CN110836233A - Secondary suspension semi-automatic control device of high-speed train - Google Patents

Secondary suspension semi-automatic control device of high-speed train Download PDF

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Publication number
CN110836233A
CN110836233A CN201911148539.0A CN201911148539A CN110836233A CN 110836233 A CN110836233 A CN 110836233A CN 201911148539 A CN201911148539 A CN 201911148539A CN 110836233 A CN110836233 A CN 110836233A
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CN
China
Prior art keywords
damping
cylinder
piston
piston rod
cylinder barrel
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Granted
Application number
CN201911148539.0A
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Chinese (zh)
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CN110836233B (en
Inventor
马然
孙汝亭
程春
胡艳
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Jiangsu Normal University
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Jiangsu Normal University
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Priority to CN201911148539.0A priority Critical patent/CN110836233B/en
Publication of CN110836233A publication Critical patent/CN110836233A/en
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Publication of CN110836233B publication Critical patent/CN110836233B/en

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F5/00Constructional 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
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04Bolster supports or mountings
    • B61F5/10Bolster supports or mountings incorporating fluid springs
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32Details
    • F16F9/34Special valve constructions; Shape or construction of throttling passages
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32Details
    • F16F9/53Means for adjusting damping characteristics by varying fluid viscosity, e.g. electromagnetically
    • F16F9/535Magnetorheological [MR] fluid dampers

Abstract

The invention discloses a secondary suspension semi-automatic control device of a high-speed train, which comprises an air spring mechanism and a control device mechanism; the control mechanism comprises a connecting assembly, a cylinder body assembly and a fixed base; the cylinder body subassembly includes the cylinder, the inside magnetorheological suspensions of filling up of cylinder, the inside top-down of cylinder is equipped with piston rod I in proper order, the cylinder cap, damping piston I, damping piston II, cylinder liner in the damping, piston rod II and cylinder bottom cover, the cylinder liner is opened on the upper end in the damping, lower extreme confined blind hole cover structure, be equipped with excitation coil along circumference on the outer face of cylinder liner in the damping, with the setting of the damping piston II of the internal diameter size clearance fit of cylinder liner in the damping in the cylinder liner, and be equipped with excitation coil along circumference on the outer face of cylinder of damping piston II. The invention can realize the self-adaptive adjustment of the throttle opening of the air spring system and improve the adaptability of the train to different operating conditions, and further reduce the complexity of the structure, thereby reducing the manufacturing cost.

Description

Secondary suspension semi-automatic control device of high-speed train
Technical Field
The invention relates to a secondary suspension control device of a high-speed train, in particular to a secondary suspension semi-automatic control device of the high-speed train, which can improve the running smoothness and riding comfort of the high-speed train, and belongs to the technical field of high-speed train equipment.
Background
The train high-speed operation makes its vibration amplitude in the operation process great, has seriously influenced the ride comfort and the riding comfort of train operation, also can cause certain injury to the physical and mental health of the staff who works on high-speed train for a long time in addition, and in addition, violent vibration still can damage the spare part of train, shortens its life. The secondary suspension is a suspension device between a bogie frame and a vehicle body, mainly comprises a central spring and various shock absorbers, and mainly has the functions of supporting the vehicle body and attenuating vibration.
The air spring with the additional air chamber is commonly adopted for secondary suspension of high-speed trains in China at present, and the volume of the air spring can be effectively increased and the rigidity of an air spring system is reduced due to the additional air chamber of the air spring; in addition, air can flow between the additional air chamber and the main air chamber through the throttling hole under the action of pressure difference, so that a damping effect is generated, and the damping effect can replace the effect of the vertical damper. In order to realize the optimal rigidity response according to different operating conditions of a high-speed train, the applicant applies Chinese invention patent 'a high-speed train secondary suspension semi-automatic control device' with application number of 201610611707.5, and the invention discloses a semi-active control method for realizing the opening size of a throttling hole by utilizing magnetorheological fluid, so that the rigidity of an air spring is adjustable, and the vibration reduction performance of a secondary suspension system is improved. However, the throttling hole opening adjusting part is provided with the partition plate fixedly mounted in the cylinder barrel and the supporting spring arranged between the lower end face of the damping piston II and the upper end face of the partition plate, the structure is complex and inconvenient to mount, the magnet exciting coil on the inner ring of the damping piston II is inconvenient to wind, and the manufacturing cost is high.
Disclosure of Invention
Aiming at the problems, the invention provides a high-speed train secondary suspension semi-automatic control device which can realize the reduction of the structural complexity and further reduce the manufacturing cost on the premise of realizing the self-adaptive adjustment of the throttle opening of an air spring system and improving the adaptability of a train to different operating conditions, and is particularly suitable for a secondary suspension system of a high-speed train.
In order to achieve the purpose, the secondary suspension semi-automatic control device of the high-speed train comprises an air spring mechanism and a control mechanism.
The air spring mechanism comprises a main air chamber and an additional air chamber.
The control mechanism comprises a connecting assembly, a cylinder body assembly and a fixed base, wherein the cylinder body assembly is vertically and fixedly arranged on the fixed base.
The connecting component comprises a tray, and the tray is fixedly installed and connected with a train body of the high-speed train.
The cylinder body component is of a cylindrical structure and comprises a cylinder barrel, magnetorheological fluid is filled in the cylinder barrel, and a piston rod I, a cylinder cover, a damping piston I, a damping piston II, a damping inner cylinder sleeve, a piston rod II and a cylinder bottom cover are sequentially arranged in the cylinder barrel from top to bottom;
the outer diameter of the damping piston I is in clearance fit with the inner diameter of the cylinder barrel, an inner concave structure is arranged on the outer cylindrical surface of the damping piston I along the circumferential direction and is wound with a magnet exciting coil, the damping inner cylinder sleeve is a blind hole sleeve structure with an open upper end and a closed lower end, the outer diameter of the damping inner cylinder sleeve is in clearance fit with the inner diameter of the cylinder barrel, the inner concave structure is arranged on the outer cylindrical surface of the damping inner cylinder sleeve along the circumferential direction and is wound with the magnet exciting coil, the damping piston II in clearance fit with the inner diameter of the damping inner cylinder sleeve is arranged in the damping inner cylinder sleeve, and the inner concave structure is arranged on the outer cylindrical surface of the damping piston II;
the top end of a piston rod I which is coaxially arranged with the cylinder barrel is fixedly installed and connected with the lower plane of the tray, the bottom end of the piston rod I sequentially penetrates through a cylinder cover and a damping piston I downwards and is fixedly installed and connected with a damping piston II, the cylinder cover is fixedly installed at the top end of the cylinder barrel, a seal is arranged between the cylinder cover and the piston rod I, and the damping piston I is fixedly installed and connected with the piston rod I;
the top end of the piston rod II is fixedly installed and connected with the bottom end of the damping inner cylinder sleeve, the bottom end of the piston rod II penetrates through a cylinder bottom cover to extend out of the cylinder barrel, the cylinder bottom cover is fixedly installed at the bottom end of the cylinder barrel, and a seal is arranged between the cylinder bottom cover and the piston rod II;
and a magnetorheological fluid damping channel is formed by a gap between the damping piston I and the inner wall of the cylinder barrel, a gap between the damping piston II and the inner hole of the damping inner cylinder sleeve and a gap between the damping inner cylinder sleeve and the inner wall of the cylinder barrel.
Hollow structure's unable adjustment base fixed mounting is on the bogie frame, including the piston chamber of vertical setting, be located piston intracavity portion and with its size complex base piston and level and the gas circuit passageway of piston chamber cross intercommunication, the top of base piston and the bottom fixed connection of piston rod II, gas circuit passageway both ends are respectively through pipeline and main air chamber and additional air chamber intercommunication.
As a further improvement scheme of the invention, a limit ring is arranged between the cylinder cover and the damping piston I, and the limit ring is fixedly arranged on the inner wall of the cylinder barrel.
As a further improvement scheme of the damping piston, a buffer ring is arranged between the limiting ring and the damping piston I.
As a further improvement scheme of the invention, a damping spring is arranged between the outer wall of the cylinder barrel or the upper end surface of the fixed base and the lower end surface of the tray or the exposed rod body of the piston rod I.
As a further improvement scheme of the invention, a dustproof cover is arranged between the lower end face of the tray or the exposed rod body of the piston rod I and the outer wall of the cylinder barrel.
Compared with the prior art, the high-speed train secondary suspension semi-automatic control device utilizes magnetorheological fluid to realize semi-active control of the opening size of the throttling hole, realize the adjustable rigidity of the air spring and improve the vibration damping performance of a secondary suspension system, and has the advantages of more precise and reliable control process, low energy consumption, high reaction speed and reversible process; because the damping inner cylinder sleeve is a blind hole sleeve structure with an open upper end and a closed lower end, the outer diameter of the damping inner cylinder sleeve is in clearance fit with the inner diameter of the cylinder barrel, the outer cylindrical surface of the damping inner cylinder sleeve is circumferentially provided with an inward concave structure and is wound with an excitation coil, and the damping piston II which is in clearance fit with the inner diameter of the damping inner cylinder sleeve is arranged in the damping inner cylinder sleeve, when a vehicle body vibrates to drive the piston rod I connected with the damping inner cylinder sleeve to move up and down, magnetorheological fluid in the cylinder barrel flows through a magnetorheological fluid damping channel between the damping piston I and the inner wall of the cylinder barrel, a damping effect is generated between the damping piston I and the inner wall of the cylinder barrel, meanwhile, the damping inner cylinder sleeve can provide auxiliary damping in the small-clearance back-and-forth flowing process between the damping piston II and the inner hole of the damping inner cylinder sleeve, on the other hand, the magnet exciting coil is convenient to wind, so that the structural complexity is reduced, the manufacturing cost is reduced, and the secondary suspension system is particularly suitable for a secondary suspension system of a high-speed train.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic cross-sectional view of a portion of the control mechanism of the present invention;
fig. 3 is a left side view of fig. 2.
In the figure: 1. the air spring mechanism comprises an air spring mechanism, 1.1, a main air chamber, 1.2, an additional air chamber, 2, a control device, 2.1, a connecting assembly, 2.1.1, a tray, 2.2, a cylinder body assembly, 2.2.1, a cylinder barrel, 2.2.2, a piston rod I, 2.2.3, a cylinder cover, 2.2.4, a damping piston I, 2.2.5, a damping piston II, 2.2.6, a damping inner cylinder sleeve, 2.2.7, a piston rod II, 2.2.8, a cylinder bottom cover, 2.2.9, magnetorheological fluid, 2.2.10, a limiting ring, 2.2.11, a buffer ring, 2.2.12, a damping spring, 2.2.13, a dust cover, 2.3, a fixed base, 2.3.1, a piston cavity, 2.3.2, a base piston, 2.3.3 and an air channel.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, the secondary suspension semiautomatic control device for a high-speed train comprises an air spring mechanism 1 and a control mechanism 2.
The air spring mechanism 1 comprises a main air chamber 1.1 and an additional air chamber 1.2.
As shown in fig. 2 and fig. 3, the control mechanism 2 includes a coupling assembly 2.1, a cylinder assembly 2.2 and a fixed base 2.3, and the cylinder assembly 2.2 is vertically and fixedly mounted on the fixed base 2.3.
The connecting component 2.1 comprises a tray 2.1.1, and the tray 2.1.1 is fixedly installed and connected with a train body of a high-speed train.
The cylinder body component 2.2 is of a cylindrical structure and comprises a cylinder barrel 2.2.1, magnetorheological fluid 2.2.9 is filled in the cylinder barrel 2.2.1, and a piston rod I2.2.2, a cylinder cover 2.2.3, a damping piston I2.2.4, a damping piston II 2.2.5, a damping inner cylinder sleeve 2.2.6, a piston rod II 2.2.7 and a cylinder bottom cover 2.2.8 are sequentially arranged in the cylinder barrel 2.2.1 from top to bottom;
the outer diameter of the damping piston I2.2.4 is in clearance fit with the inner diameter of the cylinder barrel 2.2.1, the outer cylindrical surface of the damping piston I2.2.4 is circumferentially provided with an inward concave structure and is wound with a magnet exciting coil, the damping inner cylinder sleeve 2.2.6 is a blind hole sleeve structure with an open upper end and a closed lower end, the outer diameter of the damping inner cylinder sleeve 2.2.6 is in clearance fit with the inner diameter of the cylinder barrel 2.2.1, the outer cylindrical surface of the damping inner cylinder sleeve 2.2.6 is circumferentially provided with an inward concave structure and is wound with a magnet exciting coil, the damping piston II 2.2.5 which is in clearance fit with the inner diameter of the damping inner cylinder sleeve 2.2.6 is arranged in the damping cylinder sleeve 2.2.6, and the outer cylindrical surface of the damping piston II 2.2.5 is circumferentially provided with an inward concave structure and is wound with;
the top end of a piston rod I2.2.2 coaxially arranged with a cylinder barrel 2.2.1 is fixedly installed and connected with the lower plane of a tray 2.1.1, the bottom end of the piston rod I2.2.2 downwards sequentially penetrates through a cylinder cover 2.2.3 and a damping piston I2.2.4 and is fixedly installed and connected with a damping piston II 2.2.5, the cylinder cover 2.2.3 is fixedly installed at the top end of the cylinder barrel 2.2.1 and is sealed with the piston rod I2.2.2, and the damping piston I2.2.4 is fixedly installed and connected with the piston rod I2.2.2;
the top end of the piston rod II 2.2.7 is fixedly installed and connected with the bottom end of the damping inner cylinder sleeve 2.2.6, the bottom end of the piston rod II 2.2.7 penetrates through the cylinder bottom cover 2.2.8 to extend out of the cylinder barrel 2.2.1, the cylinder bottom cover 2.2.8 is fixedly installed at the bottom end of the cylinder barrel 2.2.1, and a seal is arranged between the cylinder bottom cover and the piston rod II 2.2.7;
and a magnetorheological fluid damping channel is formed by a gap between the damping piston I2.2.4 and the inner wall of the cylinder barrel 2.2.1, a gap between the damping piston II 2.2.5 and the inner hole of the damping inner cylinder sleeve 2.2.6 and a gap between the damping inner cylinder sleeve 2.2.6 and the inner wall of the cylinder barrel 2.2.1.
Hollow structure's unable adjustment base 2.3 fixed mounting is on the bogie frame, including the piston chamber 2.3.1 of vertical setting, be located piston chamber 2.3.1 inside and with its size complex base piston 2.3.2 and level and piston chamber 2.3.1 cross-linked gas circuit passageway 2.3.3, the top of base piston 2.3.2 and the bottom fixed connection of piston rod II 2.2.7, gas circuit passageway 2.3.3 both ends are respectively through pipeline and main air chamber 1.1 and additional air chamber 1.2 intercommunication.
In the running process of a vehicle, the piston rod I2.2.2 reciprocates up and down along with the vibration of the vehicle body, the magnetorheological fluid flows through the magnetorheological fluid damping channel, the excitation coils on the damping piston I2.2.4, the damping piston II 2.2.5 and the damping inner cylinder sleeve 2.2.6 are respectively electrified to generate a magnetic field, the magnetic force lines are perpendicular to the flowing direction of the magnetorheological fluid, and the magnetic field intensity is changed by changing the magnitude of the excitation current, so that the viscosity of the magnetorheological fluid can be changed.
The working principle of the secondary suspension semi-automatic control device of the high-speed train is as follows: the whole cylinder body assembly 2.2 is divided into a damping semi-active control part, a throttling hole opening adjusting part and an opening fixing and resetting preventing part through a damping piston I2.2.4, a damping piston II 2.2.5 and a damping inner cylinder sleeve 2.2.6;
the damping semi-active control part is the upper part of the cylinder barrel 2.2.1 comprising a piston rod I2.2.2 and a damping piston I2.2.4, the part generates controllable damping by using the viscosity change of magnetorheological fluid under an external magnetic field, the part is equivalent to an independent magnetorheological damper when the orifice opening adjustment work of the next part is not involved, when the next part starts to work, the part plays a role of a motion source driven by external force, when a high-speed train runs at high speed, a train body vibrates to drive the piston rod I2.2.2 connected with the train body to move up and down, the magnetorheological fluid 2.2.9 in the cylinder barrel 2.2.1 flows through a magnetorheological fluid damping channel between the damping piston I2.2.4 and the inner wall of the cylinder barrel 2.2.1, a damping effect is generated between the damping piston I2.2.4 and the inner wall of the cylinder barrel 2.2.1, the excitation coil I2.4 is electrified to generate a magnetic field intensity vertical to the magnetorheological fluid damping channel, and the magnetic field intensity of the controllable magnetorheological fluid is controllable magnetic field, the intensity of the magnetic field is changed by changing the exciting current, so that the viscosity of the magnetorheological fluid is changed, and semi-active control on damping is realized; meanwhile, the damping inner cylinder sleeve 2.2.6 is a blind hole sleeve structure with an open upper end and a closed lower end, and the damping piston II 2.2.5 is arranged in the damping inner cylinder sleeve 2.2.6, so when the piston rod I2.2.2 drives the damping piston II 2.2.5 to move up and down in the damping inner cylinder sleeve 2.2.6, the magnetorheological fluid 2.2.9 can provide auxiliary damping in the small gap back and forth flowing process between the damping piston II 2.2.5 and the inner hole of the damping inner cylinder sleeve 2.2.6;
the throttle hole opening adjusting part comprises the lower end part of a piston rod I2.2.2 and the middle part of a cylinder barrel 2.2.1 of a damping piston II 2.2.5, does not work when the system does not need to change the rigidity of an air spring and does not need to adjust the opening of the throttle hole, does not energize an excitation coil on the damping piston II 2.2.5 or does not have a magnetic field, so that the part is not linked with the damping semi-active control part, the damping piston II 2.2.5 can move up and down in a damping inner cylinder sleeve 2.2.6, and the working state of the damping semi-active control part is not influenced; because the piston rod I2.2.2 is moved up and down all the time, the magnetorheological fluid 2.2.9 in the magnetorheological fluid damping channel between the damping piston II 2.2.5 and the inner hole of the damping inner cylinder sleeve 2.2.6 also flows back and forth, when the opening degree of the throttling hole needs to be increased, the exciting coil on the damping piston II 2.2.5 is electrified with a certain current to generate a magnetic field when the piston rod I2.2.2 is moved up, the viscosity of the magnetorheological fluid 2.2.9 in the magnetorheological fluid damping channel between the damping piston II 2.2.5 and the inner hole of the damping inner cylinder sleeve 2.2.6 becomes very viscous, so that the damping piston II 2.2.5 and the damping inner cylinder sleeve 2.2.6 can be temporarily connected together, the damping piston II 2.2.5, the damping inner cylinder sleeve 2.2.6, the piston rod II 2.2.7 and the like all move up along with the piston rod I2.2.2, and further drive the piston 2.3.2 to move up until the opening degree of the throttling hole meets the requirement; vice versa, when the opening degree of the throttling hole needs to be reduced, when the piston rod I2.2.2 moves downwards, current with a certain size is supplied to the magnet exciting coil on the damping piston II 2.2.5 to generate a magnetic field, the viscosity of the magnetorheological fluid 2.2.9 in the magnetorheological fluid damping channel between the damping piston II 2.2.5 and the inner hole of the damping inner cylinder sleeve 2.2.6 becomes viscous, so that the damping piston II 2.2.5 and the damping inner cylinder sleeve 2.2.6 can be temporarily connected together, and therefore the damping piston II 2.2.5, the damping inner cylinder sleeve 2.6, the piston rod II 2.2.7 and other parts below move downwards along with the piston rod I2.2.2 to further drive the base piston 2.3.2 to move downwards until the opening degree of the throttling hole meets the requirement;
the opening fixing and resetting preventing part is the lower part of a cylinder barrel 2.2.1 comprising a damping inner cylinder sleeve 2.2.6, the part is not working in the process of adjusting the throttling hole, the part is used for transmitting the movement and fixing and preventing the opening degree of the throttling hole from resetting, the part is a buffer protection device, after the throttle hole is adjusted, the damping piston II 2.2.5 and the inner hole of the damping inner cylinder sleeve 2.2.6 are in a separated state, therefore, the damping inner cylinder sleeve 2.2.6 can reset under the action of self gravity, and at the moment, a large proper current is supplied to the excitation coil on the damping inner cylinder sleeve 2.2.6, so that the magnetorheological fluid 2.2.9 in the magnetorheological fluid damping channel between the damping inner cylinder sleeve 2.2.6 and the inner wall of the cylinder barrel 2.2.1 is subjected to sharp change to generate great damping, the damping inner cylinder sleeve 2.2.6 is prevented from moving downwards, the part of the structure mainly plays a role of a transmission and orifice working position protection in the whole device;
the hollow fixed base 2.3 is an execution part for adjusting the opening of the throttle orifice of the whole system, and when the base piston 2.3.2 moves up and down in the piston cavity 2.3.1 through the up-and-down motion transmitted by the piston rod II 2.2.7, the opening of the throttle orifice at the cross communication part of the air passage 2.3.3 and the piston cavity 2.3.1 is changed.
In order to prevent the piston rod I2.2.2 from driving the damping piston I2.2.4 to move upwards to collide with the cylinder cover 2.2.3 to damage the cylinder cover 2.2.3 and further cause leakage of magnetorheological fluid due to overlarge vibration action of a vehicle body, as a further improvement scheme of the magnetorheological fluid damper, a limiting ring 2.2.10 is arranged between the cylinder cover 2.2.3 and the damping piston I2.2.4, and the limiting ring 2.2.10 is fixedly arranged on the inner wall of the cylinder barrel 2.2.1.
In order to prevent the damping piston I2.2.4 from colliding and being damaged when the piston rod I2.2.2.2 drives the damping piston I2.2.4 to move upwards and collide with the limit ring 2.2.10, as a further improvement scheme of the invention, a buffer ring 2.2.11 is arranged between the limit ring 2.2.10 and the damping piston I2.2.4.
In order to further increase the vibration absorption effect of the control mechanism 2, as a further improvement of the present invention, a damping spring 2.2.12 is disposed between the outer wall of the cylinder 2.2.1 or the upper end surface of the fixed base 2.3 and the lower end surface of the tray 2.1.1 or the exposed rod body of the piston rod i 2.2.2.
In order to reduce the dust entering the cylinder barrel 2.2.1 from the cylinder cover 2.2.3, as a further improvement of the invention, a dust cover 2.2.13 is arranged between the lower end face of the tray 2.1.1 or the exposed rod body of the piston rod I2.2.2 and the outer wall of the cylinder barrel 2.2.1.
The semi-automatic control device for the secondary suspension of the high-speed train utilizes the magnetorheological fluid 2.2.9 to realize semi-active control of the opening size of the throttling hole, realize the adjustment of the rigidity of the air spring and improve the vibration damping performance of the secondary suspension system, and the control process is more precise and reliable, the energy consumption is low, the reaction speed is high and the process is reversible; because the damping inner cylinder sleeve 2.2.6 is a blind hole sleeve structure with an open upper end and a closed lower end, the outer diameter of the damping inner cylinder sleeve 2.2.6 is in clearance fit with the inner diameter of the cylinder barrel 2.2.1, the outer cylindrical surface of the damping inner cylinder sleeve 2.2.6 is circumferentially provided with an indent structure and is wound with an excitation coil, and the damping piston II 2.2.5 in clearance fit with the inner diameter of the damping inner cylinder sleeve 2.2.6 is arranged in the damping inner cylinder sleeve 2.2.6, when the vibration of a vehicle body drives the piston rod I2.2.2.2 connected with the vibration body to move up and down, the magnetorheological fluid 2.2.9 in the cylinder barrel 2.2.1 flows through the magnetorheological fluid damping channel between the damping piston I2.2.4 and the inner wall of the cylinder barrel 2.2.1, a damping effect is generated between the damping piston I2.2.4 and the inner wall of the cylinder barrel 2.2.1, and simultaneously the damping piston I2.2.2.2.2.6 and the damping cylinder barrel 2.2.9 can provide a damping inner hole in the damping cylinder sleeve structure for processing the magnetorheological fluid and the auxiliary damping cylinder sleeve 2.6 in the small clearance flow process, on the other hand, the magnet exciting coil is convenient to wind, so that the structural complexity is reduced, the manufacturing cost is reduced, and the secondary suspension system is particularly suitable for a secondary suspension system of a high-speed train.

Claims (5)

1. A secondary suspension semi-automatic control device of a high-speed train comprises an air spring mechanism (1) and a control mechanism (2); the air spring mechanism (1) comprises a main air chamber (1.1) and an additional air chamber (1.2); the control mechanism (2) comprises a connecting component (2.1), a cylinder body component (2.2) and a fixed base (2.3), the connecting component (2.1) comprises a tray (2.1.1), the tray (2.1.1) is fixedly installed and connected with a train body of a high-speed train, the cylinder body component (2.2) is vertically and fixedly installed on the fixed base (2.3), the cylinder body component (2.2) is of a cylindrical structure and comprises a cylinder barrel (2.2.1), magnetorheological fluid (2.2.9) is filled in the cylinder barrel (2.2.1), the fixed base (2.3) of a hollow structure is fixedly installed on a bogie frame and comprises a vertically arranged piston cavity (2.3.1), a base piston (2.3.2) which is positioned in the piston cavity (2.3.1) and matched with the piston cavity in size, and a gas channel (2.3.3) which is horizontally communicated with the piston cavity (2.3.1) in a cross mode, and two ends of the gas channel (2.3.3) are respectively communicated with a main gas chamber (1.1) and an additional gas channel (2.1) through a pipeline; it is characterized in that the preparation method is characterized in that,
the cylinder barrel (2.2.1) is internally provided with a piston rod I (2.2.2), a cylinder cover (2.2.3), a damping piston I (2.2.4), a damping piston II (2.2.5), a damping inner cylinder sleeve (2.2.6), a piston rod II (2.2.7) and a cylinder bottom cover (2.2.8) from top to bottom in sequence;
the outer diameter of the damping piston I (2.2.4) is in clearance fit with the inner diameter of the cylinder barrel (2.2.1), the outer cylindrical surface of the damping piston I (2.2.4) is circumferentially provided with an inward concave structure and is wound with a magnet exciting coil, the damping inner cylinder sleeve (2.2.6) is of a blind hole sleeve structure with an open upper end and a closed lower end, the outer diameter of the damping inner cylinder sleeve (2.2.6) is in clearance fit with the inner diameter of the cylinder barrel (2.2.1), the outer cylindrical surface of the damping inner cylinder sleeve (2.2.6) is circumferentially provided with an inward concave structure and is wound with a magnet exciting coil, the damping piston II (2.2.5) in clearance fit with the inner diameter of the damping inner cylinder sleeve (2.2.6) is arranged in the damping inner cylinder sleeve (2.2.6), and the outer cylindrical surface of the damping piston II (2.2.5) is circumferentially provided with an inward concave structure and is wound with a magnet exciting;
the top end of a piston rod I (2.2.2) coaxially arranged with a cylinder barrel (2.2.1) is fixedly installed and connected with the lower plane of a tray (2.1.1), the bottom end of the piston rod I (2.2.2) downwards penetrates through a cylinder cover (2.2.3) and a damping piston I (2.2.4) in sequence and is fixedly installed and connected with a damping piston II (2.2.5), the cylinder cover (2.2.3) is fixedly installed at the top end of the cylinder barrel (2.2.1) and is sealed with the piston rod I (2.2.2), and the damping piston I (2.2.4) is fixedly installed and connected with the piston rod I (2.2.2);
the top end of the piston rod II (2.2.7) is fixedly installed and connected with the bottom end of the damping inner cylinder sleeve (2.2.6), the bottom end of the piston rod II (2.2.7) penetrates through the cylinder bottom cover (2.2.8) to extend out of the cylinder barrel (2.2.1), the cylinder bottom cover (2.2.8) is fixedly installed at the bottom end of the cylinder barrel (2.2.1), and a seal is arranged between the cylinder bottom cover and the piston rod II (2.2.7);
a magnetorheological fluid damping channel is formed by a gap between the damping piston I (2.2.4) and the inner wall of the cylinder barrel (2.2.1), a gap between the damping piston II (2.2.5) and the inner hole of the damping inner cylinder sleeve (2.2.6) and a gap between the damping inner cylinder sleeve (2.2.6) and the inner wall of the cylinder barrel (2.2.1);
the top end of the base piston (2.3.2) is fixedly connected with the bottom end of the piston rod II (2.2.7).
2. The secondary suspension semiautomatic control device for the high-speed train as claimed in claim 1, wherein a limit ring (2.2.10) is arranged between the cylinder cover (2.2.3) and the damping piston I (2.2.4), and the limit ring (2.2.10) is fixedly installed on the inner wall of the cylinder barrel (2.2.1).
3. The secondary suspension semiautomatic control device for high-speed trains as claimed in claim 2, characterized in that a buffer ring (2.2.11) is arranged between the limit ring (2.2.10) and the damping piston I (2.2.4).
4. The secondary suspension semiautomatic control device for high-speed trains as claimed in claim 1, 2 or 3, wherein a damping spring (2.2.12) is arranged between the outer wall of the cylinder (2.2.1) or the upper end face of the fixed base (2.3) and the lower end face of the tray (2.1.1) or the exposed rod body of the piston rod I (2.2.2).
5. The secondary suspension semiautomatic control device for the high-speed train as claimed in claim 1, 2 or 3, wherein a dust cover (2.2.13) is arranged between the lower end face of the tray (2.1.1) or the exposed rod body of the piston rod I (2.2.2) and the outer wall of the cylinder barrel (2.2.1).
CN201911148539.0A 2019-11-21 2019-11-21 Secondary suspension semi-automatic control device of high-speed train CN110836233B (en)

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