CN110539770B - Train shock absorber damping control method and device - Google Patents
Train shock absorber damping control method and device Download PDFInfo
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- CN110539770B CN110539770B CN201811480709.0A CN201811480709A CN110539770B CN 110539770 B CN110539770 B CN 110539770B CN 201811480709 A CN201811480709 A CN 201811480709A CN 110539770 B CN110539770 B CN 110539770B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
- B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
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Abstract
The application provides a damping control method and device for a train shock absorber. A damping control method for a train shock absorber comprises the following steps: collecting the transverse vibration acceleration of the train frame; judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame; and when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame. Above-mentioned technical scheme can realize adjusting the damping of the variable damping bumper shock absorber of train, is applied to the train of the variable damping bumper shock absorber of assembly with this technical scheme, can promote train bumper shock absorber damping and adjust efficiency, the cost of using manpower sparingly.
Description
Technical Field
The application relates to the technical field of train running control, in particular to a damping control method and device for a train shock absorber.
Background
At present, all shock absorbers of a bogie of a high-speed motor train unit are constant-damping shock absorbers, and when the line condition changes and the damping of the train shock absorbers needs to be adjusted in the running process of a train, the train shock absorbers need to be replaced in batches, so that the damping of the shock absorbers accords with the line condition.
The train shock absorber damping is adjusted by the method of replacing the train shock absorbers in batches, a large amount of labor cost needs to be consumed, and meanwhile, the damping adjusting efficiency is low.
Disclosure of Invention
Based on the defects and shortcomings in the prior art, the application provides a damping control method and device for a train shock absorber, which can automatically adjust the damping of the train shock absorber and improve the damping adjustment efficiency.
A damping control method for a train shock absorber comprises the following steps:
collecting the transverse vibration acceleration of the train frame;
judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame;
and when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
Optionally, judging whether the damping of the train shock absorber is matched with the lateral vibration acceleration of the train frame comprises:
determining a train instability state and a vibration state according to the transverse vibration acceleration of the train frame;
and when the train generates snake-shaped instability and/or the vibration amplitude of the train is larger than a preset amplitude value, determining that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame.
Optionally, when it is determined that the train shock absorber damping does not match the train frame lateral vibration acceleration, the method further comprises:
judging whether the adjustment times of the damping of the variable damping shock absorber of the train is greater than the set times within the set duration before the current moment;
and if the adjusting times of the damping of the train variable damping shock absorber are not more than the set times, adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
Optionally, the method further includes:
and acquiring the state of a damping switch of the train variable damping shock absorber so as to confirm whether the damping adjustment of the train variable damping shock absorber is realized.
Optionally, when the damping switch of the train variable damping shock absorber is in an off state, the method further includes:
controlling a damping switch of the variable damping shock absorber of the train to be opened;
and adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
A train shock absorber damping control device comprising:
the data acquisition unit is used for acquiring the transverse vibration acceleration of the train frame;
the judging unit is used for judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame;
and the damping adjusting unit is used for adjusting the damping of the train variable damping shock absorber when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, so that the damping of the train variable damping shock absorber is matched with the transverse vibration acceleration of the train frame.
Optionally, the determining unit includes:
the state recognition unit is used for determining a train instability state and a vibration state according to the transverse vibration acceleration of the train frame;
and the state analysis unit is used for determining that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame when the train generates snake-shaped instability and/or the vibration amplitude of the train is greater than a preset amplitude value.
Optionally, the apparatus further comprises:
and the damping adjustment judging unit is used for judging whether the adjustment times of the damping of the variable damping shock absorber of the train is greater than the set times within the set time before the current moment.
Optionally, the apparatus further comprises:
and the damping adjustment verification unit is used for acquiring the state of a damping switch of the train variable damping shock absorber so as to confirm whether the damping adjustment of the train variable damping shock absorber is realized.
Optionally, the apparatus further comprises:
and the damping switch control unit is used for controlling the opening of a damping switch of the variable damping shock absorber of the train.
According to the damping control method for the train shock absorber, whether the damping of the train variable damping shock absorber needs to be adjusted or not can be judged through automatically collecting data, and when the damping of the train variable damping shock absorber needs to be adjusted, the damping of the train variable damping shock absorber is automatically adjusted. The control method is applied to the train shown in the figure 1, so that the damping of the train shock absorber can be adjusted in real time according to the running line condition of the train, the damping adjusting process is quicker, and the labor can be saved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a variable damping shock absorption system of a train provided by an embodiment of the application;
FIG. 2 is a schematic flow chart illustrating a method for controlling damping of a shock absorber of a train according to an embodiment of the present disclosure;
FIG. 3 is a schematic flow chart illustrating another method for controlling damping of a shock absorber of a train according to an embodiment of the present application;
FIG. 4 is a schematic flow chart illustrating a further method for controlling damping of a shock absorber of a train according to an embodiment of the present application;
FIG. 5 is a schematic structural diagram of a damping control device for a train shock absorber according to an embodiment of the present application;
FIG. 6 is a schematic structural diagram of another damping control device for a train shock absorber according to an embodiment of the present application;
FIG. 7 is a schematic structural diagram of a further damping control device for a train shock absorber according to an embodiment of the present application;
fig. 8 shows a schematic structural diagram of another train shock absorber damping control device provided by the embodiment of the application.
Detailed Description
The technical scheme of the embodiment of the application is suitable for an application scene of adjusting the damping of the train shock absorber. By adopting the technical scheme of the embodiment of the application, the damping of the train shock absorber can be adjusted under the condition that the train shock absorber does not need to be replaced.
When the train is in different terrain environments and the line condition changes in the running process, the damping requirements for the train shock absorbers are different. For example, when a train runs on a plain terrain, the demand for damping of the shock absorbers is small, but when the train runs on a continuously curved section, or a continuously undulating section, the demand for damping of the shock absorbers is large in order to ensure smooth running of the train.
Therefore, in the running process of the train, when the line condition changes, the damping of the train shock absorber needs to be correspondingly adjusted, so that the damping of the train shock absorber is matched with the running requirement of the train. However, the common train shock absorbers are all constant-damping shock absorbers, that is, the damping of the shock absorbers is fixed and unchangeable. When the train running line condition changes and the train shock absorber damping needs to be adaptively changed, the train shock absorber can be directly replaced.
The batch replacement of the train shock absorbers can be realized only by a large amount of manual labor, and meanwhile, a large amount of time is consumed for manual replacement of the train shock absorbers, so that the damping adjustment efficiency of the train shock absorbers is low.
In order to solve the above problems, the present application improves the above-described constant damping shock absorber into a variable damping shock absorber. As the name implies, variable damping shock absorbers, i.e. shock absorbers whose damping can be varied, are applied to trains, the damping of which can be adjusted without the need to replace the shock absorber.
Referring to fig. 1, after the variable damping shock absorber is applied to a train, basic conditions for adjusting damping of the train shock absorber are provided without replacing the train shock absorber, and on the basis, a corresponding and matched control device is further required to control damping change of the variable damping shock absorber, so that damping of the train variable damping shock absorber can be adjusted in real time according to the line condition of the train, and stability of the whole running process of the train is ensured.
Based on the above requirements, the embodiment of the application provides a damping control method and device for a train shock absorber, which can realize control and adjustment of damping of the train variable damping shock absorber shown in fig. 1.
It should be noted that, referring to fig. 1, the technical solution of the embodiment of the present application is applicable to a central controller for damping control of a variable damping shock absorber of a train, where the central controller sends a control command to the variable damping shock absorber through a safety monitoring host, or collects data related to the shock absorber of the train through the safety monitoring host. When the technical scheme of the embodiment of the application is specifically implemented, the central controller can also be other devices which can realize damping control and data acquisition of the variable damping shock absorber of the train.
Furthermore, the implementation of the technical solution of the embodiment of the present application may be a hardware device similar to the central controller shown in fig. 1, or may also be a software program, or a cloud controller existing outside the train, and the like.
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The embodiment of the application discloses a damping control method for a train shock absorber, which is shown in figure 2 and comprises the following steps:
s201, collecting transverse vibration acceleration of a train frame;
specifically, the above-mentioned lateral vibration acceleration of the train body chassis structure refers to an acceleration of lateral vibration of the train body chassis structure during the running process of the train.
In the safety monitoring host shown in fig. 1, a variable damping control board card is arranged in the safety monitoring host, and the variable damping control board card can acquire the transverse vibration acceleration of a train frame in real time.
S202, judging whether the damping of a train shock absorber is matched with the transverse vibration acceleration of the train frame;
specifically, the lateral vibration acceleration of the train frame is an important parameter for measuring whether the train runs stably. When the train runs on a bumpy or continuously bent road section, the train body can vibrate and destabilize along with the bump or continuously bent road section, and the acceleration of the transverse vibration of the train frame is larger.
On the other hand, the train damper is an important component for suppressing the instability of the train frame and suppressing the vibration of the train frame. When the train is unstable and vibrates, the damping of the train shock absorber has an inhibiting effect on the instability and the vibration of the train, and serious consequences such as train derailment and the like caused by the accumulation of the instability and the vibration are prevented.
Theoretically, the damping of the train shock absorbers should match the buckling and vibration conditions of the train frame, i.e. the damping of the train shock absorbers should be just sufficient to counteract the buckling and vibration of the train frame. If the damping of the train shock absorber is small and cannot offset the instability and vibration of the train frame, the instability and vibration of the train cannot be completely eliminated, and the instability and vibration of the train can be gradually accumulated and increased in the running process of the train, so that the train derailment is finally caused; if the damping of the train shock absorber is too great, after the instability and vibration of the train frame are counteracted, the residual damping value can act on the train frame to cause the instability and vibration of the train again.
It will be appreciated that the train damper damping should match the buckling or vibration conditions of the train as represented by the train frame lateral vibration acceleration, and therefore the train damper damping should match the train frame lateral vibration acceleration to ensure smooth train operation.
Therefore, when the transverse vibration acceleration of the frame in the running process of the train is collected, the safety monitoring host judges whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame, so that whether the train runs stably can be determined.
When the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame, the train is indicated to run stably, and the damping of the train shock absorber does not need to be changed; when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, the instability and the vibration of the train are shown, and the damping of the train shock absorber should be adjusted to counteract the instability and the vibration of the train, so that the train can run stably.
Based on the introduction, it can be understood that whether the instability and the vibration occur in the train running state can represent whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame. On the basis, the application further discloses a specific implementation mode for judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame.
Referring to fig. 3, the above-mentioned determining whether the damping of the train shock absorber is matched with the lateral acceleration of the train frame according to the embodiment of the present application includes:
s302, determining a train instability state and a train vibration state according to the transverse vibration acceleration of the train frame;
specifically, the acquired lateral vibration acceleration of the train frame is input into a pre-designed fault analysis model, so that the instability state and the vibration state of the train frame, namely the instability state and the vibration state of the train, can be obtained.
The fault analysis model can analyze the instability state and the vibration state of the train according to the input transverse vibration acceleration value of the train frame, for example, the train is analyzed and determined to have snake-shaped instability, one-way instability and no instability, and the vibration direction, amplitude, frequency or no vibration and the like.
It can be understood that by using the fault analysis model, the instability state and the vibration state of the train can be analyzed and determined according to the transverse vibration acceleration of the train frame.
It should be noted that if it is determined through the analysis of the fault analysis model that the train is not unstable and does not vibrate, it is determined that the train runs stably, and at this time, subsequent analysis and processing are not performed, and it is sufficient to return to continuously acquire the lateral vibration acceleration of the train frame and to judge whether the damping of the train shock absorber is matched with the lateral vibration acceleration of the train frame again.
S303, judging whether the train has snake-shaped instability and/or whether the vibration amplitude of the train is larger than a preset amplitude value;
specifically, the train instability state and the vibration amplitude are identified, whether the train has snake-shaped instability or not can be judged, and whether the vibration amplitude of the train is larger than a preset amplitude or not can be judged.
It should be noted that in the embodiment of the present application, whether the train runs stably is determined based on the occurrence of the snake-shaped instability of the train or the vibration amplitude of the train being greater than the preset amplitude, and then whether the damping of the train shock absorber is matched with the lateral vibration acceleration of the train frame is determined.
When the technical scheme of the embodiment of the application is actually implemented, the basis for judging whether the train runs stably can be flexibly changed, for example, whether the train bumps or unstably or the vibration frequency is in a preset frequency range or not can be judged.
And when the train has snake-shaped instability and/or the vibration amplitude of the train is larger than a preset amplitude value, executing the step S304, and determining that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame.
Specifically, the snake-shaped instability of the train occurs, and/or the vibration amplitude of the train is larger than a preset amplitude value, then it can be determined that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, otherwise the damping of the train shock absorber can counteract the transverse vibration acceleration of the train frame, and the train can keep running stably.
Steps S301 and S305 in the method embodiment shown in fig. 3 correspond to steps S201 and S203 in the method embodiment shown in fig. 2, respectively, and for specific contents, please refer to the contents of the method embodiment shown in fig. 2, which is not described herein again.
And when the damping of the train shock absorber is not matched with the transverse acceleration of the train frame, executing the step S203, and adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
Specifically, when the safety monitoring host determines that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame according to the transverse vibration acceleration of the train frame collected by the variable damping control board card, the safety monitoring host sends alarm information to the train central controller to request for adjusting the damping of the variable damping shock absorber of the train.
The alarm information can carry the current time, the transverse vibration acceleration data of the train and the current damping data of the variable damping shock absorber of the train.
Referring to fig. 1, after receiving the alarm information, the central controller determines how to adjust the damping of the variable damping shock absorber of the train according to the relationship between the lateral vibration acceleration of the train and the magnitude of the variable damping shock absorber of the train, and issues a corresponding control command to the safety monitoring host.
And the safety monitoring host controls the damping of the variable damping shock absorber to be increased or decreased according to the received control instruction, so that the damping adjustment of the variable damping shock absorber is realized.
Further, after the damping adjustment of the train variable damping shock absorber is performed once, the step S201 in the technical scheme of the embodiment of the present application may be returned to perform the acquisition of the lateral vibration acceleration of the train frame and the judgment of whether the damping of the train shock absorber is matched with the lateral vibration acceleration of the train frame again, and the damping of the train variable damping shock absorber is adjusted, and the above process is repeatedly performed until the damping of the train shock absorber is matched with the lateral vibration acceleration of the train frame.
Through the introduction, the damping control method for the train shock absorber disclosed by the embodiment of the application can judge whether the damping of the train variable damping shock absorber needs to be adjusted or not through automatically acquiring data, and automatically adjust the damping of the train variable damping shock absorber when the damping needs to be adjusted. The control method is applied to the train shown in the figure 1, so that the damping of the train shock absorber can be adjusted in real time according to the running line condition of the train, the damping adjusting process is quicker, and the labor can be saved.
Optionally, in another embodiment of the present application, it is further disclosed that, referring to fig. 4, when it is determined that the train shock absorber damping does not match the train frame lateral vibration acceleration, the train shock absorber damping control method further includes:
s403, judging whether the adjusting times of the damping of the variable damping shock absorber of the train are more than the set times within the set time before the current moment;
specifically, the set time period before the current time is a set time period before the current time. For example, if the current time is 12:00 and the set time period is 30 minutes, the set time period before the current time is 30 minutes from 11:30 to 12: 00.
When the train shock absorber damping is determined not to be matched with the train frame transverse vibration acceleration, namely when the train shock absorber damping needs to be adjusted, firstly, whether the adjusting times of the damping of the train variable damping shock absorber is larger than the set times or not is verified within the set time before the current moment, namely whether the damping of the train variable damping shock absorber is frequently adjusted or not is verified.
If the adjusting times of the damping of the train variable damping shock absorber are not more than the set times, executing the step S404, adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame;
and if the adjusting times of the damping of the train variable damping shock absorber are more than the set times, executing the step S405 and refusing to adjust the damping of the train variable damping shock absorber.
Specifically, if it is detected that the damping adjustment times of the train variable damping shock absorber within the set time before the current time are greater than the set times, that is, the damping of the train variable damping shock absorber is frequently adjusted, it is determined that the damping adjustment of the train variable damping shock absorber at this time is a false report, the damping adjustment of the train variable damping shock absorber at this time is rejected, or an error report is sent to a human, so as to remind the human to perform manual processing.
On the contrary, if the damping adjustment times of the train variable damping shock absorber within the set time before the current time are not more than the set times, the damping adjustment of the train variable damping shock absorber at this time can be determined to be a normal requirement, and the requirement should be responded at this time, and the damping of the train variable damping shock absorber is adjusted, so that the damping of the train variable damping shock absorber is matched with the transverse vibration acceleration of the train frame.
Steps S401, S402, and S404 in this embodiment respectively correspond to steps S201, S202, and S203 in the method embodiment shown in fig. 2, and for specific content, please refer to the content of the method embodiment shown in fig. 2, which is not described herein again.
Optionally, another embodiment of the present application further discloses that, after performing damping adjustment on the train variable damping shock absorber, the train shock absorber damping control method further includes:
and acquiring the state of a damping switch of the train variable damping shock absorber so as to confirm whether the damping adjustment of the train variable damping shock absorber is realized.
Specifically, in the embodiment of the application, a damping switch is further arranged for the variable damping shock absorber of the train. The damping switch is a switch for controlling the damping of the variable damping shock absorber, and when the damping of the variable damping shock absorber of the train needs to be adjusted, the damping switch is firstly turned on, and then the damping adjustment is performed.
When the damping switch is in the closed state, the damping of the variable damping shock absorber of the train cannot be adjusted, and the damping of the variable damping shock absorber is a constant value and is equivalent to a constant damping shock absorber.
It can be understood that the damping switch is required to be turned on to realize the damping adjustment of the variable damping shock absorber of the train. Therefore, whether or not the damping adjustment of the train variable damping shock absorber is realized can be confirmed by detecting the state of the damping switch of the train variable damping shock absorber.
If the damping switch of the train variable damping shock absorber is in an on state, the damping adjustment of the train variable damping shock absorber can be determined to be realized; but if the damping switch of the train variable damping shock absorber is in an off state, it may be determined that the damping adjustment of the train variable damping shock absorber is not achieved.
Further, if the damping switch of the train variable damping shock absorber is detected to be in a closed state, it can be determined that the damping adjustment control instruction is sent to the safety monitoring host machine, and the damping of the train variable damping shock absorber fails to be adjusted.
In order to ensure that the damping of the train variable damping shock absorber can be effectively adjusted, the damping switch of the train variable damping shock absorber is firstly controlled to be turned on, and then the damping switch is controlled to be turned on
And adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
Another embodiment of the present application further discloses a damping control device for a train shock absorber, which is shown in fig. 5 and includes:
the data acquisition unit 100 is used for acquiring the transverse vibration acceleration of the train frame;
the judging unit 110 is used for judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame;
and the damping adjusting unit 120 is used for adjusting the damping of the train variable damping shock absorber when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, so that the damping of the train variable damping shock absorber is matched with the transverse vibration acceleration of the train frame.
Optionally, in another embodiment of the present application, referring to fig. 6, the determining unit 110 includes:
the state recognition unit 1101 is used for determining a train instability state and a vibration state according to the transverse vibration acceleration of the train frame;
and the state analysis unit 1102 is used for determining that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame when the train generates snake-shaped instability and/or the vibration amplitude of the train is greater than a preset amplitude value.
Optionally, in another embodiment of the present application, referring to fig. 7, the apparatus further includes:
a damping adjustment judging unit 130, configured to judge whether the adjustment frequency of the damping of the variable damping shock absorber of the train is greater than the set frequency within a set duration before the current time;
when the adjustment times of the damping of the train variable damping shock absorber is not more than the set times, the damping adjustment unit 120 adjusts the damping of the train variable damping shock absorber so that the damping of the train variable damping shock absorber matches the lateral vibration acceleration of the train frame.
Optionally, in another embodiment of the present application, referring to fig. 8, the apparatus further includes:
and a damping adjustment verification unit 140, configured to acquire a damping switch state of the train variable damping shock absorber, so as to determine whether to implement damping adjustment on the train variable damping shock absorber.
Optionally, in another embodiment of the present application, the apparatus further includes:
and the damping switch control unit is used for controlling the opening of a damping switch of the variable damping shock absorber of the train.
So that the damping adjusting unit 120 adjusts the damping of the train variable damping shock absorber to match the damping of the train variable damping shock absorber with the lateral vibration acceleration of the train frame.
Specifically, please refer to the content of the method embodiment for the specific working content of each unit of the train shock absorber damping adjustment device, which is not described herein again.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. For the device-like embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software unit executed by a processor, or in a combination of the two. The software cells may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1. A damping control method for a train shock absorber is characterized by comprising the following steps:
collecting the transverse vibration acceleration of the train frame;
judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame;
when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame, judging whether the adjustment times of the damping of the train variable damping shock absorber is greater than the set times within the set time before the current moment;
and if the adjusting times of the damping of the train variable damping shock absorber are not more than the set times, adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
2. The method of claim 1, wherein said determining whether the train damper damping matches the train frame lateral vibration acceleration comprises:
determining a train instability state and a vibration state according to the transverse vibration acceleration of the train frame;
and when the train generates snake-shaped instability and/or the vibration amplitude of the train is larger than a preset amplitude value, determining that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame.
3. The method according to claim 1 or 2, characterized in that the method further comprises:
and acquiring the state of a damping switch of the train variable damping shock absorber so as to confirm whether the damping adjustment of the train variable damping shock absorber is realized.
4. The method of claim 3, wherein when the damping switch of the train variable damping shock absorber is in an off state, the method further comprises:
controlling a damping switch of the variable damping shock absorber of the train to be opened;
and adjusting the damping of the train variable damping shock absorber to enable the damping of the train variable damping shock absorber to be matched with the transverse vibration acceleration of the train frame.
5. A train shock absorber damping control device, characterized by, includes:
the data acquisition unit is used for acquiring the transverse vibration acceleration of the train frame;
the judging unit is used for judging whether the damping of the train shock absorber is matched with the transverse vibration acceleration of the train frame;
the damping adjustment judging unit is used for judging whether the adjustment times of the damping of the variable damping shock absorber of the train is greater than the set times within the set time before the current moment;
and the damping adjusting unit is used for adjusting the damping of the train variable damping shock absorber when the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame and the adjusting times of the damping of the train variable damping shock absorber are not more than the set times, so that the damping of the train variable damping shock absorber is matched with the transverse vibration acceleration of the train frame.
6. The apparatus according to claim 5, wherein the determining unit comprises:
the state recognition unit is used for determining a train instability state and a vibration state according to the transverse vibration acceleration of the train frame;
and the state analysis unit is used for determining that the damping of the train shock absorber is not matched with the transverse vibration acceleration of the train frame when the train generates snake-shaped instability and/or the vibration amplitude of the train is greater than a preset amplitude value.
7. The apparatus of claim 5 or 6, further comprising:
and the damping adjustment verification unit is used for acquiring the state of a damping switch of the train variable damping shock absorber so as to confirm whether the damping adjustment of the train variable damping shock absorber is realized.
8. The apparatus of claim 7, further comprising:
and the damping switch control unit is used for controlling the opening of a damping switch of the variable damping shock absorber of the train.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811480709.0A CN110539770B (en) | 2018-12-05 | 2018-12-05 | Train shock absorber damping control method and device |
| HUE19893822A HUE064239T2 (en) | 2018-12-05 | 2019-11-11 | Damping control method and device for shock absorber of train |
| SG11202008043SA SG11202008043SA (en) | 2018-12-05 | 2019-11-11 | Damping control method and device for shock absorber of train |
| PCT/CN2019/117093 WO2020114205A1 (en) | 2018-12-05 | 2019-11-11 | Damping control method and device for shock absorber of train |
| RS20240004A RS65030B1 (en) | 2018-12-05 | 2019-11-11 | Damping control method and device for shock absorber of train |
| EP19893822.7A EP3892516B1 (en) | 2018-12-05 | 2019-11-11 | Damping control method and device for shock absorber of train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811480709.0A CN110539770B (en) | 2018-12-05 | 2018-12-05 | Train shock absorber damping control method and device |
Publications (2)
| Publication Number | Publication Date |
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| CN110539770A CN110539770A (en) | 2019-12-06 |
| CN110539770B true CN110539770B (en) | 2020-12-25 |
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| CN201811480709.0A Active CN110539770B (en) | 2018-12-05 | 2018-12-05 | Train shock absorber damping control method and device |
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| EP (1) | EP3892516B1 (en) |
| CN (1) | CN110539770B (en) |
| HU (1) | HUE064239T2 (en) |
| RS (1) | RS65030B1 (en) |
| SG (1) | SG11202008043SA (en) |
| WO (1) | WO2020114205A1 (en) |
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| CN112678010B (en) * | 2021-01-12 | 2022-03-01 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle and control method and system thereof |
| CN117975924B (en) * | 2024-03-15 | 2024-10-15 | 深圳市双禹王声屏障工程技术有限公司 | Sound insulation method and device of integrated photovoltaic sound insulation barrier and sound insulation equipment |
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| IT1216147B (en) * | 1988-03-18 | 1990-02-22 | Socimi | DEVICE FOR THE CONTROL OF DYNAMIC STRESSES TRANSMITTED FROM THE ROLLING SURFACE TO THE CASE OF A VEHICLE, IN PARTICULAR A RAILWAY VEHICLE. |
| GB9015109D0 (en) * | 1990-07-09 | 1990-08-29 | Gec Alsthom Ltd | Damping arrangements |
| DE19512437A1 (en) * | 1995-04-03 | 1996-10-10 | Rexroth Mannesmann Gmbh | Device for compensating the lateral force acting on a rail vehicle |
| DE10157368A1 (en) * | 2001-11-23 | 2003-06-12 | Bombardier Transp Gmbh | Position adjustment of a vehicle body |
| JP4514520B2 (en) * | 2004-06-02 | 2010-07-28 | 株式会社日立製作所 | Adaptive vehicle travel control system and adaptive vehicle travel control method |
| CN201272361Y (en) * | 2008-09-12 | 2009-07-15 | 南车四方机车车辆股份有限公司 | Semi-active shock-absorbing device of rail vehicle |
| DE102009053801B4 (en) * | 2009-11-18 | 2019-03-21 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for condition monitoring at least one wheelset bogie of a rail vehicle |
| CN202115536U (en) * | 2011-05-11 | 2012-01-18 | 铁道部运输局 | Full-active control vibration damping device of railway vehicle |
| ES2446766B1 (en) * | 2012-08-07 | 2014-11-05 | Construcciones Y Auxiliar De Ferrocarriles, S.A. | RAILWAY VEHICLE STABILIZATION SYSTEM IN DEGRADED SUSPENSION CONDITIONS |
| JP6053602B2 (en) * | 2013-04-26 | 2016-12-27 | 日立オートモティブシステムズ株式会社 | Hydraulic buffer |
| CN103674582B (en) * | 2013-11-29 | 2016-08-17 | 中车青岛四方机车车辆股份有限公司 | Movement stability of railway vehicle bogie determination methods and device |
| JP6450278B2 (en) * | 2015-08-03 | 2019-01-09 | Ｋｙｂ株式会社 | Vibration control device for railway vehicles |
| CN105890744B (en) * | 2016-03-30 | 2019-05-21 | 中车青岛四方机车车辆股份有限公司 | A kind of snakelike unstability determination method of rail vehicle |
| CN106080643B (en) * | 2016-08-01 | 2018-05-18 | 西南交通大学 | A kind of bogie frame oscillation crosswise control device |
| JP6231634B1 (en) * | 2016-09-09 | 2017-11-15 | Ｋｙｂ株式会社 | Vibration control device for railway vehicles |
| CN107054395B (en) * | 2017-03-21 | 2019-10-18 | 中车山东机车车辆有限公司 | A kind of active control type actuator and bogie |
| CN107862152A (en) * | 2017-11-20 | 2018-03-30 | 中车株洲电力机车有限公司 | The nonlinear Design of Structural parameters method for resisting snakelike shock absorber |
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- 2019-11-11 EP EP19893822.7A patent/EP3892516B1/en active Active
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| RS65030B1 (en) | 2024-01-31 |
| HUE064239T2 (en) | 2024-02-28 |
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| EP3892516B1 (en) | 2023-11-01 |
| CN110539770A (en) | 2019-12-06 |
| SG11202008043SA (en) | 2020-09-29 |
| EP3892516A4 (en) | 2022-08-24 |
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