1.1.3 试验结果   Test result
1.1.3.1 全动力起动加速过程    Acceleration Process of Full Power Starting
平直道起动加速试验在即墨~高密区间进行，测试区段为K75~K78之间的平直道。
The starting acceleration test on straight rail should be conducted in the Jimo-Gaomi region, and the testing section is the straight rail between K75 and K78.
完整的0~250km/h平直道全动力起动加速试验共完成2次。
The entire starting acceleration test on straight rail from 0 to 250km/h should be conducted for twice.
平直道全动力起动加速试验曲线见图2.1-1、图2.1-2，试验结果见表2.1-2。
The curves for acceleration test of full power starting on straight rail are shown in Fig.2.1-1 and Fig.2.1-2, and the testing results are listed in Table 2.1-2.

1.1.3.2 切除部分动力运行能力  Running Ability while Removing Part of the Power
切除部分动力运行试验区段为K75~K78之间的平直道。
The running testing section after removing part of the power is the straight rail from K75 to K78.
1） 切除1/5动力   Remove one fifth of the power
试验时，切除1、3动车，动车组到达平直道后满级加速，加速曲线见图2.1-5。可见，切除1/5动力后，动车组仍能以不低于230km/h的速度在平直道上运行。
During the test, remove the power of 1 and 3 motor cars, and accelerate the MU in full stage after reaching to the straight rail, please refer to Fig.2.1-5 for the acceleration curve.  We can see that, after removing one fifth of the power, the MU still can run on straight rail with the speed of not less than 230km/h.
1.1.4 试验结论  Test conclusion
额定载荷时的0～50km/h平均加速度为0.639 m/s2 ，满足大纲规定的大于0.6m/s2的要求；
The average acceleration from 0 to 50km/h under rated load is 0.639 m/s2, which is more than 0.6m/s2 as specified in the guideline;
250km/h时的剩余加速度为0.073 m/s2 ，满足大纲规定的≥ 0.05m/s2的要求；
The residual acceleration at 250km/h is 0.073 m/s2, which is more than 0.05m/s2 as specified in the guideline;
切除1/5动力，动车组可满足平直道上230km/h的速度运行，符合要求；
Remove one fifth of the power, the MU can be running on straight rail with the speed of 230km/h, and this satisfies the requirements;
切除2/5动力，动车组可满足平直道上200km/h的速度运行，符合要求。
Remove two fifths of the power, the MU can be running on straight rail with the speed of 200km/h, and this satisfies the requirements;

1.1.5 试验方法  Test method
1.1.5.1 操作方法  Operation method
选择一段或几段较长的平直道进行试验，将0~250km/h牵引特性试验分为多个速度段进行，后一个速度段的初速低于前一个速度段的末速。分段试验时，保证各速度段内动车组均在平直道上，且司机手柄均保持在牵引满级。
Select one or several sections with long straight rails for the test, and divide the traction characteristics test from 0 to 250km/h into several speed sections, and the initial speed of the latter speed section should be less than the terminal speed of the former speed section.  During the segmentation test, the MU should be on straight rails in all speed sections, and the driver’s handle should be maintained at full stage of traction.
1) 轮周牵引力 的计算方法  Computational method of wheel circumference traction  

轮周牵引力的计算方法有两种，一种是根据加速时间和速度进行推算，即所谓加速度法；另一种方法是在电机效率和齿轮传动效率已知的情况下，根据电参数计算轮周牵引力，即所谓电功率法。电功率法按下式计算轮周牵引力：
There are two computational methods of wheel circumference traction: one is calculating according to the accelerating time and speed, the so-called acceleration method; the other is calculating the wheel circumference traction according to the electric parameters while the motor efficiency and gear transmission efficiency are known, the so-called electric power method.  The wheel circumference traction can be calculated according to the following formula in the electric power method:
   （kN）
式中：  Where:
  轮周牵引力，kN；
Wheel circumference traction, kN;
  动车组速度，km/h；
Speed of MU, km/h;
  牵引电机 有功功率，kW；
Active power of traction motor i, kW;
  电机效率，取94%；
Motor efficiency, taken as 94%;
  机械传动效率，取97.5%；
Mechanical transmission efficiency, taken as 97.5%;
n 被测电机台数。
Tested number of motors.
根据被测动车组牵引力控制逻辑，动车组设置轮径自动校正功能，以保证轮径发生变化时，动车组牵引力特性不变。因此，轮周牵引力计算时无需进行半磨耗折算。
According to the control logic of traction of the tested MU, the MU is provided with automatic correction function of wheel diameter to guarantee the constant of MU traction characteristic during the changing of wheel diameter.  Therefore, half abrasion conversion is not required during the calculation of wheel circumference traction.
1.1.5.2 主电路接线  Wiring Connection of Main Circuit
被测动车组牵引试验接线见表2.2-3。主电路接线（以16号车为例）见图2.2-1。
Please refer to Table 2.2-3 for the testing wiring connection of tested MU.  Please refer to Fig.2.2-1 for the wiring connection of the circuit (with car No.16 as example).

1.1.5.3 操作方法  Operation method
动车组在到达预定地点前加速至目标速度后，司机将手柄转到动力制动最大级位直至动力制动力消失，试验各进行3次。
Before the MU reaching to the scheduled place and after accelerating to the target speed, the driver should switch the handle to the maximum stage of dynamic braking until the disappearing of dynamic braking force, and the test should be conducted for three times.
动车组制动状态通过分相区，观测指定动车再生制动丧失后，能否转换为其他制动形式，转换是否平稳。
Through phase separating of MU braking state, check if it can transfer to other braking form after the loss of regenerative braking of specified motor car, and if the transferring process is steady.

1.1.5.4 计算方法  Computation method
瞬时电制动力 计算如下：
Computation of instant electric braking  force:

 （kN）
式中： Where:
   v速度时的电机有功功率，kW；
Active power of motor when the speed is v, kW;
   动车组速度，km/h；
Speed of MU, km/h;
    对应的电机效率，94%；
  corresponding motor efficiency, 94%;
  机械传动效率，取97.5%。
Mechanical transmission efficiency, taken as 97.5%;
n  被测电机台数；
Tested number of motors.
1.1.5.5 电气传感器试验接线  Wiring Connection for the Test of Electric Sensor
电压、电流传感器接线见表2.2-3。
Please refer to Table 2.2-3 for the wiring connection of voltage and current transformers.
1.1.5.6 试验记录Testing Record
动车组速度 ，走行时间t，走行距离L，被测逆变器输入电压、电流，被测牵引电机输入电压、电流。
 , velocity of MU; t, running time; L, running distance; input voltage and current of tested inverter, and input voltage and current of tested traction motor.