3.4 运行平稳性试验 Operation Stationarity Test
3.4.1 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）的运行平稳性是否满足试验大纲的要求。
Check if the running 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.
3.4.2 试验依据Test reference
1.4 通用标准及依据；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”.
3.4.3 试验条件Test condition
与运行稳定性等试验的试验条件相同，见5.1.3。
Same as the testing conditions of running stability and other tests, as shown in 5.1.3.
3.4.4 试验方法Test method
1) 测试项目 Testing items
车体振动加速度Vibration acceleration of train body
2) 测点布置Arrangement of measuring points
在Mc12、Tp1和M1车的一、二位转向架中心处安装横向和垂向加速度计（与运行品质试验共用），在车体中央地板面上安装纵向、横向和垂向加速度计。与运行稳定性等试验共用速度传感器信号。
Install transverse and vertical accelerometers (share with running quality test) at the center of first and second bogies of cars Mc12, Tp1 and M1, and install longitudinal, transverse and vertical accelerometers at the central floor of the train body. They share the speed sensor signal with the running stability and other tests.
3.4.5 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，与运行稳定性等试验等共用数据采集系统。测试系统框图见图5.1-2。试验用测试仪器和传感器分别见表5.1-1和表5.4-1。
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. 5.1-2. Please refer to Table 5.1-1 and Table 5.4-1 for the testing instruments and sensors.
3.4.6 试验程序Test program
运行平稳性试验与运行稳定性试验同时进行，并同步采样，见5.1.6。
The operation stationarity test should be conducted at the same time with the operation stability test, the sampling should be conducted in synchronization, as shown in 5.1.6.
3.4.7 试验评定Test Evaluation
平稳性指标按下式计算：stability index is calculated according to the following formula
式中：W — 平稳性指标；
in which: W — stationarity index;
A — 振动加速度，g； A — vibration acceleration, g;
f — 振动频率，Hz； f — vibration frequency, Hz;
F(f) — 频率修正系数，见表5-4.2。
F(f) — frequency correction coefficient, see table 5-4.2.
在250km/h及以下各试验速度级下平稳性指标不大于2.5。
The stationarity index of test speed level of 50km/h and less should not be more than 2.5.
3.4.8 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.
3.4.9 试验结果 Test result
如表5.4-3和表5.4-4所示，环行线正向运行试验被试车Mc12、Tp1和M1车在R1432m圆曲线上的横向平稳性指标最大平均值分别为2.07(司机室)、2.01和2.06，垂向平稳性指标最大平均值分别为2.24、2.07和2.08。
As shown in Table 5.4-3 and Table 5.4-4, the maximum average value of transverse stationarity index while tested cars Mc12, Tp1 and M1 are running on R1432m circular curve during the forward running test on the loop railway are 2.07 (driver’s cab), 2.01 and 2.06; the maximum average values of vertical stationarity index are 2.24, 2.07 and 2.08,separately.
如表5.4-5至表5.4-16所示，京哈线秦沈段上行试验，三辆被试车位于动车组运行方向的前部。Mc12车司机室（车体一位端）和客室（车体中部和二位端）横向平稳性指标的最大平均值分别为2.28和2.12，Mc12车司机室（一位端）和客室（车体中部和二位端）的垂向平稳性最大平均值分别为1.98和2.26。Tp1车和M1车的横向平稳性最大平均值分别为2.16和2.20，垂向平稳性最大平均值均为2.11。
As shown from Table 5.4-5 to Table 5.4-16, three tested cars are located at the front of the running direction of MU during the up-going direction test on Qinhuangdao-Shenyang Section of Beijing-Harbin Railway. The maximum average values of transverse stationarity index of the driver’s cab (first position end of the train body) and passenger compartment (middle part and second position end of the train body) of car Mc12 are 2.28 and 2.12, separately; the maximum average values of vertical stationarity of the driver’s cab (first position end) and passenger compartment (middle part and second position end of the train body) of car Mc12 are 1.98 and 2.26, separately. The maximum average values of transverse stationarity of car Tp1 and car M1 are 2.16 and 2.20, and the maximum average values of vertical stationarity are all 2.11.
京哈线秦沈段下行试验，三辆被试车位于动车组运行方向的尾部。Mc12车司机室（车体一位端）和客室（车体中部和二位端）横向平稳性指标的最大平均值分别为2.44和2.29，Mc12车司机室（一位端）和客室（车体中部和二位端）垂向平稳性指标的最大平均值分别为2.37和2.25。Tp1车和M1车的横向平稳性指标的最大平均值分别为2.29和2.24，垂向平稳性指标的最大平均值分别为2.27和2.22。
Three tested cars are located at the tail of the running direction of MU during the down-going direction test on Qinhuangdao-Shenyang Section of Beijing-Harbin Railway. The maximum average values of transverse stationarity index of the driver’s cab (first position end of the train body) and passenger compartment (middle part and second position end of the train body) of car Mc12 are 2.44 and 2.29, separately; the maximum average values of vertical stationarity index of the driver’s cab (first position end) and passenger compartment (middle part and second position end of the train body) of car Mc12 are 2.37 and 2.25, separately. The maximum average values of transverse stationarity index of car Tp1 and car M1 are 2.29 and 2.240, and the maximum average values of vertical stationarity index are 2.27 and 2.22, separately.
原件下载： 
| 
