure change data in the pressure change stage, calculate a reference airtightness index corresponding to each pressure change data.

[0114] In the embodiment of the present application, the pressure change data includes at least the average pressure value inside the vehicle, the average pressure value outside the vehicle, the differential value of the average pressure inside the vehicle, and the differential value of the average pressure outside the vehicle. When performing a dynamic air tightness test on the target train, the reference air tightness index corresponding to each pressure change data can be calculated based on the pressure change data corresponding to each pressure change stage. The specific calculation formula of the reference air tightness index is shown as follows:

[0115] Among them, τ dyn The reference airtightness index is k, and k is the body deformation factor corresponding to the target train. The body deformation factors for different vehicle models may vary. See Figure 5, which shows the in-vehicle and out-vehicle pressure transmission model provided in this embodiment. When the in-vehicle and out-vehicle pressures change, the train body may deform according to the difference between the in-vehicle and out-vehicle pressures, resulting in certain test errors. To account for this test error, this embodiment incorporates the body deformation factor when calculating various airtightness indices.

[0116] In the embodiment of the present application, the calculated reference air tightness index of the target train is a parameter describing the dynamic air tightness of the target train, namely the dynamic air tightness index. dyn For example, its definition is as follows:

[0117] After considering the vehicle body deformation factor, the relationship between the internal and external pressures of the target train is as follows:

[0118] According to τ dyn The definition of is used to calculate the corresponding internal and external pressure relationship of the target train under the vehicle body deformation factor:

[0119] Simplify the above formula and the simplified formula is as follows:

[0120] The specific calculation formula for the reference air tightness index can be obtained by calculating according to the simplified formula.

[0121] Step 32: Calculate the average airtightness index of the pressure change stage according to all reference airtightness indices in the pressure change stage.

[0122] For each pressure change stage, there are multiple pressure change data. After calculating the reference air tightness index corresponding to each pressure change data, for each pressure change stage, the reference air tightness index corresponding to each of the multiple pressure change data is used to calculate the average air tightness index of the pressure change stage. For example, when a pressure change stage includes a pressure change data, the average is calculated based on the a reference air tightness indices corresponding to each of the a pressure change data in the pressure change stage, and the average of the a reference air tightness indices is used as the average air tightness index of the pressure change stage.

[0123] In a possible implementation, step 32 may be implemented as follows:

[0124] Step 41: for each pressure change stage, numerically screening each reference air tightness index in the pressure change stage according to a preset air tightness index range, and determining the reference air tightness index that meets the preset air tightness index range as a candidate air tightness index;

[0125] Step 42: For each pressure change stage, calculate the average airtightness index of the pressure change stage according to each candidate airtightness index corresponding to the pressure change stage.

[0126] In each pressure change stage, after determining the reference airtightness index corresponding to each pressure change data, the reference airtightness index is numerically screened according to a preset airtightness index range. The preset airtightness index range is a numerical range greater than or equal to the minimum airtightness threshold and less than or equal to the maximum airtightness threshold; if the value of the reference airtightness index is greater than or equal to the minimum airtightness threshold and less than or equal to the maximum airtightness threshold, it can be determined that the reference airtightness index meets the preset airtightness index range; otherwise, when the reference airtightness index is less than the minimum airtightness threshold or greater than the maximum airtightness threshold, it is determined that the reference airtightness index does not meet the preset airtightness index range.

[0127] In the embodiment of the present application, reference air tightness indices that do not meet the preset air tightness index range are screened out, reference air tightness indices that meet the preset air tightness index range are retained, and these retained reference air tightness indices are determined as candidate air tightness indices. For each pressure change stage, the average air tightness index corresponding to the pressure change stage is calculated based on all corresponding candidate air tightness indices. Specifically, the average of all candidate air tightness indices corresponding to the pressure change stage can be used as the average air tightness index for the pressure change stage.

[0128] By presetting the airtightness index range, excessively large and small values ​​can be screened out from all reference airtightness indices, thereby improving the numerical stability of the candidate airtightness index and removing numerical singular points. Then, when the average airtightness index of the pressure change stage is calculated based on the candidate airtightness index, the accuracy of the average airtightness index of each pressure change stage can be improved.

[0129] Step 305: Perform weighted average calculation based on the average air tightness index and duration of each pressure change stage to obtain the dynamic air tightness index of the target train.

[0130] After the average airtightness index corresponding to each of the multiple pressure change stages is determined, in order to improve the accuracy of the dynamic airtightness test of the target train, the dynamic airtightness index of the target train in this test is determined based on the average airtightness index corresponding to each of the multiple pressure change stages. Based on the duration of each pressure change stage, the average airtightness index of each pressure change stage is weighted averaged. The longer the duration of the pressure change stage, the larger the weight coefficient corresponding to the average airtightness index. The weighted average of the average airtightness index is used as the dynamic airtightness index of the target train during this dynamic test.

[0131] The dynamic air tightness index of the whole vehicle of the target train is obtained by analyzing and calculating the data collected by the pressure sensor during the operation of the target train. A dynamic air tightness test method for the whole vehicle of the train is provided in the embodiment of the present application. The air tightness of the whole vehicle of the target train is tested by the data collected by the pressure sensor during the operation of the target train. Compared with the static air tightness test method in the related art, during the operation of the target train, the dynamic air tightness test method for the whole vehicle of the train provided by the present application only needs to collect relevant data. There is no need to split the various carriages of the target train into single carriages for testing, and it does not affect the normal operation and use of the target train, which reduces the impact of the air tightness test process on the normal use of the target train, simplifies the air tightness test process, and improves the convenience of air tightness testing for the target train.

[0132] Specifically, step 305 can be implemented in the following manner:

[0133] Step 51: Determine the corresponding relationship between the average air tightness index and the duration based on the corresponding relationship between the pressure change stage and the duration, and the corresponding relationship between the pressure change stage and the average air tightness index;

[0134] Step 52: Using the duration as a weight coefficient, perform weighted average calculation on the average air tightness index to obtain the dynamic air tightness index of the target train.

[0135] In the aforementioned step 303, each pressure change stage and its corresponding duration have been determined. In the aforementioned step 304, the average air tightness index corresponding to each pressure change stage has been determined. Based on this, the correspondence between the average air tightness index and the duration can be determined according to the duration and the average air tightness index corresponding to the same pressure change stage.

[0136] When calculating the dynamic air tightness index of the target train, the duration corresponding to each average air tightness index is used as the weight coefficient, and the weighted average of each average air tightness index is calculated to obtain the dynamic air tightness index of the target train. Specifically, the calculation formula of the dynamic air tightness index of the target train is shown as follows:

[0137] Among them, τ0 is the dynamic air tightness index of the target train, τ1, τ2, τ m are the average airtightness index of the first pressure change stage, the average airtightness index of the second pressure change stage, and the average airtightness index of the mth pressure change stage; t'1, t'2, t' m are the duration of the first pressure change stage, the duration of the second pressure change stage, and the duration of the mth pressure change stage, respectively. The larger the value of the calculated vehicle dynamic airtightness index τ0 is, the better the vehicle airtightness of the target train is considered to be.

[0138] For ease of understanding, scenario embodiments corresponding to two types of vehicles are provided below.

[0139] In scenario embodiment 1, a dynamic air tightness test is performed on a test train 1 of a certain model. The speed of the test train 1 during the test is 250 km / h, the number of carriages is x, and pressure sensors are installed inside and outside the car body 1 meter above the middle seat of the x-carriage. The inside pressure data Pi and the outside pressure data Pe are collected during the train operation.

[0140] According to the train mileage data of test train 1, the starting mileage Ks = 498.78 km and the ending mileage Ke = 507.66 km corresponding to its travel in the tunnel are obtained, the mileage to be tested of the test vehicle is determined, and the internal pressure sampling data Pi(t) and the external pressure sampling data Pe(t) corresponding to the x train carriages under the mileage to be tested are intercepted.

[0141] Refer to Figure 6, which is a flowchart corresponding to the dynamic air tightness test processing program 1 provided in the scenario embodiment of the present application. The sampling frequency f = 0.002 and the calculation interval Δt = 0.1s of the pressure sensor in the test train 1 are input into program 1, and program 1 reads the in-vehicle pressure sampling data Pi(t) and the out-vehicle pressure sampling data Pe(t) corresponding to the mileage to be measured. Among them, the total number of rows of data is k0. In the embodiment of the present application, the total number of rows of data k0 corresponds to the number of sampling moments of the test train 1, and one sampling moment corresponds to one row of sampling data. One row of sampling data includes the in-vehicle pressure sampling data and the out-vehicle pressure sampling data corresponding to the sampling moment. The amount of the in-vehicle pressure sampling data is the same as the amount of the out-vehicle pressure sampling data, and both correspond to the number of pressure sensors inside the body of the test train 1. For example, when five pressure sensors are installed inside and outside the body of test train 1, and the test mileage includes 500 sampling moments, the total number of rows of data read at this time is 500. Each row of these 500 rows of data consists of the in-vehicle pressure sampling data and the outside pressure sampling data corresponding to a sampling moment. The first row of data consists of the in-vehicle pressure sampling data and the outside pressure sampling data corresponding to the first sampling moment, the second row of data consists of the in-vehicle pressure sampling data and the outside pressure sampling data corresponding to the second sampling moment, and so on.

[0142] For each row of data read, calculate the average pressure value in the car corresponding to each sampling moment and the average pressure outside the vehicle Then, based on the average pressure value inside the car, the average pressure value outside the car and the calculation interval, the average pressure differential inside the car is calculated. Average pressure differential outside the vehicle and the average pressure change rate inside the vehicle After completing the calculation of all sampling moments, the pressure change data corresponding to the test train 1 at the mileage to be measured is output.

[0143] Based on the above-calculated pressure change data, the various pressure change stages of the test train 1 during the test mileage are determined, as shown in the following table:

[0144] Table 2 Pressure change stages of test train 1

[0145] According to the data shown in Table 2, the test train 1 experienced five pressure change stages in the mileage to be tested. Table 2 records the corresponding charging / depressurization states and durations of the five pressure change stages.

[0146] See Figure 7, which is a flowchart corresponding to the dynamic air tightness test processing program 2 provided in the scenario embodiment of this application. Through program 2, the average air tightness index corresponding to each pressure change stage is calculated. Taking the time interval t1-t2 as an example, the body deformation factor k=0.05, t1=43.18 and t2=47.88 corresponding to the test train 1 are input into program 2, and the pressure change data of the test train 1 output by program 1 is read. Among them, the number of rows of pressure change data corresponding to the time interval t1-t2 is k1, and k1 should be less than the k0 mentioned above.

[0147] In program 2, read the pressure change data of k1 rows in sequence and calculate the reference airtightness index τ corresponding to each row of pressure change data dyn , obtain k1 reference airtightness indices, and perform absolute value processing on the k1 reference airtightness indices to obtain the absolute values ​​corresponding to the k1 reference airtightness indices.

[0148] Next, the absolute values ​​of the k1 reference airtightness indices are numerically screened. First, the minimum value screening is performed, and the minimum airtightness threshold is set to 1. The k1 reference airtightness indices are judged in turn to see if they are less than 1. If so, the reference airtightness index is not processed, and the next reference airtightness index is directly read to continue the judgment; if not, the reference airtightness index is recorded as the first airtightness index τ a After completing the minimum value screening for k1 reference airtightness indices, k2 first airtightness indices τ are obtained. a , and then for k2 τ a Perform maximum value screening, k2 is a value less than or equal to k1. Set the maximum airtightness threshold to 200, and judge k2 τ in turn. a Is it greater than 200? If so, the first airtightness index will not be processed and the next first airtightness index will be read directly; if not, the first airtightness index will be recorded as the second airtightness index τ b After completing the maximum value screening for all k2 first airtightness indices, k3 second airtightness indices are obtained. These second airtightness indices all meet the preset airtightness index range corresponding to the minimum airtightness threshold and the maximum airtightness threshold. All second airtightness indices are determined as candidate airtightness indices for test train 1 in the time range t1-t2. The average of each candidate airtightness indices is calculated, and finally the average airtightness index τ1=10.76s of test train 1 in the time range t1-t2 is obtained.

[0149] Referring to the above calculation process for the time interval t1-t2, the time interval t3-t4, the time interval t5-t6, the time interval t7-t8 and the time interval t9-t 10Calculate the time intervals t3-t4, t5-t6, t7-t8 and t9-t 10 The corresponding average air tightness indexes are τ2=16.48s, τ3=22.45s, τ4=6.20s, and τ5=9.23s respectively.

[0150] One time interval corresponds to one pressure change stage. Based on the average air tightness index corresponding to each time interval and the duration of each time interval, a weighted average is taken to calculate the dynamic air tightness index of the test train 1. The specific calculation formula is shown below:

[0151] Therefore, the dynamic air tightness index of the test train 1 is 10.44s.

[0152] In scenario embodiment 2, a dynamic air tightness test is performed on a test train 2 of a certain vehicle type 2. The speed of the test train 2 during the test is 250 km / h, the number of carriages is x, and pressure sensors are installed inside and outside the car body 1 meter above the seats in the middle of the x-carriage. The pressure data Pi and Pe inside and outside the car are collected during the operation of the train.

[0153] Referring to the test process for test train 1 described above, the starting mileage of test train 2 to be tested, Ks = 649.31 km, and the ending mileage, Ke = 657.75 km, were input. The pressure sensor sampling frequency was set to 0.002, and the calculation interval for the sampled data was set to 0.1 seconds. Dynamic airtightness test processing program 1 processed the internal and external sampled data of test train 2 at the mileage to be tested, and determined the pressure change data corresponding to the mileage to be tested.

[0154] Based on the various pressure change data, the various pressure change stages of the test train 2 during the mileage to be tested are determined, as shown in the following table:

[0155] Table 3 Pressure change stages of test train 2

[0156] According to the data shown in Table 3, the test train 2 experienced four pressure change stages in the mileage to be tested. Table 3 records the corresponding charging and releasing states and durations of the four pressure change stages.

[0157] Dynamic airtightness test processing program 2 calculates the average airtightness index corresponding to each pressure change stage of test train 2, where the body deformation factor of test train 2 is set to 0.05. The average airtightness index corresponding to the four pressure change stages of test train 2 is τ1 = 36.83s, τ2 = 43.01s, τ3 = 42.50s, and τ4 = 29.24s, respectively. Using the duration corresponding to each pressure change stage as a weighting coefficient, the average airtightness index of each pressure change stage is weighted averaged to calculate the dynamic airtightness index of test train 2, τ0 = 37.59s.

[0158] The dynamic air tightness test results for the two models of test train 1 and test train 2 are shown in the following table:

[0159] Table 4 Comparison of test results between test train 1 and test train 2

[0160] According to the results shown in Table 4, it can be seen that the air tightness of model 2 is better than that of model 1.

[0161] Although the operations are depicted in a particular order, this should not be understood as requiring that the operations be performed in the particular order shown or in a sequential order.Multitasking and parallel processing may be advantageous under certain circumstances.

[0162] It should be understood that the various steps described in the method embodiments of the present application can be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present application is not limited in this respect.

[0163] Referring to FIG8 , FIG8 is a schematic structural diagram of a train vehicle dynamic air tightness test device provided in an embodiment of the present application, the device specifically comprising:

[0164] The data acquisition unit 801 is used to acquire the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train;

[0165] The data analysis unit 802 is configured to perform data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data;

[0166] a data determination unit 803 configured to determine, based on the pressure change data, a plurality of pressure change stages corresponding to the target train and a duration of each of the pressure change stages, and determine a correspondence between the pressure change stages and the pressure change data;

[0167] The first calculation unit 804 is configured to calculate an average airtightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage;

[0168] The second calculation unit 805 is configured to perform weighted average calculation based on the average air tightness index and the duration of each pressure change stage to obtain the whole vehicle dynamic air tightness index of the target train.

[0169] Optionally, the data acquisition unit 801 is specifically configured to:

[0170] Acquiring train mileage data of the target train, and determining the mileage to be measured of the target train based on the train mileage data; the mileage to be measured is the mileage stage between the start mileage and the end mileage of the test section passed by the target train, as marked in the train mileage data;

[0171] The external pressure sampling data of the target train collected by the external pressure sensor at the mileage to be measured and the internal pressure sampling data of the target train collected by the internal pressure sensor at the mileage to be measured are obtained.

[0172] Optionally, the data analysis unit 802 is specifically configured to:

[0173] Calculating the average pressure value inside the vehicle corresponding to each sampling moment based on the in-vehicle pressure sampling data; calculating the average pressure value outside the vehicle corresponding to each sampling moment based on the out-vehicle pressure sampling data;

[0174] Calculating the in-vehicle pressure change data according to the in-vehicle average pressure values ​​corresponding to each of the sampling moments; calculating the out-vehicle pressure change data according to the out-vehicle average pressure values ​​corresponding to each of the sampling moments;

[0175] The pressure change data is obtained based on the in-vehicle pressure change data and the out-vehicle pressure change data.

[0176] Optionally, the first calculating unit 804 is specifically configured to:

[0177] For each of the pressure change stages, based on each of the pressure change data within the pressure change stage, calculating a reference airtightness index corresponding to each of the pressure change data;

[0178] An average airtightness index of the pressure change stage is calculated according to all the reference airtightness indices in the pressure change stage.

[0179] Optionally, the first calculating unit 804 is specifically configured to:

[0180] For each pressure change stage, numerically screening each reference air tightness index within the pressure change stage according to a preset air tightness index range, and determining the reference air tightness index that meets the preset air tightness index range as a candidate air tightness index;

[0181] For each of the pressure change stages, the average air tightness index of the pressure change stage is calculated according to each of the candidate air tightness indices corresponding to the pressure change stage.

[0182] Optionally, the second calculating unit 805 is specifically configured to:

[0183] Determine the corresponding relationship between the average air tightness index and the duration according to the corresponding relationship between the pressure change stage and the duration, and the corresponding relationship between the pressure change stage and the average air tightness index;

[0184] The duration is used as a weight coefficient to perform weighted average calculation on the average air tightness index to obtain the whole vehicle dynamic air tightness index of the target train.

[0185] Optionally, the in-car pressure sampling data is in-car pressure data collected at a preset sampling frequency by a pressure sensor installed inside the target train compartment, and the outside-car pressure sampling data is outside-car pressure data collected at the preset sampling frequency by a pressure sensor installed outside the target train compartment;

[0186] The installation position of the pressure sensor inside the target train compartment corresponds to the installation position of the pressure sensor outside the target train compartment.

[0187] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0188] The names of the messages or information exchanged between multiple devices in the embodiments of the present application are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0189] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0190] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0191] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0192] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store computer programs, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0193] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0194] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A dynamic air tightness test method for a whole train, characterized in that: The method comprises: Obtaining the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train; Performing data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data; determining, based on the pressure change data, a plurality of pressure change stages corresponding to the target train and a duration of each of the pressure change stages, and determining a corresponding relationship between the pressure change stages and the pressure change data; Calculating an average air tightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage; A weighted average calculation is performed based on the average air tightness index and the duration of each pressure change stage to obtain the whole vehicle dynamic air tightness index of the target train.

2. The method according to claim 1, characterized in that The obtaining of the target train's in-vehicle pressure sampling data and the in-vehicle pressure sampling data comprises: Acquiring train mileage data of the target train, and determining the mileage to be measured of the target train based on the train mileage data; the mileage to be measured is the mileage stage between the start mileage and the end mileage of the test section passed by the target train, as marked in the train mileage data; The external pressure sampling data of the target train collected by the external pressure sensor at the mileage to be measured and the internal pressure sampling data of the target train collected by the internal pressure sensor at the mileage to be measured are obtained.

3. The method according to claim 1, characterized in that The performing data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data includes: Calculating the average pressure value inside the vehicle corresponding to each sampling moment based on the in-vehicle pressure sampling data; calculating the average pressure value outside the vehicle corresponding to each sampling moment based on the out-vehicle pressure sampling data; Calculating the in-vehicle pressure change data according to the in-vehicle average pressure values ​​corresponding to each of the sampling moments; calculating the out-vehicle pressure change data according to the out-vehicle average pressure values ​​corresponding to each of the sampling moments; The pressure change data is obtained based on the in-vehicle pressure change data and the out-vehicle pressure change data.

4. The method according to claim 1, wherein Calculating the average airtightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage includes: For each of the pressure change stages, based on each of the pressure change data within the pressure change stage, calculating a reference airtightness index corresponding to each of the pressure change data; An average airtightness index of the pressure change stage is calculated according to all the reference airtightness indices in the pressure change stage.

5. The method according to claim 4, characterized in that Calculating the average airtightness index of the pressure change stage according to all the reference airtightness indices in the pressure change stage includes: For each pressure change stage, numerically screening each reference air tightness index within the pressure change stage according to a preset air tightness index range, and determining the reference air tightness index that meets the preset air tightness index range as a candidate air tightness index; For each of the pressure change stages, the average air tightness index of the pressure change stage is calculated according to each of the candidate air tightness indices corresponding to the pressure change stage.

6. The method according to claim 1, characterized in that The step of performing weighted average calculation based on the average air tightness index and the duration of each pressure change stage to obtain the dynamic air tightness index of the target train includes: Determine the corresponding relationship between the average air tightness index and the duration according to the corresponding relationship between the pressure change stage and the duration, and the corresponding relationship between the pressure change stage and the average air tightness index; The duration is used as a weight coefficient to perform weighted average calculation on the average air tightness index to obtain the whole vehicle dynamic air tightness index of the target train.

7. The method according to any one of claims 1 to 6, characterized in that The in-car pressure sampling data is the in-car pressure data collected by a pressure sensor installed inside the target train compartment according to a preset sampling frequency, and the outside-car pressure sampling data is the outside-car pressure data collected by a pressure sensor installed outside the target train compartment according to the preset sampling frequency; The installation position of the pressure sensor inside the target train compartment corresponds to the installation position of the pressure sensor outside the target train compartment.

8. A dynamic air tightness test device for a whole train, characterized in that: The device comprises: A data acquisition unit is used to acquire the in-vehicle pressure sampling data and the out-vehicle pressure sampling data of the target train; a data analysis unit, configured to perform data change analysis on the in-vehicle pressure sampling data and the out-vehicle pressure sampling data to obtain pressure change data; a data determining unit, configured to determine, based on the pressure change data, a plurality of pressure change stages corresponding to the target train and a duration of each of the pressure change stages, and determine a correspondence between the pressure change stages and the pressure change data; A first calculation unit is configured to calculate an average airtightness index corresponding to each pressure change stage according to the pressure change data corresponding to each pressure change stage; The second calculation unit is used to perform weighted average calculation based on the average air tightness index and the duration of each pressure change stage to obtain the whole vehicle dynamic air tightness index of the target train.

9. The device according to claim 8, characterized in that The data acquisition unit is specifically used for: Acquiring train mileage data of the target train, and determining the mileage to be measured of the target train based on the train mileage data; the mileage to be measured is the mileage stage between the start mileage and the end mileage of the test section passed by the target train, as marked in the train mileage data; The external pressure sampling data of the target train collected by the external pressure sensor at the mileage to be measured and the internal pressure sampling data of the target train collected by the internal pressure sensor at the mileage to be measured are obtained.

10. The device according to claim 8, characterized in that The data analysis unit is specifically used for: Calculating the average pressure value inside the vehicle corresponding to each sampling moment based on the in-vehicle pressure sampling data; calculating the average pressure value outside the vehicle corresponding to each sampling moment based on the out-vehicle pressure sampling data; Calculating the in-vehicle pressure change data according to the in-vehicle average pressure values ​​corresponding to each of the sampling moments; calculating the out-vehicle pressure change data according to the out-vehicle average pressure values ​​corresponding to each of the sampling moments; The pressure change data is obtained based on the in-vehicle pressure change data and the out-vehicle pressure change data.

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