CN112197981A - Method and device for testing anti-skid performance of railway vehicle - Google Patents
Method and device for testing anti-skid performance of railway vehicle Download PDFInfo
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Abstract
The application relates to a method and a device for testing the skid resistance of a railway vehicle, computer equipment and a storage medium. The method comprises the following steps: obtaining the minimum sliding percentage of the rail vehicle by obtaining the initial adhesion coefficient of the rail vehicle and then judging if the initial adhesion coefficient of the rail vehicle is smaller than the preset initial adhesion coefficient; further judging whether the minimum sliding percentage of the rail vehicle meets a preset sliding condition or not, and obtaining a braking distance of the rail vehicle in a sliding state; and finally, judging whether the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, and acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle. The method can be used for testing the performance of the antiskid system of the railway vehicles with different speed grades, and the calculation mode of each parameter index is defined, so that the excellent performance of the antiskid system can be visually and clearly evaluated.
Description
Technical Field
The application relates to the technical field of anti-skid tests, in particular to a method and a device for testing anti-skid performance of a railway vehicle, computer equipment and a storage medium.
Background
In recent years, the share of urban rail transit in public transport is increasing. The special characteristics of the railway vehicle such as comfortableness and rapidity are more and more popular with people. However, external environmental factors can cause great influence on the running of the vehicle, for example, in rainy and snowy weather, the humidity of the environment is increased, the available adhesion of the rail can be reduced, the wheels of the train can slide in the braking process, and the wheels are scratched when the vehicle is severe, so that the running of the vehicle is directly influenced. Therefore, how to verify the anti-skid function of the vehicle and reasonably evaluate the performance of the anti-skid system of the vehicle becomes one of the important works in the vehicle acceptance stage.
At present, most of the common domestic methods for evaluating the anti-skid performance are functional verification, and the anti-skid system is considered to meet the requirements as long as the anti-skid function can be normally triggered. However, this qualitative analysis method cannot quantitatively analyze the performance of the antiskid system for different vehicles, different principles, and different braking conditions.
Disclosure of Invention
In view of the above, it is necessary to provide a rail vehicle anti-skid performance testing method, device, computer equipment and storage medium for solving the above technical problems.
A rail vehicle skid resistance testing method, the method comprising:
acquiring an initial adhesion coefficient of the rail vehicle;
if the initial adhesion coefficient of the rail vehicle is smaller than the preset initial adhesion coefficient, acquiring the minimum sliding percentage of the rail vehicle;
if the minimum sliding percentage of the rail vehicle meets a preset sliding condition, acquiring a braking distance of the rail vehicle in a sliding state;
and if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
In one embodiment, the obtaining the initial adhesion coefficient of the rail vehicle comprises:
acquiring real-time deceleration within a preset time before the moment when the first sliding wheel pair of the railway vehicle starts sliding and real-time deceleration within a preset time after the moment when the first sliding wheel pair of the railway vehicle starts sliding;
acquiring a deceleration average value of the railway vehicle in front and back preset time according to real-time deceleration in front preset time of the first sliding wheel pair of the railway vehicle in sliding starting time and real-time deceleration in back preset time of the first sliding wheel pair of the railway vehicle in sliding starting time;
and determining the initial adhesion coefficient of the rail vehicle according to the average deceleration value and the gravity constant of the rail vehicle in the front and back preset time.
In one embodiment, the obtaining the minimum coasting percentage of the rail vehicle includes:
acquiring first time from the highest running speed to a first preset running speed of the rail vehicle in a sliding state;
acquiring second time when the axle speed of a first sliding wheel pair of the railway vehicle is lower than a second preset running speed in the first time;
and determining the minimum sliding percentage of the railway vehicle according to the first time and the second time.
In one embodiment, if the minimum coasting percentage of the rail vehicle meets a preset coasting condition, acquiring the braking distance in the coasting state includes:
acquiring the highest running speed of the rail vehicle in a sliding state;
and if the highest running speed of the rail vehicle in the sliding state is matched with the minimum sliding percentage of the rail vehicle, integrating the speed of the rail vehicle in the sliding state time to obtain the braking distance in the sliding state.
In one embodiment, if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, the obtaining the anti-skid efficiency of the rail vehicle includes:
obtaining the braking distance of the rail vehicle in a dry rail state;
and matching the braking distance of the railway vehicle in the sliding state with the braking distance of the railway vehicle in the dry railway state, and acquiring the antiskid efficiency of the railway vehicle.
In one embodiment, the obtaining the rail vehicle anti-skid efficiency comprises:
acquiring actual average deceleration and theoretical average deceleration of the railway vehicle in a coasting state;
and determining the anti-skid efficiency of the railway vehicle according to the actual average deceleration and the theoretical average deceleration of the railway vehicle in the coasting state, wherein the theoretical average deceleration is the maximum deceleration of the railway vehicle in the coasting state.
In one embodiment, the obtaining the actual average deceleration of the rail vehicle includes:
acquiring an initial speed of the rail vehicle starting to slide and a final speed of the rail vehicle finishing sliding;
and determining the actual average deceleration of the railway vehicle according to the braking distance of the railway vehicle in the sliding state, the initial speed of the railway vehicle starting to slide and the final speed of the sliding end.
A rail vehicle anti-skid performance testing apparatus, the apparatus comprising:
the first acquisition module is used for acquiring the initial adhesion coefficient of the railway vehicle;
the second obtaining module is used for obtaining the minimum sliding percentage of the railway vehicle if the initial adhesion coefficient of the railway vehicle is smaller than a preset initial adhesion coefficient;
the third obtaining module is used for obtaining the braking distance of the railway vehicle in the sliding state if the minimum sliding percentage of the railway vehicle meets the preset sliding condition;
the fourth obtaining module is configured to obtain the anti-skid efficiency of the rail vehicle if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, where the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
A computer device comprising a memory and a processor, the memory storing a computer program, wherein the processor when executing the computer program implements the steps of the method as claimed above.
A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method as set forth in the preceding claim.
According to the method and the device for testing the anti-skid performance of the railway vehicle, the computer equipment and the storage medium, the minimum sliding percentage of the railway vehicle is obtained by obtaining the initial adhesion coefficient of the railway vehicle and then judging if the initial adhesion coefficient of the railway vehicle is smaller than the preset initial adhesion coefficient; further judging whether the minimum sliding percentage of the rail vehicle meets a preset sliding condition or not, and obtaining a braking distance of the rail vehicle in a sliding state; and finally, judging whether the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, and acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle. The test method provided by combining the technical scheme with the international standard is a performance test method of the anti-skid system which accords with the international standard and is suitable for the railway vehicles with different speed grades. In addition, the test method defines the calculation mode of each parameter index, and can intuitively and clearly evaluate the excellent performance of the antiskid system.
Drawings
FIG. 1 is a diagram of an application environment of a method for testing anti-skid performance of a railway vehicle according to an embodiment;
FIG. 2 is a schematic flow chart of a method for testing the anti-skid performance of a railway vehicle in one embodiment;
FIG. 3 is a schematic illustration of a method for calculating an initial adhesion coefficient of a rail vehicle according to one embodiment;
FIG. 4 is a diagram illustrating selection of a minimum glide percentage time period in another embodiment;
FIG. 5 is a block diagram of an embodiment of a device for testing anti-skid performance of a railway vehicle;
FIG. 6 is a diagram illustrating an internal structure of a computer device according to an embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The method for testing the anti-skid performance of the railway vehicle can be applied to the application environment shown in figure 1. Wherein the terminal 50 and the server 60 communicate through a network. The terminal 50 acquires an initial adhesion coefficient of the rail vehicle and then transmits the initial adhesion coefficient to the server 60, and the server 60 judges whether the initial adhesion coefficient of the rail vehicle is smaller than a preset initial adhesion coefficient or not, and acquires the minimum sliding percentage of the rail vehicle through the terminal 50; if the minimum sliding percentage of the rail vehicle meets a preset sliding condition, acquiring a braking distance of the rail vehicle in a sliding state through a terminal 50; and finally, judging that the anti-skid efficiency of the rail vehicle is obtained through a terminal 50 if the braking distance of the rail vehicle in the sliding state meets the preset braking distance condition, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle. The terminal 50 may be, but not limited to, various personal computers, notebook computers, smart phones, tablet computers, and portable wearable devices, and the server 60 may be implemented by an independent server or a server cluster formed by a plurality of servers.
In one embodiment, as shown in fig. 2, a method for testing anti-skid performance of a rail vehicle is provided, which is described by taking the method as an example applied to the server 60 in fig. 1, and comprises the following steps:
step S1: acquiring an initial adhesion coefficient of the rail vehicle;
step S2: if the initial adhesion coefficient of the rail vehicle is smaller than the preset initial adhesion coefficient, acquiring the minimum sliding percentage of the rail vehicle;
step S3: if the minimum sliding percentage of the rail vehicle meets a preset sliding condition, acquiring a braking distance of the rail vehicle in a sliding state;
step S4: and if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
In steps S1-S4, the adhesion coefficient refers to the maximum value of the longitudinal horizontal force acting between the wheel rails in the adhered state, which is called the adhesion force, and the ratio of the adhesion force to the vertical load between the wheel rails, which is called the adhesion coefficient. The larger the adhesion coefficient, the more the wheel is not easy to slip, the maximum adhesion coefficient of the asphalt concrete pavement is generally 0.9, and the minimum adhesion coefficient of the ice-coated pavement is 0.1.
The preset initial adhesion coefficient refers to a specific value set inside the server 60 system, and the preset initial adhesion coefficient in the present application adopts the maximum value of the range required by the national standard, that is, the preset initial adhesion coefficient is 0.08. The preset coasting condition is a matching relationship between the minimum coasting percentage of the rail vehicle and the maximum speed of the rail vehicle set inside the server 60 system. The preset braking distance condition is the matching relation between the braking distance of the railway vehicle in the sliding state and the braking distance of the railway vehicle in the dry track state.
According to the method and the device for testing the anti-skid performance of the railway vehicle, the computer equipment and the storage medium, the minimum sliding percentage of the railway vehicle is obtained by obtaining the initial adhesion coefficient of the railway vehicle and then judging if the initial adhesion coefficient of the railway vehicle is smaller than the preset initial adhesion coefficient; further judging whether the minimum sliding percentage of the rail vehicle meets a preset sliding condition or not, and obtaining a braking distance of the rail vehicle in a sliding state; and finally, judging whether the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, and acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle. The test method provided by combining the technical scheme with the international standard is a performance test method of the anti-skid system which accords with the international standard and is suitable for the railway vehicles with different speed grades. In addition, the test method defines the calculation mode of each parameter index, and can intuitively and clearly evaluate the excellent performance of the antiskid system.
In one embodiment, referring to fig. 3, the step S1 includes:
step S11: acquiring real-time deceleration within a preset time before the moment when the first sliding wheel pair of the railway vehicle starts sliding and real-time deceleration within a preset time after the moment when the first sliding wheel pair of the railway vehicle starts sliding;
step S12: acquiring a deceleration average value of the railway vehicle in front and back preset time according to real-time deceleration in front preset time of the first sliding wheel pair of the railway vehicle in sliding starting time and real-time deceleration in back preset time of the first sliding wheel pair of the railway vehicle in sliding starting time;
step S13: and determining the initial adhesion coefficient of the rail vehicle according to the average deceleration value and the gravity constant of the rail vehicle in the front and back preset time.
In steps S11-S13, the front preset time is a period of time before the moment when the first wheel set of the railway vehicle starts to slide, and the rear preset time is a period of time after the moment when the first wheel set of the railway vehicle starts to slide, wherein the front preset time is equal to the rear preset time, and is preferably 0.2S. For example, if the pre-set time and the post-set time are both 0.2s, the average value of the deceleration is
Obtained by dividing the sum of the real-time decelerations within the pre-set time and the post-set time by the pre-set time and the post-set time of 0.4 s. And the rail vehicle initial adhesion coefficient is the average value of deceleration
Divided by the gravitational constant, wherein g (9.8 m/s) is the gravitational constant2)。
In one embodiment, referring to fig. 4, the step S2 includes:
step S21: acquiring first time from the highest running speed to a first preset running speed of the rail vehicle in a sliding state;
step S22: acquiring second time when the axle speed of a first sliding wheel pair of the railway vehicle is lower than a second preset running speed in the first time;
step S23: and determining the minimum sliding percentage of the railway vehicle according to the first time and the second time.
In steps S21-S23, the first preset running speed and the second preset running speed are both the speed values of the rail vehicle in the coasting state set inside the server 104 system, the first preset running speed is one half of the running speed of the rail vehicle, and the second preset running speed is ninety percent of the running speed of the rail vehicle. The first time refers to the time taken for the rail vehicle to travel from the maximum travel speed to one-half of the vehicle travel speed in the coasting state. The second time refers to a time when the rail vehicle axle speed is less than ninety percent of the rail vehicle operating speed, wherein the second time may be one continuous time period or a summation of a plurality of discrete time periods. For example, the second time may be divided into three different time periods T1, T2, and T3, and the rail vehicle axle speed is less than ninety percent of the rail vehicle operating speed in each time period.
Specifically, in fig. 4, the long dashed line is a vehicle speed curve, the short dashed line is a curve of 90% of the vehicle speed, and the solid line is the speed of the axle that generates the coasting. Setting the highest running speed of the vehicle in running as v, and calculating the proportion of the total time of the speed of the axis generating the sliding to be less than 90% of the vehicle speed in the time range T of v/2-v to T. Expressed by the formula:
for example, when the maximum running speed v is 120km/h, the time T taken for the vehicle to reduce the speed to 60km/h after the vehicle starts braking is up, the speed of the sliding axle in the time period is reduced to below 90% of the vehicle speed in three sections, namely T1, T2 and T3, the total time T4 is the sum of the three, and the minimum sliding is as a percentage:
the purpose of calculating the minimum glide in the present application is to determine the depth of the vehicle glide.
In one embodiment, the step S3 includes:
step S31: acquiring the highest running speed of the rail vehicle in a sliding state;
step S32: and if the highest running speed of the rail vehicle in the sliding state is matched with the minimum sliding percentage of the rail vehicle, integrating the speed of the rail vehicle in the sliding state time to obtain the braking distance in the sliding state.
In steps S31-S32, according to international standards, when the maximum running speed of the vehicle is less than 120km/h, the minimum coasting GM (minimum coasting percentage) is more than 35%; the maximum running speed is more than 120km/h, and when the maximum running speed is less than 160km/h, the minimum sliding GM is more than 20 percent. For example, if the maximum running speed of the rail vehicle in the coasting state is 80km/h and the minimum coasting percentage of the rail vehicle is 45%, it indicates that the maximum running speed of the rail vehicle in the coasting state and the minimum coasting percentage of the rail vehicle meet the national standard, i.e., match. If the maximum running speed of the railway vehicle in the sliding state is 140km/h, and the minimum sliding percentage of the railway vehicle is 15%, the maximum running speed of the railway vehicle in the sliding state and the minimum sliding percentage of the railway vehicle do not accord with the national standard, namely do not match.
In one embodiment, the step S4 includes:
step S41: obtaining the braking distance of the rail vehicle in a dry rail state;
step S42: and matching the braking distance of the railway vehicle in the sliding state with the braking distance of the railway vehicle in the dry railway state, and acquiring the antiskid efficiency of the railway vehicle.
In steps S41-S42, the present application repeats the test in the dry track state, and determines the braking distance S1 in the dry track state by ensuring the same parameter conditions (including the maximum running speed, the vehicle load, etc.) except for the track state. According to the international standard, the braking distance s of the railway vehicle in the sliding state is required to be not more than 125% of the braking distance s1 in the dry track state, and if the obtained braking distance s of the railway vehicle in the sliding state and the braking distance s1 in the dry track state meet the international standard, matching is carried out; if the obtained braking distance s of the railway vehicle in the sliding state and the braking distance s1 in the dry track state do not meet the international standard, the braking distances are not matched.
In one embodiment, the step S4 further includes:
step S43: acquiring actual average deceleration and theoretical average deceleration of the railway vehicle in a coasting state;
step S44: and determining the anti-skid efficiency of the railway vehicle according to the actual average deceleration and the theoretical average deceleration of the railway vehicle in the coasting state, wherein the theoretical average deceleration is the maximum deceleration of the railway vehicle in the coasting state.
In steps S43-S44, the formula for calculating the slip prevention efficiency is as follows:
where a is the actual average deceleration and a1 is the theoretical average deceleration. The theoretical average deceleration may be obtained as follows: in the coasting phase, the peaks of the real-time deceleration curve are connected, the obtained curve is used as a theoretical deceleration curve, the maximum value of the curve is selected as a theoretical deceleration value a1, and the value is considered to be the deceleration value which the vehicle should reach when coasting is not generated.
In one embodiment, the step S43 includes:
step S431: acquiring an initial speed of the rail vehicle starting to slide and a final speed of the rail vehicle finishing sliding;
step S432: and determining the actual average deceleration of the railway vehicle according to the braking distance of the railway vehicle in the sliding state, the initial speed of the railway vehicle starting to slide and the final speed of the sliding end.
In steps S431 to S432, using the deceleration calculation formula:
determining the actual average deceleration of the train in the coasting state, wherein V1Initial speed, V, for the start of coasting2Is the end speed of the end of coasting.
It should be understood that, although the steps in the flowchart of fig. 2 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least a portion of the steps in fig. 2 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performance of the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.
In one embodiment, as shown in fig. 5, there is provided a rail vehicle anti-skid performance testing apparatus, including: a first obtaining module 10, a second obtaining module 20, a third obtaining module 30 and a fourth obtaining module 40, wherein:
the first processing module 10 is used for acquiring an initial adhesion coefficient of the rail vehicle;
the second processing module 20 is configured to obtain a minimum sliding percentage of the rail vehicle if the initial adhesion coefficient of the rail vehicle is smaller than a preset initial adhesion coefficient;
the third processing module 30 is configured to obtain a braking distance of the rail vehicle in a sliding state if the minimum sliding percentage of the rail vehicle meets a preset sliding condition;
the fourth processing module 40 is configured to obtain the anti-skid efficiency of the rail vehicle if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, where the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
In one embodiment, the first processing module 10 includes:
a first parameter obtaining module 101, configured to obtain a real-time deceleration in a preset time before a wheel set first sliding of the rail vehicle starts sliding and a real-time deceleration in a preset time after the wheel set first sliding of the rail vehicle starts sliding;
the first calculation module 102 is configured to obtain an average deceleration value of the rail vehicle within a preset time according to a real-time deceleration in a preset time before a wheel set starting to slide for a first sliding of the rail vehicle and a real-time deceleration in a preset time after the wheel set starting to slide for the first sliding of the rail vehicle;
the second calculation module 103 is used for determining the initial adhesion coefficient of the rail vehicle according to the average deceleration value and the gravity constant of the rail vehicle within the front and back preset time.
In one embodiment, the second processing module 20 includes:
the second parameter obtaining module 201 is configured to obtain a first time taken by the rail vehicle from a highest running speed to a first preset running speed in a sliding state;
a third parameter obtaining module 202, configured to obtain a second time when the speed of a first sliding wheel pair of the rail vehicle is lower than a second preset operating speed within the first time;
and the third calculating module 203 is used for determining the minimum sliding percentage of the railway vehicle according to the first time and the second time.
In one embodiment, the third processing module 30 includes:
the fourth parameter obtaining module 301 is configured to obtain a highest running speed of the rail vehicle in a sliding state;
the first matching module 302 is configured to, if the highest running speed of the rail vehicle in the coasting state is matched with the minimum coasting percentage of the rail vehicle, integrate the speed of the rail vehicle in the coasting state time to obtain the braking distance in the coasting state.
In one embodiment, the fourth processing module 40 includes:
a fifth parameter obtaining module 401, configured to obtain a braking distance of the rail vehicle in a dry rail state;
a fourth calculating module 402, configured to obtain the anti-skid efficiency of the rail vehicle if the braking distance of the rail vehicle in the sliding state matches the braking distance of the rail vehicle in the dry rail state.
In one embodiment, the fourth processing module 40 further includes:
a sixth parameter obtaining module 403, configured to obtain an actual average deceleration and a theoretical average deceleration of the rail vehicle in a coasting state;
a fifth calculating module 404, configured to determine the rail vehicle antiskid efficiency according to an actual average deceleration and a theoretical average deceleration of the rail vehicle in a coasting state, where the theoretical average deceleration is a maximum deceleration of the rail vehicle in the coasting state.
In one embodiment, the sixth parameter obtaining module 403 includes:
a seventh parameter obtaining module 4031, configured to obtain an initial speed at which the rail vehicle starts to slide and a termination speed at which the rail vehicle finishes sliding;
a sixth calculating module 4032, configured to determine an actual average deceleration of the rail vehicle according to the braking distance of the rail vehicle in the coasting state, an initial speed at which the rail vehicle starts to coast, and a final speed at which the rail vehicle finishes coasting.
For the specific definition of the device for testing the anti-skid performance of the rail vehicle, reference may be made to the above definition of the method for testing the anti-skid performance of the rail vehicle, and details thereof are not repeated herein. All or part of each module in the rail vehicle skid resistance testing device can be realized by software, hardware and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as shown in fig. 6. The computer device includes a processor, a memory, a network interface, and a database connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The database of the computer device is used for storing data. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to implement a rail vehicle anti-skid performance testing method.
Those skilled in the art will appreciate that the architecture shown in fig. 6 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.
In one embodiment, a computer device is provided, comprising a memory and a processor, the memory having a computer program stored therein, the processor implementing the following steps when executing the computer program:
acquiring an initial adhesion coefficient of the rail vehicle;
if the initial adhesion coefficient of the rail vehicle is smaller than the preset initial adhesion coefficient, acquiring the minimum sliding percentage of the rail vehicle;
if the minimum sliding percentage of the rail vehicle meets a preset sliding condition, acquiring a braking distance of the rail vehicle in a sliding state;
and if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
In one embodiment, a computer-readable storage medium is provided, having a computer program stored thereon, which when executed by a processor, performs the steps of:
acquiring an initial adhesion coefficient of the rail vehicle;
if the initial adhesion coefficient of the rail vehicle is smaller than the preset initial adhesion coefficient, acquiring the minimum sliding percentage of the rail vehicle;
if the minimum sliding percentage of the rail vehicle meets a preset sliding condition, acquiring a braking distance of the rail vehicle in a sliding state;
and if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A rail vehicle antiskid performance test method is characterized by comprising the following steps:
acquiring an initial adhesion coefficient of the rail vehicle;
if the initial adhesion coefficient of the rail vehicle is smaller than the preset initial adhesion coefficient, acquiring the minimum sliding percentage of the rail vehicle;
if the minimum sliding percentage of the rail vehicle meets a preset sliding condition, acquiring a braking distance of the rail vehicle in a sliding state;
and if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, acquiring the anti-skid efficiency of the rail vehicle, wherein the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
2. The method of claim 1, wherein the obtaining a rail vehicle initial adhesion coefficient comprises:
acquiring real-time deceleration within a preset time before the moment when the first sliding wheel pair of the railway vehicle starts sliding and real-time deceleration within a preset time after the moment when the first sliding wheel pair of the railway vehicle starts sliding;
acquiring a deceleration average value of the railway vehicle in front and back preset time according to real-time deceleration in front preset time of the first sliding wheel pair of the railway vehicle in sliding starting time and real-time deceleration in back preset time of the first sliding wheel pair of the railway vehicle in sliding starting time;
and determining the initial adhesion coefficient of the rail vehicle according to the average deceleration value and the gravity constant of the rail vehicle in the front and back preset time.
3. The method of claim 1, wherein the obtaining a minimum glide percentage for the rail vehicle comprises:
acquiring first time from the highest running speed to a first preset running speed of the rail vehicle in a sliding state;
acquiring second time when the axle speed of a first sliding wheel pair of the railway vehicle is lower than a second preset running speed in the first time;
and determining the minimum sliding percentage of the railway vehicle according to the first time and the second time.
4. The method according to claim 3, wherein if the minimum coasting percentage of the railway vehicle meets a preset coasting condition, the obtaining the braking distance in the coasting state comprises:
acquiring the highest running speed of the rail vehicle in a sliding state;
and if the highest running speed of the rail vehicle in the sliding state is matched with the minimum sliding percentage of the rail vehicle, integrating the speed of the rail vehicle in the sliding state time to obtain the braking distance in the sliding state.
5. The method according to claim 4, wherein if the braking distance of the rail vehicle in the coasting state meets a preset braking distance condition, acquiring the anti-skid efficiency of the rail vehicle comprises:
obtaining the braking distance of the rail vehicle in a dry rail state;
and matching the braking distance of the railway vehicle in the sliding state with the braking distance of the railway vehicle in the dry railway state, and acquiring the antiskid efficiency of the railway vehicle.
6. The method of claim 1, wherein said obtaining rail vehicle slip efficiency comprises:
acquiring actual average deceleration and theoretical average deceleration of the railway vehicle in a coasting state;
and determining the anti-skid efficiency of the railway vehicle according to the actual average deceleration and the theoretical average deceleration of the railway vehicle in the coasting state, wherein the theoretical average deceleration is the maximum deceleration of the railway vehicle in the coasting state.
7. The method of claim 5, wherein the obtaining the rail vehicle actual average deceleration comprises:
acquiring an initial speed of the rail vehicle starting to slide and a final speed of the rail vehicle finishing sliding;
and determining the actual average deceleration of the railway vehicle according to the braking distance of the railway vehicle in the sliding state, the initial speed of the railway vehicle starting to slide and the final speed of the sliding end.
8. A rail vehicle anti-skid performance testing device, characterized in that the device comprises:
the first processing module is used for acquiring an initial adhesion coefficient of the rail vehicle;
the second processing module is used for acquiring the minimum sliding percentage of the railway vehicle if the initial adhesion coefficient of the railway vehicle is smaller than a preset initial adhesion coefficient;
the third processing module is used for acquiring the braking distance of the railway vehicle in a sliding state if the minimum sliding percentage of the railway vehicle meets a preset sliding condition;
the fourth processing module is configured to acquire the anti-skid efficiency of the rail vehicle if the braking distance of the rail vehicle in the sliding state meets a preset braking distance condition, where the anti-skid efficiency of the rail vehicle is used as a standard for evaluating the anti-skid performance of the rail vehicle.
9. A computer device comprising a memory and a processor, the memory storing a computer program, wherein the processor implements the steps of the method of any one of claims 1 to 7 when executing the computer program.
10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 7.
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