3.2 横向稳定性试验Test for Transverse Stability
3.2.1 试验目的Test aim
检验CRH1型时速200～250公里16辆长编组卧车动车组在运用线路条件下（包括直线、道岔、曲线及缓和曲线）的横向稳定性是否满足试验大纲的要求
Check if the transverse stability under the line conditions (including straight rail, turnout, curved rail and gentle curved rail) of 16 marshalling sleeper MU with the model of CRH1 and the speed between 200 and 250km satisfies the requirements of the test outline.
3.2.2 试验依据Test reference
见1.4 通用标准及依据；See 1.4 General standards and references.
GB5599-85 《铁道车辆动力学性能评定和试验鉴定规范》；
GB5599-85 “Railway Vehicles-Specification for Evaluation the Dynamic Performance and Accreditation Test”;
招标文件第五章附件2 《动力学性能试验鉴定方法及评定标准》。
Annex 2 in Chapter 5 of the Bidding Document “Identification Method and Evaluation Standard of Dynamic Performance Test”.
3.2.3 试验条件 Test condition
与运行稳定性试验条件相同，见5.1.3。
The same as the testing conditions of running stability, as shown in 5.1.3.
3.2.4 试验方法 Test method
(1)测试项目Testing items
构架横向稳定性。Transverse stability of frame.
(2)测点布置Arrangement of measuring points
构架横向加速度安装在1号车Mc12、2号车Tp1和3号车M1上，具体位置在各车安装测力轮对的转向架的1位轴箱上方构架上。
The transverse accelerations of frame are installed on No.1 car Mc12, No.2 car Tp1 and No.3 car M1. The detailed position is on the frame above the 1 position axle box of bogie at all cars where load measuring wheelset is installed.
与运行稳定性测试共用同一速度传感器传感器信号。
It shares the same speed sensor signal with the operation stability test.
3.2.5 测试系统 Test system
试验测试系统为基于计算机网络的集散式测试系统，并与运行稳定性试验共用同一数据采集系统。测试系统框图见图5.1-1。试验用测试仪器和传感器及其检定周期分别见表5.1-2和5.2-1。
The testing system of is distribution type testing system based on computer network, and it shares the same data collection system with the operation stability test. The block graph of the test system sees Fig. 5.1-1. Please refer to Table 5.1-2 and Table 5.2-1 for the testing instruments, sensors and their verification period.
3.2.6 试验程序Test program
横向稳定性试验与运行稳定性试验同时进行，并同步采样。
The transverse stability test is conducted at the same time with the operation stability test, and the sampling is in synchronization.
1) 环行线试验分10个速度级采样：80km/h、90km/h、100km/h、110km/h、120km/h、130km/h、140km/h、150km/h、160km/h、170km/h。
The loop railway test should be sampled in 10 speed levels: 80km/h, 90km/h, 100km/h, 110km/h, 120km/h, 130km/h, 140km/h, 150km/h, 160km/h and 170km/h.
2) 京哈线秦沈区段试验分10个速度级采样： 180km/h、200km/h、210km/h、220km/h、230km/h、240km/h、250km/h、260km/h、270km/h、275km/h。试验过程中通过道岔等限速地段，以允许速度通过。
The test of Qinhuangdao-Shenyang Section of Beijing-Harbin Railway should be sampled in 10 speed levels: 180km/h、200km/h、210km/h、220km/h、230km/h、240km/h、250km/h、260km/h、270km/h、275km/h。 During the testing process, the train should run with allowable speed while passing through turnout and other speed limiting sections.
3.2.7 试验评定Test Evaluation
当构架加速度以10Hz滤波后，峰值有连续振动6次以上达到或超过极限值8～10 m/s2（与转向架构架设计相适应）时，判定转向架失稳。
After the frame acceleration is filtered in 10Hz, if the peak value continuously vibrates for more than 6 times, and reaches to or exceeds the limit value of 8 to 10m/s2 (adaptable to the design of bogie frame), the instability of bogie can be judged.
3.2.8 试验过程Testing process
与运行稳定性试验过程相同，见5.1.8。
The same as the testing process of running stability, as shown in 5.1.8.
3.2.9 试验结果 Test result
表5.2-2列出了CRH1-062E动车组的三辆被试车在环行大环试验线路上的构架横向加速度以10Hz滤波后的最大值以及最大值出现时的速度：Mc12、Tp1和M1车在环行线R1432m圆曲线上的最大构架横向加速度分别为3.63、3.63和3.92 m/s2。
The maximum values of transverse acceleration of frame after filtered in 10Hz and the speeds corresponding to the maximum values while three tested cars of CRH1-062E MU are running on the external big loop in loop railway test base are listed in Table 5.2-2: the maximum transverse accelerations of frame while cars Mc12, Tp1 and M1 are running on the R1432m circular curve of the loop railway are 3.63, 3.63 and 3.92 m/s2, separately.
如表5.2-3～表5.2-4所示，在京哈线秦沈区段上行方向，被试车Mc12、Tp1和M1的构架横向加速度以10Hz滤波后的最大值分别为5.10 m/s2、4.22 m/s2和4.51 m/s2，在下行方向，Mc12、Tp1和M1车的构架横向加速度以10Hz滤波后的最大值分别为4.02、4.91和2.84 m/s2。
As shown in Table 5.2-3 and Table 5.2-4, the maximum values of transverse accelerations of frame after filtered by 10Hz while the tested cars Mc12, Tp1 and M1 are running on up-going direction of Qinhuangdao-Shenyang Section of Beijing-Harbin Railway are 5.10 m/s2, 4.22 m/s2 and 4.51 m/s2, separately; while on the down-going direction are 4.02, 4.91 and 2.84 m/s2, separately.
以10Hz滤波后的构架横向加速度的峰值和波形判定，Mc12、Tp1和M1车在环行线和京哈线秦沈区段试验时均未出现构架横向失稳现象。
Determining from the peak values and waveforms of frame transverse acceleration after filtered by 10Hz, there are no frame transverse instability problems when cars Mc12, Tp1 and M1 are running on the loop railway and Qinhuangdao-Shenyang Section of Beijing-Harbin Railway.
3.2.10 试验结论Test conclusion
CRH1-062E动车组的横向稳定性满足试验大纲的要求。
The transverse stability of CRH1-062E MU satisfies the requirements in the test outline.
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