CN114670886A - Rail vehicle interconnection formula secondary suspension transverse vibration damping system - Google Patents
Rail vehicle interconnection formula secondary suspension transverse vibration damping system Download PDFInfo
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- CN114670886A CN114670886A CN202210381526.3A CN202210381526A CN114670886A CN 114670886 A CN114670886 A CN 114670886A CN 202210381526 A CN202210381526 A CN 202210381526A CN 114670886 A CN114670886 A CN 114670886A
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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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- 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
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Abstract
The invention relates to an interconnected two-system suspension transverse vibration damping system for a rail vehicle, which at least comprises a front vibration damping subsystem and a rear vibration damping subsystem, wherein the transverse vibration damping system is set as follows: the front vibration reduction subsystem and the rear vibration reduction subsystem can select cooperative work or independent work according to different vibration reduction parameter requirements in linear advancing and curve advancing scenes. By changing the working mode of the transverse vibration damping system, the vibration damping system can provide vibration damping in different directions according to different state information of the vehicle body of the railway vehicle in linear and curve running scenes, and provide optimal hydraulic pressure and system rigidity according to different running speeds of the vehicle body, so that the curve passing capacity and the running stability of the vehicle are improved.
Description
Technical Field
The invention relates to the technical field of vibration reduction of rail vehicles, in particular to an interconnected secondary suspension transverse vibration reduction system of a rail vehicle.
Background
With the rapid development of the railway vehicle technology in China, it is still a persistent challenge to further improve the critical speed, the running stability and the curve passing capacity of the railway vehicle. Even if the track wheel set with a certain tread shape runs along a straight track, the amplitude of the track wheel set is kept constant or continuously increased after small disturbance until the wheel rim is subjected to special movement restrained by a steel rail, at the moment, the wheel set swings transversely and reciprocally while rolling forwards, and rotates back and forth around the center of a plumb bob, and the central track of the wheel set is wavy and called snake-shaped movement; when the violent snake motion fails to converge due to the disappearance of the disturbance, the snake is called as snake instability. Is limited by the wheel set structure and the contact relation between the wheel set and the wheel track, and the self-excitation snake-shaped motion is difficult to avoid. At different vehicle speeds, the snaking of the wheel sets can in turn cause vibration in the transverse plane of the truck and body, known as body snaking (primary snaking) and truck snaking (secondary snaking). One-time snake-shaped motion can cause obvious low-frequency shaking of the vehicle body, and the vehicle body is close to a low frequency band which can be perceived by a human body, so that riding comfort is seriously influenced; the secondary snaking can cause the violent vibration of the bogie relative to the vehicle body, the vibration frequency is high, and the running stability of the vehicle is seriously influenced. In the aspect of curve passing capacity, when a vehicle passes through a curve road section under high speed and heavy load, the transverse force of a wheel shaft of the vehicle is increased, and wheel rail abrasion, noise and vibration are increased after the impact of the wheel rail of the vehicle is intensified, so that the riding comfort of the vehicle is influenced, and the service life of the wheel rail is shortened.
For a primary serpentine, this can generally be avoided by adding sufficient secondary lateral damping. Currently, the two-series transverse damping is provided by a transverse shock absorber. For example, CN20438167U in the prior art provides an unpowered bogie for 100% low-floor light rail vehicles, in which a primary spring mounting seat and a secondary spring mounting seat of a side beam structure are a composite integrated structure; the secondary transverse and vertical shock absorber composite mounting seats are welded at the end parts of the side beams; the brake hanging seat, the gear box hanging seat and the magnetic rail stop seat are welded on the outer side of the side beam; the method comprises the following steps that a rigid straight shaft and an elastic wheel pair with the diameter of phi 500-phi 600 are adopted, and two elastic wheels are assembled with an axle through interference fit; vertical shock absorbers and transverse shock absorber devices are arranged at four corners of the bogie. However, each shock absorber of the existing transverse shock absorber works independently, has a complex structure and is expensive and difficult to maintain.
CN110360260B provides an active control anti-snake-shaped vibration damper, a vibration damping system and a vehicle, wherein a hydraulic cylinder is wrapped and moved, and a piston reciprocates in the hydraulic cylinder. The interior of the hydraulic cylinder is divided into two cylinder bodies which are respectively communicated with the oil storage tank through two main oil passages so as to form a main loop between the hydraulic cylinder and the oil storage tank; the reversing valve is arranged between the two main oil passages and the oil storage tank and used for changing the flow direction of the main circuit when the shock absorber is in an active mode and adjusting the displacement of the piston in the hydraulic cylinder. When the shock absorber is switched to an active mode, the displacement of the piston is changed through the oil pressure difference between the two cylinder bodies in the hydraulic cylinder, and the performance of the snake-shaped resistant shock absorber is adjusted, so that the bogie is in a radial position relative to a vehicle body when a vehicle moves in a curve, the curve passing capacity of a train is improved, and the abrasion of a wheel track is reduced.
In the prior art, the piston position in the hydraulic cylinder is adjusted through the reversing valve to adjust the vibration reduction parameters of the anti-snake-shaped vibration absorber, so that the hydraulic pressure required by the vehicle body in different use scenes is adapted, and the parameter change in the vehicle body advancing process is adapted. However, the anti-snake-shaped vibration absorber of the comparison document is singly arranged on a bogie when in use, the operation and control of the steering gears arranged at the front and the rear parts of the vehicle body are still mutually independent, the cooperative working performance is not high, and the control mode is complex. If the steering devices need to be linked and need multiple calculations, errors in calculation can cause the linkage of the vibration reduction systems to be inconsistent, and the working performance of front and rear steering frames of the vehicle body cannot be adjusted in a combined mode when the vehicle body is bent excessively so as to keep the vehicle body in the optimal motion posture when the vehicle body is bent excessively.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
Disclosure of Invention
In view of the deficiencies of the prior art, the present invention provides an interconnected secondary suspension lateral shock absorption system for a railway vehicle comprising a vehicle body and a bogie connected to each other. The transverse vibration damping system at least comprises a front vibration damping subsystem and a rear vibration damping subsystem which are connected between the vehicle body and the bogie. The front vibration damping subsystem and the rear vibration damping subsystem are configured to be capable of changing a direction and a magnitude of damping provided to the rail vehicle for suppressing an adverse vibration form of the rail vehicle based on travel of the rail vehicle along a route of different path parameters to form a moment that promotes stable travel of the vehicle along the route of the current path parameters, ensuring smooth travel of the rail vehicle along the track.
The different path parameters include: the degree of straightness of the path and the radius of curvature of the path, etc.
The unfavorable vibration patterns of the vehicle are, for example: the floating, the swinging, the stretching, the shaking, the nodding and the rolling of the vehicle, and the upper core rolling pendulum, the lower core rolling pendulum and the snake-shaped motion which are coupled by the vibration forms, and the like.
According to a preferred embodiment, the front and rear damping subsystems are configured to operate independently of each other to provide a yaw damping force opposite to the direction of yaw movement of the vehicle body along the transverse coordinate axis, in the case of a straight path of travel of the rail vehicle.
According to a preferred embodiment, the front and rear damping subsystems are configured to cooperate with each other to provide a cornering drag torque that urges the vehicle body to steer with the bogie in a direction to be steered along a curved path, in the event that the rail vehicle is travelling along a curved path.
In the actual running process of the railway vehicle, the motion performance and parameters of the vehicle body are changed according to the current actual motion state according to the continuous switching of continuous and random linear and curve running scenes, and the generated vibration is also changed according to the parameters such as the current joint condition of the wheel set and the track, the wind direction, the running speed of the vehicle body and the like. The control center can adjust the damping provided by the current vibration reduction subsystem and the system rigidity by adjusting the front vibration reduction subsystem and the rear vibration reduction subsystem to be in a cooperative or independent working mode and adjusting the hydraulic pressure in the pipeline during cooperative work. And the control center controls the damping and the rigidity of the transverse vibration damping system according to the detection parameters so as to adapt to the specific advancing state of the current vehicle body and provide proper vibration damping. The transverse vibration damping system has good adaptability and is not limited by the conditions of the current traveling line. The cooperative performance of the front vibration reduction subsystem and the rear vibration reduction subsystem can be further converted into a control room of a train to be controlled by a train driver, the control strategy of the vibration reduction system can be manually adjusted under the unexpected conditions of control center faults or complex road conditions and the like, the front vibration reduction subsystem and the rear vibration reduction subsystem are flexible to use, and the application range is wide.
The interconnected two-system suspension transverse vibration damping device and the vibration damping system for the rail vehicle, provided by the invention, not only meet the requirement of the vehicle on hydraulic pressure for inhibiting yaw movement when the vehicle runs along a straight rail, but also provide two turning moments around a vertical coordinate axis in a vehicle body coordinate system when the vehicle passes through a curve road section, and the turning moments force a vehicle body to turn towards a direction to be turned and enter a curve rail along with a bogie, so that the curve passing capacity of the rail vehicle is improved. The coupling of the yaw, the swing and the side roll of the vehicle body is strong, and the yaw and the side roll can become a lower core roll moving around a certain roll core below the gravity center of the vehicle body and an upper core roll moving around a certain roll core above the gravity center of the vehicle body after being coupled. After the transverse movement of the vehicle body is inhibited or weakened, the upper core rolling motion of the vehicle body is favorably inhibited. In addition, after the yaw and the swing motion of the vehicle body are inhibited or improved, the front vibration reduction subsystem and the rear vibration reduction subsystem which are arranged between the vehicle body and the bogie frame can be combined with the anti-snake-shaped vibration absorber, and after the vehicle body obtains a stable motion posture, the vehicle body has better capability of inhibiting the snake-shaped motion of the bogie, so that the high-frequency excitation transmitted to the bogie or the vehicle body by the wheel pair is reduced, and the running stability, the comfort and the critical speed of the vehicle are improved.
According to a preferred embodiment, the lateral damping system controls the front and rear damping subsystems to operate independently in such a way as to provide hydraulic pressure for damping yaw movements, in a state in which the rail vehicle is travelling along a straight path. When the rail vehicle travels along a linear path, the left hydraulic cylinder and the right hydraulic cylinder of the front vibration reduction subsystem are mutually connected with the rod cavity and the rodless cavity, the oil flows in the hydraulic cavities of the swing piston rod and the cylinder body of the vehicle body, the left and right linkage is realized, the swing rule of the vehicle body is met, and meanwhile, the damping adaptive to the current vehicle body requirement can be provided in real time through adjusting the hydraulic pressure, so that the vibration is accurately reduced. The oil storage chamber is not required to be independently arranged, the oil flow path is closed, the leakage risk is small, and the system rigidity can be simply and quickly adjusted by adjusting the flow speed of oil.
According to a preferred embodiment, the front and rear damping subsystems of the transverse damping system cooperate in such a way as to provide a turning moment when the rail vehicle is travelling along a curved path. Through the special arrangement mode of the front vibration reduction subsystem and the rear vibration reduction subsystem and the corresponding communication relation between the rod cavity and the rodless cavity, the working states of the front vibration reduction subsystem and the rear vibration reduction subsystem are mutually cooperated in the process that a vehicle runs along a curve path, so that the form change of the vehicle body in the curve motion is adapted to provide damping and turning moment, the vehicle body is adjusted to keep a normal over-bending state, the abrasion and impact of a wheel rail in the over-bending state are reduced, and the safety and the stability of the vehicle body in the curve state are assisted to be kept.
According to a preferred embodiment, the front vibration damping subsystem and the rear vibration damping subsystem complete the switching between the cooperative operation mode and the independent operation mode by adjusting the communication relationship between the hydraulic lines. The rod cavity and the rodless cavity of the front vibration reduction subsystem and the rod cavity and the rodless cavity of the rear vibration reduction subsystem can be communicated with each other through a hydraulic pipeline, and the flowing direction of oil in the hydraulic pipeline and the working mode of the vibration reduction system are changed through different communication relations of the hydraulic pipeline. The switching of the communication relation of the hydraulic pipelines can be controlled by at least one electromagnetic directional valve, the complexity of the communication of the hydraulic pipelines can be changed by increasing the number of the electromagnetic directional valves on the hydraulic pipelines, the selectable working modes of the vibration damping system are increased, and sufficient alternative vibration damping modes such as independent working, partial cooperation and total cooperation are provided for variable working environments.
According to a preferable embodiment, the vehicle further comprises a control center, the transverse vibration damping system is provided with a plurality of sensors in a mode of being capable of detecting the motion state of the vehicle, and the control center judges the current running state based on detection parameters transmitted by the plurality of sensors.
According to a preferred embodiment, the system further comprises a pipeline switching device, and the control center calculates a control strategy based on the detection parameters and controls the pipeline switching device to switch the pipeline communication relation based on the control strategy. The control center calculates the damping size and system rigidity required by the current vehicle body state and the cooperative work requirement of the front vibration reduction subsystem and the rear vibration reduction subsystem by using the current detection data, calculates the corresponding working position of a response element such as a pipeline switching device and the like or the working position required to be reached, and calculates the most preferable control strategy according to the current working position and the working position required to be reached.
The calculation of the control strategy based on the detection parameters is specifically as follows:
the control center determines the optimal damping which needs to be provided currently by the transverse vibration damping system based on the real-time attitude information of the vehicle body and the pre-stored ideal attitude information of the vehicle body, and sends a control instruction corresponding to the current optimal damping to the transverse vibration damping system;
the control center conjectures the attitude information of the vehicle at the next position at the next moment based on the current road condition state and the control operation of the vehicle advancing control system, and corrects the attitude information of the current rail vehicle by combining the historical attitude information of the rest rail vehicles at the position at the next moment acquired by the network module; and the control center compares the determined actual attitude information of the vehicle at the next moment with the preset ideal attitude information of the vehicle at the next moment, and determines the optimal damping required to be provided by the transverse vibration damping system at the next moment.
According to a preferred embodiment, the detection parameters comprise at least: vehicle GPS, real time velocity, frame end lateral acceleration, body longitudinal, lateral and vertical velocities, bogie to body lateral displacement, yaw angle and angular velocity. The method comprises the steps that information such as a vehicle GPS and the like is utilized, a driving route and a driving direction of a vehicle body can be obtained from a cloud end, a control center can match control strategy information of other vehicle bodies in similar states of a current route and historical data such as vibration attenuation effects of corresponding control strategies from the cloud end, the historical data and current real-time data of the vehicle body are combined, the optimal passing speed and optimal system vibration attenuation damping, system rigidity and the like can be calculated in some positions where bumping, impacting and sharp bending are easy to occur in time by combining with the historical data, therefore, the control center combines optimal selection and calculates an optimal control strategy according to current vehicle body state data, the optimal control strategy interacts with control module data for controlling the vehicle body speed, the vehicle body state is adjusted to the optimal state together, and safety and comfort in the driving process of the vehicle are improved; particularly, data reference and auxiliary control are provided for the trainee driving the route for the first time, and the defects that the trainee is not familiar with the route and the train body is unreasonable to control are overcome.
According to a preferred embodiment, the damping system further comprises a hydraulic auxiliary which is arranged on the hydraulic line in such a way that it is able to provide a suitable hydraulic pressure to the damping system depending on the state of motion of the vehicle. The hydraulic auxiliary can also be connected with control center data, and control center's control signal regulation and control cooperates pipeline auto-change over device adjustment damping system's overall parameter for the operating condition of damping system after the adjustment more is close the damping demand of current automobile body, makes the damping of system more accurate, has pertinence more.
According to a preferred embodiment, the lateral vibration damping system comprises a pressure monitoring module for monitoring the fluid in the hydraulic line, the pressure monitoring module is connected to the control center, and the control center calculates the control strategy of the hydraulic auxiliary based on the monitoring data of the pressure monitoring module.
According to a preferred embodiment, the monitoring data of the pressure monitoring module comprises at least one of: pressure data of the hydraulic line and pressure data at the line switching device. The pressure detection data of the hydraulic pipeline can be transmitted to the control center, the pressure detection data can be obtained according to the change frequency and the change quantity of the hydraulic pressure in the current pipeline, so that the accuracy and the timeliness of pressure detection are improved, the pressure data information can be timely and accurately acquired under the conditions of tortuous path, rapid change of the vehicle body state and continuous change of required vibration reduction system parameters, and a guarantee is provided for the control center to accurately calculate a new control strategy.
Drawings
FIG. 1 is a schematic representation of the operation of a vehicle in a preferred embodiment of the damping system of the present invention when traveling along a straight path;
FIG. 2 is a schematic diagram of the connection of a preferred embodiment of the damping system of the present invention when the vehicle is traveling along a straight path;
FIG. 3 is a schematic diagram of the operation of a preferred embodiment of the damping system of the present invention when the vehicle is traveling along a curved path;
FIG. 4 is a schematic representation of the operation of another preferred embodiment of the damping system of the present invention when the vehicle is traveling along a straight path;
FIG. 5 is a schematic representation of the operation of another preferred embodiment of the vibration damping system of the present invention when the vehicle is traveling along a curved path;
fig. 6 is a schematic diagram of the operation of the first electromagnetic directional valve in the third operating position and the second, third, fourth and fifth electromagnetic directional valves in the fourth operating position according to another preferred embodiment of the present invention.
List of reference numerals
F: a first traction device; r: a second traction device; a: a first vibration damping device; b: a second vibration damping device; c: a third vibration damping device; d: a fourth vibration damping device;
a-1: a first piston rod; a-2: a first rod chamber; a-3: a first piston; a-4: a first rod-less chamber; b-1: a second piston rod; b-2: a second rod chamber; b-3: a second piston; b-4: a second rodless cavity; c-1: a third piston rod; c-2: a third rod chamber; c-3: a third piston; c-4: a third rodless cavity; d-1: a fourth piston rod; d-2: a fourth rod chamber; d-3: a fourth piston; d-4: a fourth rodless cavity; 5: a front bogie frame; 6: a first hydraulic circuit; 7: a second hydraulic circuit; 8: a third hydraulic circuit; 9: a fourth hydraulic circuit; 10: a pipeline switching device; 11: a control center; 12: a sensor; 13: a rear bogie frame; 14: a vehicle body; e-1: a first adjustable damping valve; e-2: a second adjustable damping valve; e-3: a third adjustable damping valve; e-4: a fourth adjustable damping valve; e-5: a fifth adjustable damping valve; e-6: a sixth adjustable damping valve; e-7: a seventh adjustable damping valve; e-8: an eighth adjustable damping valve; g-1: a first accumulator; g-2: a second accumulator; g-3: a third accumulator; g-4: a fourth accumulator; y-1: a second electromagnetic directional valve; y-2: a third electromagnetic directional valve; y-3: a fourth electromagnetic directional valve; y-4: a fifth electromagnetic directional valve; 15: and a sixth electromagnetic directional valve.
Detailed Description
This is described in detail below with reference to fig. 1-6.
Example 1
The rail vehicle refers to an operation vehicle in rail transit. The rail vehicle needs to run on a specific rail in a wheel-rail running manner. The rail vehicle mainly comprises a vehicle body, a bogie, a vehicle door system, a vehicle body connecting device, a braking system, an electric traction system, an air conditioner and ventilation system, an auxiliary power supply system, a train communication system, a train control system and a monitoring system.
The bogie, also called walking part, is a walking device capable of rotating relative to the vehicle body, and is mounted between the vehicle body and the track, the vehicle body is connected with the bogie through a center plate or a side bearing, and is used for supporting the vehicle body, simultaneously drawing and guiding the vehicle to run along the track, bearing and transmitting various loads from the vehicle body and the track, and relieving the power action thereof, and is a key part for ensuring the running quality of the vehicle. The bogie is generally composed of a frame, a primary suspension device, a secondary suspension device, a wheel-set axle box device, a foundation brake (brake shoe brake or disc brake) device and the like. The embodiment provides a railway vehicle interconnected secondary suspension transverse damping system, and the damping system can particularly refer to a railway train secondary suspension system. The damping system can overcome the defects that the damping force of the traditional transverse damper can not be regulated and controlled, the front damping system and the rear damping system work independently, the traditional transverse damper does not have coordination capability, the phenomena of yawing and shaking head are intensified when a vehicle body runs at a middle-high speed stage, the impact of a vehicle entering and exiting straight line and a curve intersection section wheel track is intensified, and the like. Taking a single-section vehicle body (carriage) as an example, the transverse vibration damping system comprises an interconnected transverse vibration damping device, and the device comprises 2 groups of 4 transverse vibration dampers arranged on front and rear bogies corresponding to each section of the vehicle body. When a vehicle runs along a linear track and a vehicle body generates snake-shaped (transverse swinging and head shaking) motion or rolling motion, a transverse vibration damping device in the vibration damping system is cooperated to automatically adjust the damping magnitude of the system according to the actual situation; all the shock absorbers are interconnected through a hydraulic circuit provided with an adjustable damping valve and an energy accumulator, and hydraulic resistance output by a shock absorption system is controlled to inhibit the transverse movement and the upper center rolling of a vehicle body, so that the running stability of the railway vehicle is improved; when the vehicle runs along a track with a certain curvature radius, the vibration damping system can generate two turning moments which force the vehicle body to turn towards the direction to be turned and enter the curve track along with the bogie, so that the curve passing capacity of the rail vehicle is improved. The transverse swinging motion of the vehicle body is restrained, the capability of the anti-snake-shaped shock absorber for controlling the snake-shaped motion of the bogie is improved, the high-frequency excitation transmitted to the vehicle body by the wheel pair is reduced, and the running stability, the comfort and the critical speed of the vehicle are improved. The vibration damping device and the system are simple in design and low in manufacturing and maintenance cost.
According to a preferred embodiment, the secondary suspension transverse vibration damping system comprises a front vibration damping subsystem arranged at the front bogie frame and a rear vibration damping subsystem arranged at the rear bogie, wherein the front vibration damping subsystem and the rear vibration damping subsystem are respectively arranged below a chassis of the railway vehicle and between the vehicle body and the bogie. When the front vibration reduction subsystem and the rear vibration reduction subsystem respectively work independently, the front end swing and the rear end swing of the rail vehicle can be respectively and independently relieved. The front vibration reduction subsystem and the rear vibration reduction subsystem are respectively set as double-acting hydraulic cylinders. Preceding damping divides system and back damping to divide the system to set up to can optionally pass through hydraulic line and connect to can provide gyroscopic moment when the vehicle goes along curve route after connecting, in order to assist the vehicle to stabilize and accomplish and cross the bend, avoid the vehicle unstable when crossing the bend to influence the vehicle and take comfort level or even influence vehicle security performance. When the rail vehicle runs on an approximately ideal straight rail, when the rail vehicle is interfered by natural and unnatural factors such as rail irregularity, wheel-rail impact, lateral wind and the like, the vehicle can perform yaw motion or the vehicle body can perform yaw motion relative to a bogie frame, and at the moment, damping opposite to the yaw direction needs to be provided in the horizontal direction so as to reduce the yaw amplitude of the vehicle and improve the running stability of the vehicle. The front and rear damping subsystems of the rail vehicle are now operated independently to provide hydraulic pressure against the yaw of the vehicle. When a vehicle runs along a curve line, the vehicle is interfered by natural and unnatural factors such as rail irregularity, wheel-rail impact, lateral wind and the like, the vehicle body generates large-amplitude yaw motion or shaking head motion or coupling motion of the vehicle body and the shaking head (namely snake motion of the vehicle body), the coupling motion of the vehicle is required to be adapted to provide sufficient two-system transverse damping, an independent front vibration reduction subsystem and an independent rear vibration reduction subsystem cannot be adapted to the snake motion to provide sufficient damping, pipelines of the front vibration reduction subsystem and the rear vibration reduction subsystem are required to be interconnected at the moment, so that the front vibration reduction subsystem and the rear vibration reduction subsystem are in synergistic action to generate two rotary moments around a vertical coordinate axis in a vehicle body coordinate system, the rotary moments force the vehicle body to rotate towards a direction to be rotated and enter the curve rail along with a bogie, and the curve passing capacity of the rail vehicle is improved; the rocking of the rail vehicle when the curve is bent is reduced, and the riding comfort is improved. The transverse vibration reduction system is arranged in a mode that the front vibration reduction subsystem and the rear vibration reduction subsystem can select cooperative work or independent work according to different vibration reduction parameter requirements of a linear advancing scene and a curve advancing scene.
According to a preferred embodiment, the front damping subsystem comprises a first damping device a and a second damping device B. The first vibration damper A and the second vibration damper B are symmetrically arranged on two sides of the first traction device F, and the first vibration damper A is respectively connected with the front bogie frame 5 and the first traction device F. The first traction device F is a traction device for connecting the vehicle body and the front bogie frame 5. Preferably, the piston rods of the first and second damping devices a and B are connected to the front bogie frame 5, and the cylinders of the first and second damping devices a and B are connected to the first traction device F. Preferably, the piston rods of the first and second damping devices a and B are connected to the first traction device F, and the cylinders of the first and second damping devices a and B are connected to the front bogie frame 5. As shown in fig. 1, when the current vibration damping subsystem works alone, the rod cavity and the rodless cavity of the first vibration damping device a and the second vibration damping device B are respectively communicated, when the vehicle swings, the swing motion drives the relative positions of the cylinder bodies or the piston rods of the first vibration damping device a and the second vibration damping device B to change, further drives the oil liquid in the rod cavity and the rodless cavity of the first vibration damping device a and the second vibration damping device B to transfer, and hydraulic pressure resisting the transverse swing of the vehicle is generated by controlling the speed of the oil liquid transfer, so that the transverse swing of the vehicle is weakened. According to a preferred embodiment, the rear damping subsystem comprises at least a third damping device C and a fourth damping device D, which are symmetrically arranged on both sides of the second traction device R and are connected to the rear bogie frame 13 and the second traction device R, respectively. As shown in fig. 1, when the rear damping subsystem operates alone, the operation principle is the same as that of the front damping device. Preferably, the first traction means F are implemented as a front bogie center plate; the second traction means R is embodied as a rear bogie center plate.
According to a preferred embodiment, when the front and rear damping subsystems work in conjunction, the hydraulic lines of the front and rear damping subsystems are connected to each other. Preferably, the communication mode of the hydraulic pipelines of the front vibration damping subsystem and the rear vibration damping subsystem is as follows: the oil passages of the damper devices on either diagonal line on the front and rear bogies are interconnected as seen in the plan view of the vehicle, i.e., the oil passages of the first damper device a on the front bogie frame 5 and the third damper device C on the rear bogie frame 13 are interconnected; the oil passages of the second damper device B on the front bogie frame 5 and the fourth damper device D on the rear bogie frame 13 are interconnected. Preferably, as shown in fig. 3, the first vibration damping device a and the third vibration damping device C provided on the rear bogie frame 13 are interconnected in such a manner that the first rod chamber a-2 of the first vibration damping device a and the third rod chamber C-2 of the third vibration damping device C are communicated; the first rodless chamber a-4 of the first damping device a communicates with the third rodless chamber C-4 of the third damping device C. Preferably, as shown in fig. 3, the second damper device B and the fourth damper device D on the rear truck frame 13 are interconnected in such a manner that the second rod chamber B-2 of the second damper device B and the fourth rod chamber D-2 of the fourth damper device D are communicated; the second rodless chamber B-4 of the second damping device B communicates with the fourth rodless chamber D-4 of the fourth damping device D. When the vehicle runs along a curved road, the snake-shaped motion of the vehicle body 14 drives the relative positions of the piston rods and the cylinder bodies of the vibration damping devices to change, and the connection mode enables the transverse vibration damping devices distributed along the diagonal to still move in opposite directions during the snake-shaped motion, namely when the first vibration damping device A moves in a stretching (compressing) mode, the third vibration damping device C on the diagonal moves in a compressing (stretching) mode; when the second damping device B is in a stretching (compressing) motion, the fourth damping device D is in a compressing (stretching) motion.
According to a preferred embodiment, the damping system further comprises a hydraulic auxiliary for adjusting the hydraulic pressure in the hydraulic line, which hydraulic auxiliary is arranged on the hydraulic line in such a way that it is able to provide a suitable hydraulic pressure for the damping system depending on the state of motion of the vehicle. The hydraulic auxiliaries include an accumulator and a damping valve. The fixed air pressure is arranged in the energy accumulator, and the volume is compressed when the hydraulic pressure is high, so that the internal air pressure is increased, and the internal air pressure is balanced with the current high hydraulic pressure to store energy; when the hydraulic pressure is low, the internal gas volume is enlarged, and the gas pressure is reduced, so that the balance with the low hydraulic pressure is kept, and energy is released. The energy accumulator sets up respectively on four both ends are connected with different damping device's hydraulic pressure pipelines respectively, can adjust damping system's rigidity for the damping system of this application can provide suitable hydraulic pressure force. The damping valve can dissipate vibration energy and adjust the damping of the damping system so that the damping system can provide the proper hydraulic pressure. Preferably, the damping valve is set as an adjustable damping valve, so that system vibration can be quickly attenuated while system overshoot is prevented, the damping size of the damping valve can be adjusted, and variable hydraulic pressure output is realized, so that the requirements of the vehicle on different hydraulic pressures in different motion states and motion environments are met. Preferably, the adjustable damping valve may be implemented as a step-adjustable damping valve or a stepless adjustable damping valve. By the arrangement mode, after the hydraulic rigidity of the hydraulic cylinder, the overall dynamic rigidity and the dynamic damping of the vibration damper are changed, the rigidity of the vibration damping system is also changed, the working response time of the vibration damping system, the generated turning moment and the overall secondary suspension transverse rigidity are changed, and therefore the running stability, the stability and the curve passing capacity of the vehicle are improved.
According to a preferred embodiment, the vibration damping system of the present embodiment further comprises a plurality of sensors 12 for detecting and determining the running and rolling states of the vehicle, and a control center 11 in data connection with the sensors 12 for receiving the detection data of the sensors 12 and determining the motion state of the vehicle based on the detection data. Preferably, the detection data comprises at least: vehicle GPS, real time velocity, frame end lateral acceleration, body longitudinal, lateral and vertical velocities, bogie to body lateral displacement, yaw angle and angular velocity. Preferably, the control center 11 further calculates a control strategy for controlling the pipe communication relationship of the front and rear bogies based on the above-described detection data.
According to a preferred embodiment, the vibration damping system of this embodiment further includes a pipeline switching device 10, the pipeline switching device 10 is in data connection with the control center 11, and is configured to receive a control command sent by the control center 11 based on the calculated control strategy, and the pipeline switching device 10 switches the pipeline communication relationship between the front vibration damping subsystem and the rear vibration damping subsystem of the lateral vibration damping system based on the received control command. Preferably, the line switching device 10 may be implemented as a first electromagnetic directional valve. Preferably, the first electromagnetic directional valve executes work after receiving the control command. Preferably, the control center 11 is capable of designing a control strategy according to the rail vehicle dynamics evaluation index. Preferably, the vehicle dynamics evaluation index design may be: serpentine motion stability (lateral acceleration of axle boxes, bogie frames, and the like), operational stability (Sperling stability index, comfort index, vibration acceleration index, and the like), operational safety (derailment coefficient, axle lateral force, wheel weight load shedding ratio, and bogie overturning coefficient), or other indices. Preferably, the control strategy may be implemented as: when the vehicle is detected to run on an approximately ideal straight track, the control center 11 controls the first electromagnetic directional valve to be in a first working position (left position shown in fig. 2), so that the front vibration damping subsystem and the rear vibration damping subsystem are in a single working state; when the vehicle is detected to be along the curve form, the control center 11 controls the first electromagnetic directional valve to be in the second working position (the right position shown in fig. 3), so that the front vibration reduction subsystem and the rear vibration reduction subsystem are in a cooperative working state, and the snake-shaped movement resistance of the vehicle body is improved. Preferably, the first operating position may be an initial position of the first electromagnetic directional valve, and the second operating position may be an end position of the first electromagnetic directional valve. Preferably, the travel path of the vehicle may be determined from the location of the vehicle and an existing map.
According to a preferred embodiment, the hydraulic system comprises a pressure monitoring module for monitoring the hydraulic pressure in the hydraulic pipeline, the pressure monitoring module is in data connection with the control center 11, and the control center 11 calculates control, early warning, troubleshooting and maintenance strategies based on the monitoring data of the pressure monitoring module. The control center 11 can determine the damping magnitude of the adjustable damping valve on each hydraulic pipeline based on the pressure detection data in the hydraulic pipeline so as to adapt to the current driving state of the vehicle. Preferably, the monitoring data of the pressure monitoring module comprises at least one of: pressure data of the hydraulic line and pressure data at the line switching device.
For ease of understanding, the operating principle of a preferred embodiment of the present damping system is described below:
when the vehicle is travelling along an approximately ideal straight track, the first electromagnetic directional valve is in the first working position as shown in fig. 1 or fig. 2, in which the first damping device a on the front bogie frame 5 is in communication with the rod chamber and the rod-less chamber of the second damping device B, respectively. When the vehicle body 14 performs yaw motion relative to the front bogie frame 5 along the negative direction of the coordinate axis, a first piston rod A-1 in the first vibration damper A drives a first piston A-3 to perform stretching motion, namely, to perform positive motion along the coordinate axis; a second piston rod B-1 in the second vibration damper B drives a second piston B-3 to do compression movement, namely, to do positive direction movement along the coordinate axis. At the moment, oil in a first rod cavity A-2 in the first vibration damper A flows through a first adjustable damping valve E-1, passes through a pipeline switching device 10, then flows through a second energy accumulator G-2 and an eighth adjustable damping valve E-8, enters a second rod cavity B-2 of the second vibration damper B, and is supplemented; at the moment, oil in a second rodless cavity B-4 in the second vibration damper B flows through a seventh adjustable damping valve E-7 and a first energy accumulator G-1, passes through a pipeline switching device 10, then flows through a second adjustable damping valve E-2, enters a first rodless cavity A-4 of the first vibration damper A, and is supplemented. In the oil liquid exchange process, the first energy accumulator G-1, the second energy accumulator G-2, the first adjustable damping valve E-1, the seventh adjustable damping valve E-7, the eighth adjustable damping valve E-8 and the second adjustable damping valve E-2 act together, so that oil liquid in a pipeline has certain hydraulic pressure, and the hydraulic pressure acts on the first vibration damper A and the second vibration damper B respectively, and acts on the vehicle body 14 through the first traction device F. The direction of the force is opposite to the direction of the yaw motion of the vehicle body 14, the snake motion of the vehicle body 14 is restrained, and the running stability of the railway vehicle is improved.
Similarly, the working principle of the third damper device C and the fourth damper device D in the rear bogie frame 13 is the same as described above.
When the vehicle body 14 performs yaw motion relative to the rear bogie frame 13 along the negative direction of the coordinate axis, a fourth piston rod D-1 in the fourth vibration damper D drives a fourth piston D-3 to perform stretching motion, namely, the fourth piston D-3 performs positive motion along the coordinate axis; a third piston rod C-1 in the third vibration damper C drives a third piston C-3 to do compression movement, namely, to do positive direction movement along the coordinate axis. At the moment, oil in a fourth rod cavity D-2 in the fourth vibration damper D flows through a third adjustable damping valve E-3 along a third hydraulic circuit 8, passes through a pipeline switching device 10, then flows through a third energy accumulator G-3 and a sixth adjustable damping valve E-6 to enter a third rod cavity C-2 of the third vibration damper C, and the oil in the cavity is supplemented; at the moment, oil in a third rodless cavity C-4 in the third vibration damper C flows through a fifth adjustable damping valve E-5 and a fourth energy accumulator G-4 along a fourth hydraulic circuit 9, passes through a pipeline switching device 10, then flows through a fourth adjustable damping valve E-4, enters a fourth rodless cavity D-4 of the fourth vibration damper D, and is supplemented. In the oil liquid exchange process, the third energy accumulator G-3, the fourth energy accumulator G-4, the third adjustable damping valve E-3, the fourth adjustable damping valve E-4, the fifth adjustable damping valve E-5 and the sixth adjustable damping valve E-6 act together, so that oil liquid in a pipeline has certain hydraulic pressure, and the hydraulic pressure acts on the fourth vibration damping device D and the third vibration damping device C respectively, and acts on the vehicle body 14 through the second traction device R. The direction of the force is opposite to the direction of the yaw motion of the vehicle body 14, the snake motion of the vehicle body 14 is restrained, and the running stability of the railway vehicle is improved.
Similarly, when the vehicle body 14 makes a yaw motion in the positive direction of the coordinate axis with respect to the front truck frame 5 and the rear truck frame 13, the operation principles of the vibration dampers A, B, C and D in the front truck frame 5 and the rear truck frame 13 are the same as described above, except that the movement directions of the piston rods in the respective vibration dampers are opposite, and the movement directions of the oil in the oil passages are opposite.
When the vehicle runs along a curve, the first electromagnetic directional valve is in a second working position as shown in fig. 3, and the first rodless chamber A-4 and the first rod chamber A-2 of the first vibration damper A are respectively communicated with the third rodless chamber C-4 and the third rod chamber C-2 of the third vibration damper C. When the rail vehicle turns left through a curve in the plane shown in fig. 3, the vehicle body 14, under the effect of inertia, exhibits both a yaw motion in the positive direction of the coordinate axes with respect to the front bogie frame 5 and the rear bogie frame 13 and a continued travel in the longitudinal direction or a slight yaw motion clockwise about the rotation axis under the traction of the bogie. At the moment, a first piston rod A-1 in the first vibration damper A drives a first piston A-3 to perform compression movement, namely to perform negative direction movement along a coordinate axis; a third piston rod C-1 in the third vibration damper C drives a third piston C-3 to perform compression movement, namely, to perform positive direction movement along the coordinate axis. At the moment, oil in a first rodless cavity A-4 in the first vibration damper A flows through a second adjustable damping valve E-2 and enters a fourth energy accumulator G-4; oil in a third rodless cavity C-4 in the third vibration damper C flows through a fifth adjustable damping valve E-5, passes through a first electromagnetic directional valve and enters a fourth energy accumulator G-4. At this time, the oil pressure in the first hydraulic circuit 6 rises, and the fourth accumulator G-4 and the second and fifth adjustable damping valves E-2 and E-5 act together to increase the rigidity of the shock absorbing device, thereby generating a turning moment acting counterclockwise about the rotational axis of the vehicle body 14, which acts on the vehicle body 14 through the first and second traction devices F and R, so that the vehicle body 14 follows the front bogie frames 5 and 13 to rotate clockwise about the rotational axis, which is the same direction as the direction in which the vehicle is to be turned. At this time, the oil pressure in the second hydraulic circuit 7 is reduced, but the oil pressure in the line is supplemented due to the combined action of the third accumulator G-3 and the first and sixth adjustable damping valves E-1 and E-6. Thus, the longitudinal force exerted by the vehicle body 14 on the bogie is reduced, resulting in reduced wheel-rail impact and improved vehicle curve-passing capability. Similarly, the third damper device C in the front bogie frame 5 and the fourth damper device D in the rear bogie frame 13 on the other diagonal line operate on the same principle as described above.
Similarly, when the rail vehicle travels leftwards along a plane and turns right through a curve, the vehicle body 14 shows a yaw movement in the negative direction of the coordinate axis relative to the front bogie frame 5 and the rear bogie frame 13 under the action of the inertia force, and also shows a slight yaw movement in the longitudinal direction or a slight counterclockwise swinging movement around the rotating shaft under the traction action of the bogie. At this time, the operation principle of the damper devices A, B, C and D in the front truck frame 5 and the rear truck frame 13 is the same as that described above, except that the piston rods in the respective damper devices move in opposite directions, and the oil in the oil passages moves in opposite directions.
Example 2
This embodiment is a further improvement of embodiment 1, and repeated contents are not described again.
In the embodiment, the first damping device a and the fourth damping device D are distributed on the chassis of the car body 14 in a manner of being located on a first side of the longitudinal axis of the car body 14, and the second damping device B and the third damping device C are distributed on the chassis of the car body 14 in a manner of being located on a second side of the longitudinal axis of the car body 14 opposite to the first side.
As shown in fig. 4 and 5, the hydraulic lines of the first rod chamber a-2 and the first rod-less chamber a-4 of the first damping device a are connected to the third side of the sixth electromagnetic directional valve 15 through the second electromagnetic directional valve Y-1. The hydraulic lines of the second rod chamber B-2 and the second rodless chamber B-4 of the second vibration damping device B are connected to the fourth side of the sixth electromagnetic directional valve 15 through the third electromagnetic directional valve Y-2. The hydraulic lines of the third rod chamber C-2 and the third rod-less chamber C-4 of the third vibration damping device C are connected to the fourth side of the sixth electromagnetic directional valve 15 through the fifth electromagnetic directional valve Y-4. The hydraulic lines of the fourth rod chamber D-2 and the fourth rod-less chamber D-4 of the fourth damping device D are connected to the third side of the sixth electromagnetic reversing valve 15 through the fourth electromagnetic reversing valve Y-3. Preferably, the second electromagnetic directional valve Y-1, the third electromagnetic directional valve Y-2, the fourth electromagnetic directional valve Y-3 and the fifth electromagnetic directional valve Y-4 are three-position four-way electromagnetic directional valves. The second electromagnetic directional valve Y-1 and the fifth electromagnetic directional valve Y-4 are Y-shaped directional valves. Preferably, the third electromagnetic directional valve Y-2 and the fourth electromagnetic directional valve Y-3 are P-type directional valves.
When the second electromagnetic directional valve Y-1, the third electromagnetic directional valve Y-2, the fourth electromagnetic directional valve Y-3 and the fifth electromagnetic directional valve Y-4 are all in the working positions, the adjustment mode of the vibration damping device is the same as that of embodiment 1.
When the second electromagnetic directional valve Y-1, the third electromagnetic directional valve Y-2, the fourth electromagnetic directional valve Y-3 and the fifth electromagnetic directional valve Y-4 are all in working positions, and the sixth electromagnetic directional valve 15 is in a third working position as shown in FIG. 6, oil passages between the first vibration damper A, the second vibration damper B, the third vibration damper C and the fourth vibration damper D can be communicated with each other, and oil passages between rod chambers and rodless chambers of the four vibration dampers can be communicated with each other, so that the oil pressure balance of the pipelines is kept. Preferably, the third working position is a four-way cut-off position of the sixth electromagnetic directional valve 15.
When the second electromagnetic directional valve Y-1, the third electromagnetic directional valve Y-2, the fourth electromagnetic directional valve Y-3 and the fifth electromagnetic directional valve Y-4 are all in the non-operating position, namely when the valve core is in the fourth operating position as shown in FIGS. 4 and 5, the oil passages of the first vibration damper device A, the second vibration damper device B, the third vibration damper device C and the fourth vibration damper device D are interrupted and communicated with each other, and are independent of each other, and at the moment, the vibration dampers are changed into common vibration dampers of the rail vehicles which are not interconnected. Preferably, the fourth operating position is a four-channel cutoff position.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to submit divisional applications according to each inventive concept. Throughout this document, the features referred to as "preferably" are only an optional feature and should not be understood as necessarily requiring that such applicant reserves the right to disclaim or delete the associated preferred feature at any time.
Claims (10)
1. An interconnected two-system suspension transverse vibration damping system for a rail vehicle, said rail vehicle comprising a vehicle body and a bogie connected to each other, characterized in that said transverse vibration damping system comprises at least a front vibration damping subsystem and a rear vibration damping subsystem connected between said vehicle body and said bogie,
the front and rear vibration reduction subsystems are configured to: the direction and magnitude of the damping provided to the rail vehicle for suppressing adverse vibration forms of the rail vehicle can be changed according to the travel of the rail vehicle along the route of different path parameters to form a moment that promotes stable travel of the rail vehicle along the route of the current path parameters, ensuring smooth running of the rail vehicle along the track.
2. The lateral vibration damping system of claim 1, wherein the front and rear vibration damping subsystems are configured to operate independently of each other to provide yaw damping forces opposite to the direction of yaw movement of the vehicle body along the lateral coordinate axis when the rail vehicle is traveling along a straight path.
3. The lateral vibration damping system according to claim 1 or 2, wherein the front and rear vibration damping subsystems are configured to cooperate with each other to provide a cornering drag torque that urges the vehicle body to steer with the bogie in a curved line radial to-turn direction, in a case where the rail vehicle is traveling along a curved path.
4. The lateral vibration damping system according to any one of claims 1 to 3, wherein the lateral vibration damping system controls the front vibration damping subsystem and the rear vibration damping subsystem to work cooperatively or independently by changing a communication relationship of hydraulic lines of the front vibration damping subsystem and the rear vibration damping subsystem.
5. The lateral vibration damping system according to any one of claims 1 to 4, further comprising a control center (11), wherein the lateral vibration damping system is provided with a plurality of sensors (12) in a manner that the motion state of the rail vehicle can be detected, and the control center (11) judges the current running state of the rail vehicle based on the detection parameters transmitted by the plurality of sensors (12).
6. The lateral vibration damping system according to any one of claims 1 to 5, further comprising a pipeline switching device, wherein the control center (11) calculates a control strategy based on the detection parameter and sends a control command for controlling a communication relationship of hydraulic pipelines to the pipeline switching device based on the control strategy, and the pipeline switching device receives the control command and switches the communication relationship of the pipelines of the front vibration damping subsystem and the rear vibration damping subsystem based on the control command.
7. The lateral vibration damping system according to any of claims 1 to 6, wherein the detection parameters include at least: vehicle GPS, real time velocity, frame end lateral acceleration, body longitudinal, lateral and vertical velocities, lateral displacement of the bogie from the body, yaw angle and angular velocity.
8. The lateral vibration damping system according to any one of claims 1 to 7, further comprising hydraulic auxiliaries which are each arranged on the hydraulic line and are in data connection with the control center (11) in such a way that an appropriate hydraulic pressure can be provided depending on the state of motion of the rail vehicle.
9. The lateral vibration damping system according to any one of claims 1 to 8, further comprising a pressure monitoring module for monitoring hydraulic pressure in the hydraulic line, wherein the pressure monitoring module is in data connection with the control center (11), and the control center (11) calculates a control strategy of the hydraulic auxiliary based on monitoring data of the pressure monitoring module.
10. The lateral vibration damping system according to any one of claims 1 to 9, wherein the monitoring data of the pressure monitoring module consists of at least one of: pressure data within the hydraulic line and pressure data at the line switching device.
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| CN114670886B (en) | 2023-11-07 |
| CN217260056U (en) | 2022-08-23 |
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