1.1.6 试验评定Test Evaluation
动力制动特性曲线应符合动车组动力制动特性设计曲线。
Dynamic braking characteristic curve should comply with the dynamic braking characteristic curve of MU.
如受电弓离线、通过分相点无电区时造成停止供电时，可以平稳过渡到其他的制动形式。
It should be able to steadily transit to other braking form during power loss caused by contact-loss of pantograph and passing phase point no-voltage section.
1.1.7 试验结果  Test result
初速250km/h的5级复合制动（一次）和初速250km/h的7级复合制动（两次）按照2.3.5.2所叙的方法（即各速度下电机效率和齿轮箱效率均取额定值，分别为0.94和0.975）计算得的动力制动特性试验结果分别见图2.3-2～图2.3-4。
The results of dynamic braking characteristic test calculated by the method mentioned in 2.3.5.2 (that is to say the motor efficiency and gearbox efficiency under various speeds are taken as the rated values of 0.94 and 0.975) for five-staged composite braking (one time) with the initial speed of 250km/h and the seven-staged composite braking (two times) with the initial speed of 250km/h are shown from Fig.2.3-2 to Fig.2.3-4.
从三次试验结果可以看出，速度130km/h～240km/h区间，动车组动力制动力实测值比设计值低约1%~3%；速度在110km/h～130km/h区间，动车组动力制动力实测值比设计值低约3%~5%。
From the three times testing results we can see that, within the speed scope of 130km/h and 240km/h, the measured value of MU dynamic braking force is 1%~3% less than the design value; within the speed scope of 110km/h and 130km/h, the measured value of MU dynamic braking force is 3%~5% less than the design value.
2009年9月13日晚在K65+400分相处实施制动4级自动过分相操作，在司机显示屏上可以看到制动过程中进入分相区主断断开时电制动力失效，机械制动力上升，转换过程正常。
At the night of September 13, 2009, the operation of auto-passing of phase separation with four-staged braking was implemented at K65+400 phase separation part. The driver can see the failure of electric braking force, the rising of mechanic braking force and the normal transition process during the disconnection of main circuit breaker after the braking process entering into the phase-separating section from the display screen.
1.1.8 试验结论  Test conclusion
动车组动力制动特性试验结果比试验大纲规定值略低，不满足试验大纲要求。
The results of MU dynamic braking characteristic test are slightly less than the value specified in the testing guideline, and this can not satisfy the requirements of the testing guideline.
在通过分相点无电区时造成停止供电时，可以平稳过渡到机械制动，符合要求。
During the power failure caused by passing phase point no-voltage section, it can steadily transit to mechanical braking, and this satisfies the requirements.华译网北京翻译公司翻译过有关动车组动力制动特性曲线的技术文件资料,Beijing Chinese Translation Service Company has translated many technical documents of Computational method of MU Dynamic braking characteristic curve

1.1.9 试验方法  Test method
安装洒水装置在列车前进方向的第一轴，见图2.4-1。
Install the first axle of the sprinkling device at the forwarding direction of the train, please refer to Fig.2.4-1.
 
列车单元1  Train unit 1  列车单元3Train unit 3   列车单元2Train unit 2
列车单元5 Train unit 5   列车单元6 Train unit 6  列车单元4 Train unit 4
前进方向Forwarding direction  洒水装置 Sprinkling device

图2.4-1  洒水装置布置图  Fig.2.4-1 Layout of sprinkling device
试验时通过向轨面喷洒减摩液模拟轨面低粘着状态。动车组满级起动加速，检查被测动轴是否空转并得到有效抑制；速度达到指定速度后，动车组转为最大电制，检测动车组动轴是否滑行并得到有效抑制。绘制各个动轴速度、动车组速度、电机等参数的变化曲线。
During the test, simulate the adhesion conditions of the rail surface by spraying anti-friction fluid on the surface.  During the acceleration of MU in full-staged starting, check if the tested driving axle is idling and effectively restrained; after the speed reaching to the specified value, the MU should be at maximum electric braking, check if the tested driving axle of MU is sliding and effectively restrained.  Plot the variation curve of all driving axle speeds, MU speeds, motor, and other parameters.

1.1.10 试验评定  Test Evaluation
动轴发生空转/滑行时，系统应能进行有效抑制，同时动车组监控系统应有空转/滑行显示；
If the driving axle idles or slides, the system should be able to restrain it effectively. Meanwhile, the monitoring system of MU should display the idling or sliding;
当轨面粘着恢复后，动车组应能尽快恢复牵引/电制力。
After the recovering of rail surface adhesion, the MU should restore the traction or electric braking force as soon as possible.
空转/滑行试验后不应出现擦轮或者钢轨擦伤。
There should be no wheel friction or rail scratching problems after the idling or sliding test.