CN114670886B - Interconnection type secondary suspension transverse vibration reduction system for railway vehicle - Google Patents
Interconnection type secondary suspension transverse vibration reduction system for railway vehicle Download PDFInfo
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- CN114670886B CN114670886B CN202210381526.3A CN202210381526A CN114670886B CN 114670886 B CN114670886 B CN 114670886B CN 202210381526 A CN202210381526 A CN 202210381526A CN 114670886 B CN114670886 B CN 114670886B
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Classifications
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to an interconnected secondary suspension transverse vibration reduction system of a railway vehicle, which at least comprises a front vibration reduction subsystem and a rear vibration reduction subsystem, wherein the transverse vibration reduction system is arranged as follows: the front vibration reduction subsystem and the rear vibration reduction subsystem can select to work cooperatively or independently according to different vibration reduction parameter requirements in the straight line traveling and the curve traveling 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 in the straight line and curve driving scene of the railway vehicle, and provide optimal hydraulic pressure and system rigidity according to different driving speeds of the vehicle body so as to improve the curve passing capacity and driving stability of the vehicle.
Description
Technical Field
The invention relates to the technical field of railway vehicle vibration reduction, in particular to an interconnected secondary suspension transverse vibration reduction system of a railway vehicle.
Background
With the rapid development of rail vehicle technology in China, further improvement of critical speed, running stability and curve passing ability of rail vehicles is still a continuous challenge. Even if the track wheel set with a certain tread shape runs along a straight track, the track wheel set generates a special movement that the amplitude is kept constant or continues to increase until the wheel rim is restrained by a steel rail after being slightly disturbed, and when the track wheel set rolls forwards, the track wheel set swings transversely and reciprocally and rotates around the center of a plumb, and the track of the center of the track wheel set is in a wave shape and is called as snake-shaped movement; when the disturbance disappears and the intense serpentine motion cannot converge, the serpentine is said to be unstable. The self-excited serpentine motion is difficult to avoid due to the structure of the wheel set and the contact relationship between the wheel set and the wheel rail. At different vehicle speeds, the serpentine motion of the wheel sets in turn causes vibrations of the truck and the vehicle body in the transverse plane, known as body serpentine (primary serpentine) and truck serpentine (secondary serpentine). The primary serpentine shape can cause obvious low-frequency shaking of the vehicle body, is close to a low-frequency range which can be perceived by a human body, and seriously affects riding comfort; the secondary snaking can cause the bogie to vibrate violently relative to the automobile body, and the vibration frequency is higher, seriously influences vehicle operation stability. In the aspect of curve passing capability, when the vehicle passes through a curve section under high-speed heavy load, the transverse force of the wheel axle of the vehicle is increased, and after the wheel rail impact of the vehicle is aggravated, the abrasion, noise and vibration of the wheel rail are increased, so that the riding comfort of the vehicle is influenced, and the service life of the wheel rail is shortened.
For primary serpentine, this can generally be avoided by adding sufficient secondary lateral damping. Currently, secondary lateral damping is mostly provided by lateral shock absorbers. For example, the prior art CN20438167U provides a 100% low floor light rail vehicle power-free bogie, wherein the primary spring mount and the secondary spring mount of the side beam structure are of a composite integrated structure; the secondary transverse and vertical shock absorber composite mounting seat is welded at the end part of the side beam; the brake hanging seat, the gear box hanging seat and the magnetic track stopping seat are welded on the outer side of the side beam; an elastic wheel pair with a rigid straight shaft and a diameter of phi 500-phi 600 is adopted, and two elastic wheels are assembled with an axle through interference fit; the bogie is provided with vertical vibration dampers and transverse vibration damper devices at four corners. However, each shock absorber of the existing transverse shock absorber works independently, has a complex structure, is expensive and is not easy to maintain.
CN110360260B provides an actively controlled antiserpentine shock absorber and damping system, a vehicle, comprising a hydraulic cylinder in which a piston reciprocates. Dividing the interior of the hydraulic cylinder into two cylinder bodies, wherein the two cylinder bodies are respectively communicated with the oil storage tank through two main oil ways 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 ways and the oil storage tank, and is used for changing the flow direction of the main circuit and adjusting the displacement of the piston in the hydraulic cylinder when the shock absorber is in an active mode. When the shock absorber is switched to an active mode, the displacement of a piston is changed through the oil pressure difference between two cylinder bodies in a hydraulic cylinder, and the performance of the anti-serpentine shock absorber is adjusted, so that a bogie is positioned at a radial position relative to a vehicle body when the vehicle makes curvilinear motion, the curve passing capability of a train is improved, and the abrasion of wheel tracks is reduced.
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 damper in the prior art, so that the hydraulic pressure type anti-snake-shaped vibration damper is suitable for hydraulic pressure required by a vehicle body in different use scenes and is suitable for parameter change in the advancing process of the vehicle body. However, when the anti-snake-shaped shock absorber of the comparison document is used, the anti-snake-shaped shock absorber is singly arranged on the bogie, the work and the control of the steering gears arranged at all parts in front and back of the vehicle body are still independent, the cooperative work performance is not high, and the control mode is complex. If multiple calculation is needed for the linkage of each steering gear, the linkage of each vibration reduction system is not coordinated due to the calculation error, and the working performance of the front and rear steering frames of the vehicle body cannot be adjusted in a combined mode when the vehicle body is bent excessively, so that the optimal movement posture of the vehicle body is kept when the vehicle body is bent excessively.
Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, since the applicant has studied a lot of documents and patents while making the present invention, the text is not limited to details and contents of all but it is by no means the present invention does not have these prior art features, but the present invention has all the prior art features, and the applicant remains in the background art to which the right of the related prior art is added.
Disclosure of Invention
In response to the deficiencies of the prior art, the present invention provides an interconnected secondary suspension transverse vibration reduction system for a rail vehicle that includes a vehicle body and a bogie coupled to one another. 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 and rear vibration damping subsystems are configured to be able to change the direction and magnitude of damping provided to the rail vehicle to dampen the adverse vibration forms of the rail vehicle based on travel of the rail vehicle along routes of different path parameters to create a moment that encourages stable travel of the vehicle along the routes of the current path parameters, ensuring smooth track travel of the rail vehicle.
The different path parameters include: the degree of flatness of the path, the radius of curvature of the path, etc.
The undesirable vibration modes of the vehicle are, for example: the vehicle floats, sways, stretches, shakes head, nods head, side rolls, and upper center roll pendulum, lower center roll pendulum, snaking motion and the like which are coupled by the vibration modes.
According to a preferred embodiment, the front vibration damping subsystem and the rear vibration damping subsystem are configured to operate independently of each other to provide a yaw damping force opposite to a yaw movement direction of the vehicle body along a lateral coordinate axis in a case where the railway vehicle is traveling along a straight path.
According to a preferred embodiment, the front and rear vibration damping subsystems are configured to cooperate with each other to provide a turning resistance moment that urges the vehicle body to turn with the bogie in a curved radial waiting direction in the event that the rail vehicle is traveling along a curved path.
In the actual running process of the railway vehicle, according to continuous and random linear and curve running scenes, the movement performance and parameters of the vehicle body change according to the current actual movement state, and the generated vibration also changes according to the current joint condition of the wheel set and the railway, the wind direction, the running speed of the vehicle body and other parameters. The control center can adjust the damping size and the system rigidity provided by the current vibration reduction subsystem 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 rigidity of the transverse vibration reduction system according to the detection parameters so as to adapt to the specific running state of the current vehicle body and provide proper vibration reduction damping. The transverse vibration reduction system has good adaptability and is not limited by the condition of the current travelling line. The cooperative performance of the front vibration reduction subsystem and the rear vibration reduction subsystem can be converted into a control room of a train to be controlled by a train driver, and the control strategy of the vibration reduction system can be manually adjusted under the unexpected conditions of failure of a control center or complex road conditions, so that the control system is flexible to use and wide in application range.
The interconnected secondary suspension transverse vibration damper and the vibration damping system for the railway 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 track, but also provide two turning moments around the vertical coordinate axis in the vehicle body coordinate system when the vehicle passes through a curve road section, wherein the turning moments force the vehicle body to turn in the waiting direction and enter the curve track along with the bogie, so that the curve passing capacity of the railway vehicle is improved. The yaw, swing and side roll coupling of the vehicle body are stronger, and the yaw and side roll coupling can become a lower center roll pendulum which moves around a certain roll center below the center of gravity of the vehicle body and an upper center roll pendulum which moves around a certain roll center above the center of gravity of the vehicle body. After the lateral movement of the vehicle body is restrained or weakened, the upper center rolling and swinging movement of the vehicle body can be restrained. In addition, after the yaw and swing movements of the vehicle body are restrained 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 damper, and after the vehicle body obtains a stable movement posture, the vehicle body has better capability of restraining the snake-shaped movement of the bogie, so that high-frequency excitation of the bogie or the vehicle body caused by wheel pairs 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 a manner that provides hydraulic forces that dampen yaw motion while the rail vehicle is traveling along a straight path. The left and right symmetrically arranged hydraulic cylinders of the front vibration reduction subsystem are mutually connected with the rod cavity and the rodless cavity when the railway vehicle moves along the straight line path, the positions of the swing piston rod and the cylinder body of the vehicle body are changed along, oil flows in the hydraulic cavities of the railway vehicle, left and right linkage is realized, the swing rule of the vehicle body is met, and meanwhile, the damping suitable for the current vehicle body needs can be provided in real time through adjusting the hydraulic pressure, so that the vibration is reduced accurately. The oil storage chamber does not need to be arranged separately, 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 rate of oil.
According to a preferred embodiment, the front and rear vibration damping subsystems of the transverse vibration damping system cooperate in such a way that a turning moment can be provided in the state of the rail vehicle travelling along a curved path. The front vibration reduction subsystem and the rear vibration reduction subsystem are mutually cooperated with each other in the working state of the vehicle in the process of running along a curve path through the special arrangement mode of the front vibration reduction subsystem and the rear vibration reduction subsystem and the corresponding communication relation of the rod cavity and the rodless cavity, so as to adapt to the form change of the vehicle body in the curve motion to provide damping and rotation moment, adjust the vehicle body to keep the normal over-bending form, reduce the abrasion and impact of a wheel track in the over-bending state and assist in keeping the safety and stability of the vehicle body in the curve state.
According to a preferred embodiment, the front vibration reduction subsystem and the rear vibration reduction subsystem complete the conversion between the cooperative operation mode and the independent operation mode by adjusting the communication relationship of the hydraulic lines with each other. 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 different communication relations of the hydraulic pipeline change the flow direction of oil in the hydraulic pipeline and the working mode of the vibration reduction system. The switching of the communication relation of the hydraulic pipeline can be controlled by at least one electromagnetic directional valve, the complexity of the communication of the hydraulic pipeline can be changed by increasing the number of the electromagnetic directional valves on the hydraulic pipeline, the selectable working modes of the vibration reduction system are increased, and sufficient selectable vibration reduction modes such as independent working, partial cooperation, full cooperation and the like are provided for variable working environments.
According to a preferred embodiment, the vehicle control system further comprises a control center, wherein the transverse vibration reduction 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 control center calculates a control strategy based on the detection parameter and controls the pipeline switching device to switch the pipeline communication relationship based on the control strategy. The vehicle state data which are collected and processed in time can provide real-time data support for collecting the vehicle state and predicting the state of the vehicle which is about to arrive, and the control center calculates the corresponding working position or the working position which is about to arrive of the response element such as the pipeline switching device by calculating the damping size, the system rigidity and the cooperative working requirements of the front vibration reduction subsystem and the rear vibration reduction subsystem which are required by the current vehicle state through using the current detection data, and calculates the most preferred control strategy according to the current working position and the working position which is about to arrive.
The calculation control strategy based on the detection parameters specifically comprises the following steps:
the control center determines the optimal damping which is required to be provided currently of the transverse vibration reduction 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 optimal damping currently to the transverse vibration reduction system;
the control center presumes 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 traveling control system, and corrects the attitude information of the current railway vehicle by combining the historical attitude information of the rest railway vehicles at the next moment acquired by the network module; the control center compares the determined actual posture information of the vehicle at the next moment with preset ideal posture information of the vehicle at the next moment, and determines the optimal damping required to be provided by the transverse vibration reduction system at the next moment.
According to a preferred embodiment, the detection parameters comprise at least: vehicle GPS, real-time speed, frame end lateral acceleration, body longitudinal, lateral and vertical speeds, lateral displacement of the truck from the body, yaw angle, and angular speed. The vehicle GPS and other information are utilized to acquire a line on which a vehicle body runs and a running direction of the vehicle body from a cloud, a control center can match historical data such as control strategy information of other vehicle bodies in a similar state of the current line and vibration reduction effects of corresponding control strategies from the cloud, and the like, and can calculate optimal passing speed, optimal system vibration reduction damping, system rigidity and the like in combination with the historical data at some positions which are easy to generate jolt, impact and sudden overbending in time by combining the historical data, so that the control center combines optimal selection, calculates the optimal control strategy according to the current vehicle body state data, interacts with control module data for controlling the vehicle body speed, adjusts the vehicle body state to the optimal state together, and improves safety and comfort in the vehicle running process; in particular to providing data reference and auxiliary control for a train operator who drives the line for the first time, and making up the defects that the train operator is unfamiliar with the line and the control of the train body is unreasonable.
According to a preferred embodiment, it further comprises hydraulic auxiliaries arranged on the hydraulic line in such a way that they can provide the damping system with a suitable hydraulic pressure in dependence on the state of motion of the vehicle. The hydraulic auxiliary parts can be connected with the control center in a data mode, are regulated and controlled by control signals of the control center, and are matched with the pipeline switching device to adjust the overall parameters of the vibration reduction system, so that the working state of the vibration reduction system after adjustment is closer to the vibration reduction requirement of a current vehicle body, vibration reduction of the system is more accurate, and pertinence is achieved.
According to a preferred embodiment, the transverse vibration damping system comprises a pressure monitoring module for monitoring the fluid in the hydraulic line, which is connected to the control center, which calculates the control strategy of the hydraulic auxiliaries on the basis of 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 the following: 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 acquisition of the pressure detection data can be detected according to the frequency of the hydraulic pressure change and the quantity of the change in the current pipeline, so that the accuracy and timeliness of the pressure detection are improved, and the pressure data information can be timely and accurately acquired under the conditions of tortuous path, quicker change of the state of the vehicle body and continuous change of the required vibration reduction system parameters, so that a guarantee is provided for the control center to accurately calculate a new control strategy.
Drawings
FIG. 1 is a schematic illustration of the operation of a vehicle of a preferred embodiment of the vibration reduction system of the present invention when traveling along a straight path;
FIG. 2 is a schematic illustration of the connection of a preferred embodiment of the vibration reduction system of the present invention as the vehicle travels a straight path;
FIG. 3 is a schematic illustration of the operation of a preferred embodiment of the vibration reduction system of the present invention when the vehicle is traveling along a curved path;
FIG. 4 is a schematic illustration of the operation of another preferred embodiment of the vibration reduction system of the present invention when the vehicle is traveling in a straight path;
FIG. 5 is a schematic representation of the operation of another preferred embodiment of the vibration reduction system of the present invention when the vehicle is traveling in a curved path;
fig. 6 is a schematic view of the operation of another preferred embodiment of the present invention when the first electromagnetic directional valve is in the third operating position and the second electromagnetic directional valve, the third electromagnetic directional valve, the fourth electromagnetic directional valve, and the fifth electromagnetic directional valve are in the fourth operating position.
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-shaped cavity; a-3: a first piston; a-4: a first rodless cavity; b-1: a second piston rod; b-2: a second lumen having a stem; b-3: a second piston; b-4: a second rodless cavity; c-1: a third piston rod; c-2: a third lumen having a stem; c-3: a third piston; c-4: a third rodless cavity; d-1: a fourth piston rod; d-2: a fourth rod cavity; 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
The following is a detailed description with reference to fig. 1-6.
Example 1
Rail vehicles refer to operating vehicles in rail traffic. Rail vehicles need to travel on a particular track in a wheel-rail manner. The railway 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 conditioning and ventilation system, an auxiliary power supply system, a train communication system, a train control system and a monitoring system.
The bogie is also called a running part, is a running device capable of rotating relative to the vehicle body, is arranged between the vehicle body and a track, is connected with the bogie through a center plate or a side bearing and is used for supporting the vehicle body, and meanwhile, is used for dragging and guiding the vehicle to run along the track and bearing and transmitting various loads from the vehicle body and the track, and is a key component for guaranteeing the running quality of the vehicle by relieving the power effect of the vehicle. The bogie generally comprises a framework, a primary suspension device, a secondary suspension device, an axle box device, a basic brake (brake shoe brake or disc brake) device and the like. The embodiment provides an interconnected secondary suspension transverse vibration damping system for a railway vehicle, which can be specifically referred to as a secondary suspension system for a railway train. The damping system can overcome the defects that the damping force of the traditional transverse damper is not adjustable, the front damping system and the rear damping system work independently, the coordination capability is not achieved, the vehicle body is swayed when running at a medium-high speed stage, the shaking phenomenon is aggravated, the impact of the vehicle driving in and out of a straight line and curve intersection section wheel track is aggravated, and the like. Taking a single-section car body (carriage) as an example, the transverse vibration damping system of the application comprises an interconnected transverse vibration damping device, and the device comprises 2 groups of 4 transverse vibration dampers which are arranged on a front bogie and a rear bogie which correspond to each section of car body. When the vehicle runs along the straight track and the vehicle body moves in a serpentine (yaw and swing) mode or a rolling motion mode, the transverse vibration damping devices in the vibration damping system act cooperatively, and the damping size of the system is automatically adjusted according to actual situation requirements; all the shock absorbers are connected through a hydraulic loop provided with an adjustable damping valve and an energy accumulator, hydraulic resistance output by a shock absorption system is controlled to inhibit the transverse movement and the upper center rolling swing of the vehicle body, and the running stability of the railway vehicle is improved; when the vehicle runs along the track with a certain curvature radius, the vibration reduction system can generate two turning moments, and the turning moments force the vehicle body to turn in the waiting direction and enter the curve track along with the bogie, so that the curve passing capability of the railway vehicle is improved. Yaw movement of the vehicle body is restrained, the snaking-resistant shock absorber is beneficial to improving the snaking-resistant movement control capability of the bogie, high-frequency excitation of wheel pairs to the vehicle body is reduced, and the running stability, comfort and critical speed of the vehicle are improved. The vibration damper and the system have simple design and low 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 frame, wherein the front vibration damping subsystem and the rear vibration damping subsystem are respectively arranged below the chassis of the railway vehicle and are positioned between the vehicle body and the bogie frame. When the front vibration reduction subsystem and the rear vibration reduction subsystem work independently, the front end swing and the rear end swing of the railway vehicle can be relieved independently. The front vibration reduction subsystem and the rear vibration reduction subsystem are respectively arranged as double-acting hydraulic cylinders. The front vibration reduction subsystem and the rear vibration reduction subsystem are arranged to be capable of being connected through hydraulic pipelines optionally, and can provide turning moment when the vehicle runs along a curved path after being connected, so as to assist the vehicle to stably complete over-bending, and avoid the unstable influence on the riding comfort of the vehicle and even the safety performance of the vehicle when the vehicle is over-bent. When the rail vehicle runs along the approximately ideal straight track, the rail vehicle is disturbed by natural and unnatural factors such as track irregularity, wheel track impact, crosswind and the like, yaw motion of the vehicle or yaw motion of the vehicle body relative to the bogie frame occurs, and damping opposite to the yaw direction needs to be provided in the horizontal direction at this time so as to lighten the yaw amplitude of the vehicle and improve the running stability of the vehicle. The front and rear vibration damping subsystems of the rail vehicle are then operated individually to provide hydraulic forces that counteract the yaw of the vehicle. When the vehicle runs along a curve line, the vehicle is interfered by natural and unnatural factors such as track irregularity, wheel track impact, crosswind and the like, the vehicle body generates large yaw motion or head-shaking motion or coupling motion of the two (namely, snaking motion of the vehicle body), the coupling motion of the vehicle needs to be adapted to provide enough two-system transverse damping, the independent front vibration reduction subsystem and the independent rear vibration reduction subsystem cannot be adapted to snaking motion to provide enough damping, and the pipelines of the front vibration reduction subsystem and the rear vibration reduction subsystem need to be connected, so that the front vibration reduction subsystem and the rear vibration reduction subsystem cooperatively act to generate two rotation moments around a vertical coordinate axis in a vehicle body coordinate system, and the rotation moments force the vehicle body to rotate towards a waiting direction and enter the curve track along with a bogie, so that the curve passing capacity of the railway vehicle is improved; the shaking of the curve of the railway vehicle when the curve is bent is reduced, and the riding comfort is improved. The transverse vibration damping system is arranged in a mode that the front vibration damping subsystem and the rear vibration damping subsystem can select cooperative work or independent work according to different vibration damping parameter requirements of a straight traveling scene and a curve traveling scene.
According to a preferred embodiment, the front vibration damping subsystem comprises a first vibration damping device a and a second vibration 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 vibration damper a, B are connected to the front bogie frame 5 and the cylinders of the first and second vibration damper a, B are connected to the first traction device F. Preferably, the piston rods of the first and second vibration damper a, B are connected to the first traction device F, and the cylinders of the first and second vibration damper a, B are connected to the front bogie frame 5. As shown in fig. 1, when the current vibration reduction subsystem works independently, the rod cavities and the rodless cavities of the first vibration reduction device a and the second vibration reduction device B are respectively communicated, and when the vehicle swings, the swing motion drives the relative positions of the cylinder bodies or piston rods of the first vibration reduction device a and the second vibration reduction device B to change, so that the oil liquid in the rod cavities and the rodless cavities of the first vibration reduction device a and the second vibration reduction device B is driven to transfer, and the 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 vibration damping subsystem comprises at least a third vibration damping device C and a fourth vibration damping device D, which are symmetrically arranged on both sides of the second traction device R, respectively connected to the rear bogie frame 13 and the second traction device R. As shown in fig. 1, when the rear vibration damping subsystem works alone, the working principle is the same as that of the front vibration damping device. Preferably, the first traction means F are embodied as a front bogie core plate; the second traction means R is embodied as a rear bogie core plate.
According to a preferred embodiment, the hydraulic lines of the front and rear vibration damping subsystems communicate with each other when the front and rear vibration damping subsystems are operated in conjunction. Preferably, the hydraulic pipelines of the front vibration reduction subsystem and the rear vibration reduction subsystem are communicated in the following manner: the oil paths of the vibration damping devices on any diagonal line on the front and rear bogies are interconnected, namely, the oil paths of the first vibration damping device A on the front bogie frame 5 and the third vibration damping device C on the rear bogie frame 13 are interconnected; the oil passages of the second damper B on the front bogie frame 5 and the fourth damper 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 located on the rear bogie frame 13 are connected in an oil path manner that the first rod cavity a-2 of the first vibration damping device a is communicated with the third rod cavity C-2 of the third vibration damping device C; the first rodless chamber A-4 of the first vibration damping device A communicates with the third rodless chamber C-4 of the third vibration damping device C. Preferably, as shown in fig. 3, the second vibration damping device B and the fourth vibration damping device D located on the rear bogie frame 13 are connected in an oil path manner that the second rod cavity B-2 of the second vibration damping device B is communicated with the fourth rod cavity D-2 of the fourth vibration damping device D; the second rodless chamber B-4 of the second vibration damping device B communicates with the fourth rodless chamber D-4 of the fourth vibration damping device D. When the vehicle runs along a curved road, the serpentine motion of the vehicle body 14 drives the relative positions of the piston rod and the cylinder of each vibration damping device to change, and the connection mode is such that the transverse vibration damping devices distributed along the diagonal line still move in opposite directions to each other during the serpentine motion, namely, when the first vibration damping device A moves in tension (compression), the third vibration damping device C on the diagonal line moves in compression (tension); when the second vibration damping device B is in a stretching (compression) motion, the fourth vibration damping device D is in a compression (stretching) motion.
According to a preferred embodiment, it further comprises hydraulic auxiliaries for regulating the hydraulic pressure in the hydraulic line, which hydraulic auxiliaries are arranged on the hydraulic line in such a way that they can supply the damping system with an appropriate hydraulic pressure in dependence on the vehicle movement state. The hydraulic auxiliaries include an accumulator and a damping valve. The accumulator is internally provided with fixed air pressure, and when the hydraulic pressure is high, the compression volume enables the internal air pressure to rise so as to keep balance with the current high hydraulic pressure, namely energy storage; when the hydraulic pressure is low, the volume of the internal gas is enlarged, and the air pressure is reduced so as to keep balance with the low hydraulic pressure, namely energy release. The energy accumulators are respectively arranged on the four hydraulic pipelines with two ends respectively connected with different vibration reduction devices, so that the rigidity of the vibration reduction system can be adjusted, and the vibration reduction system can provide proper hydraulic force. The damping valve is capable of dissipating vibration energy and adjusting the damping of the vibration reduction system so that the vibration reduction system is capable of providing the proper hydraulic pressure. Preferably, the damping valve is an adjustable damping valve, so that system vibration can be damped rapidly while overshoot of the system is prevented, the damping size of the damping valve can be adjusted, and variable hydraulic pressure output is realized, so that the requirements of vehicles on different hydraulic pressures in different motion states and motion environments are met. Preferably, the adjustable damping valve may be implemented as a stepped adjustable damping valve or as a stepless adjustable damping valve. Through the arrangement mode, after the liquid rigidity of the hydraulic cylinder, the overall dynamic rigidity and dynamic damping of the vibration damper are changed, the rigidity of the vibration damper system is also changed, the working response time of the vibration damper system, the magnitude of the generated turning moment and the transverse rigidity of the whole secondary suspension are changed, so that the running stability, the stability and the curve passing capability 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 judging the running and swinging states of the vehicle and a control center 11 in data connection with the sensors 12 for receiving detection data of the sensors 12 and judging the moving states of the vehicle based on the detection data. Preferably, the detection data includes at least: vehicle GPS, real-time speed, frame end lateral acceleration, body longitudinal, lateral and vertical speeds, bogie to body lateral displacement, yaw angle and angular speed. Preferably, the control center 11 also calculates a control strategy for controlling the pipe communication relationship of the front and rear bogies based on the above detection data.
According to a preferred embodiment, the vibration damping system of the present embodiment further includes a pipeline switching device 10, where 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 transverse vibration damping system based on the received control command. Preferably, the line switching device 10 can be embodied as a first solenoid directional valve. Preferably, the first electromagnetic directional valve executes the work after receiving the control command. Preferably, the control center 11 is capable of designing a control strategy based on the rail vehicle dynamics evaluation index. Preferably, the vehicle dynamics evaluation index design may be: serpentine motion stability (axle boxes, truck frames, etc. lateral acceleration), operational stability (Spearling stability, comfort and vibration acceleration, etc.), operational safety (derailment coefficient, axle lateral force, wheel load shedding rate, and truck overturning coefficient), or other indicators. Preferably, the control strategy may be implemented as: when it is detected that the vehicle is traveling along an approximately ideal straight track, the control center 11 controls the first electromagnetic directional valve to be in a first operating position (left position as shown in fig. 2) so that the front vibration reduction subsystem and the rear vibration reduction subsystem are in an independent operating state; when the vehicle is detected to be in a curve way, the control center 11 controls the first electromagnetic directional valve to be in a second working position (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 therefore the snaking 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 a final position of the first electromagnetic directional valve. Preferably, the travel path of the vehicle may be determined according to 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 line, which pressure monitoring module is in data connection with said control center 11, the control center 11 calculating 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 valves on each hydraulic line based on the pressure detection data in the hydraulic lines to adapt to the current running state of the vehicle. Preferably, the monitoring data of the pressure monitoring module includes at least one of: pressure data of the hydraulic line and pressure data at the line switching device.
For ease of understanding, the working principle of a preferred embodiment of the present vibration damping system is described below:
when the vehicle is traveling along a nearly ideal straight track, the first electromagnetic directional valve is in the first operating position as shown in fig. 1 or 2, where the first damper device a located on the front bogie frame 5 is in communication with the rod-and rodless chambers of the second damper device B, respectively. When the vehicle body 14 does yaw motion along the negative direction of the coordinate axis relative to the front bogie frame 5, a first piston rod A-1 in the first vibration reduction device A drives a first piston A-3 to do stretching motion, namely, to do positive direction motion along the coordinate axis; the second piston rod B-1 in the second vibration damper B drives the second piston B-3 to do compression motion, namely, do positive direction motion along the coordinate axis. At this time, the oil in the first rod cavity A-2 of the first vibration damper A flows through the first adjustable damping valve E-1, passes through the pipeline switching device 10, and then flows through the second energy accumulator G-2 and the eighth adjustable damping valve E-8 to enter the second rod cavity B-2 of the second vibration damper B, so as to supplement the oil in the cavity; at this time, the oil in the second rodless chamber B-4 of the second vibration damping device B flows through the seventh adjustable damping valve E-7 and the first accumulator G-1, passes through the pipeline switching device 10, and then flows through the second adjustable damping valve E-2 to enter the first rodless chamber a-4 of the first vibration damping device a to supplement the oil in the chamber. In the oil 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 jointly act, so that oil 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, so that the hydraulic pressure acts on the vehicle body 14 through the first traction device F. The force direction is opposite to the yaw movement direction of the car body 14, so that the snaking movement of the car body 14 is restrained, and the running stability of the railway car is improved.
The third damper device C and the fourth damper device D in the rear bogie frame 13 operate in the same manner as described above.
When the vehicle body 14 does yaw movement 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 reduction device D drives a fourth piston D-3 to do stretching movement, namely, to do movement along the positive direction of the coordinate axis; the third piston rod C-1 in the third vibration damper C drives the third piston C-3 to do compression motion, namely, do positive direction motion along the coordinate axis. At this time, the oil in the fourth rod cavity D-2 of the fourth vibration damping device D flows through the third adjustable damping valve E-3 along the third hydraulic circuit 8, and flows through the third accumulator G-3 and the sixth adjustable damping valve E-6 to enter the third rod cavity C-2 of the third vibration damping device C through the pipeline switching device 10, so as to supplement the oil in the cavity; at this time, the oil in the third rodless chamber C-4 of the third vibration damping device C flows through the fifth adjustable damping valve E-5 and the fourth accumulator G-4 along the fourth hydraulic circuit 9, passes through the pipeline switching device 10, and then flows through the fourth adjustable damping valve E-4 to enter the fourth rodless chamber D-4 of the fourth vibration damping device D to supplement the oil in the chamber. In the oil 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 jointly act, so that oil in a pipeline has certain hydraulic pressure, and the hydraulic pressure acts on the fourth vibration reduction device D and the third vibration reduction device C respectively, so that the hydraulic pressure acts on the vehicle body 14 through the second traction device R. The force direction is opposite to the yaw movement direction of the car body 14, so that the snaking movement of the car body 14 is restrained, and the running stability of the railway car is improved.
Similarly, when the vehicle body 14 is yaw-moved in the positive coordinate axis direction with respect to the front and rear bogie frames 5 and 13, the vibration damping devices A, B, C and D in the front and rear bogie frames 5 and 13 operate in the same manner as described above, except that the piston rods in the vibration damping devices are moved in opposite directions and the oil in the oil passages is moved in opposite directions.
When the vehicle runs along the curved road, the first electromagnetic directional valve is in the second working position as shown in fig. 3, and at this time, the first rodless cavity a-4 and the first rod cavity a-2 of the first vibration damping device a are respectively communicated with the third rodless cavity C-4 and the third rod cavity C-2 of the third vibration damping device C. When the railway vehicle turns left through a curve along the plane shown in fig. 3, the vehicle body 14 exhibits both a yaw motion in the positive direction of the coordinate axis with respect to the front and rear bogie frames 5 and 13 and a slight yaw motion in the longitudinal direction or clockwise about the rotational axis under the bogie traction. At this time, a first piston rod A-1 in the first vibration damper A drives a first piston A-3 to do compression motion, namely, to do negative motion along the coordinate axis; the third piston rod C-1 in the third vibration damper C drives the third piston C-3 to do compression motion, namely, to do positive direction motion along the coordinate axis. At the moment, the oil liquid in the first rodless cavity A-4 in the first vibration damper A flows through the second adjustable damping valve E-2 and enters the fourth energy accumulator G-4; the oil in the third rodless cavity C-4 in the third vibration damper C flows through the fifth adjustable damping valve E-5, passes through the first electromagnetic directional valve and enters the fourth energy accumulator G-4. At this time, the oil pressure in the first hydraulic circuit 6 increases, and the fourth accumulator G-4 and the second and fifth adjustable damping valves E-2 and E-5 work together to increase the rigidity of the vibration damping device, thereby generating a turning moment acting counterclockwise about the rotation axis of the vehicle body 14, which acts on the vehicle body 14 through the first and second traction devices F and R to cause the vehicle body 14 to rotate clockwise about the rotation axis following the front bogie frames 5 and 13 in the same direction as the waiting direction of the vehicle. At this time, the oil pressure in the second hydraulic circuit 7 is lowered, but the oil pressure in the line is replenished due to the cooperation 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, so that the track impact is reduced, and the vehicle curve passing ability is improved. Similarly, the third damper C in the front bogie frame 5 and the fourth damper D in the rear bogie frame 13, which are located on the other diagonal, operate in the same manner as described above.
Similarly, when the rail vehicle travels leftward along the plane while turning right through the curve, the vehicle body 14 exhibits, under the inertial force, both yaw motion in the negative direction of the coordinate axis with respect to the front truck frame 5 and the rear truck frame 13 and slight yaw motion in the longitudinal direction or counterclockwise about the rotation axis under the truck traction. At this time, the operation principle of the vibration damping devices A, B, C and D in the front and rear bogie frames 5 and 13 is the same as that described above, except that the piston rods of the vibration damping devices are moved in opposite directions, and the oil in the oil passages is moved in opposite directions.
Example 2
This embodiment is a further improvement of embodiment 1, and the repeated contents are not repeated.
The present embodiment provides an interconnected secondary suspension transverse vibration damper for a railway vehicle, wherein the first vibration damper a and the fourth vibration damper D are distributed on the chassis of the vehicle body 14 in a manner of being located on a first side of the longitudinal axis of the vehicle body 14, and the second vibration damper B and the third vibration damper C are distributed on the chassis of the vehicle body 14 in a manner of being located on a second side of the longitudinal axis of the vehicle body 14 opposite to the first side.
As shown in fig. 4 and 5, the hydraulic lines of the first rod-shaped chamber a-2 and the first rodless chamber a-4 of the first vibration 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 pipes of the second rod-shaped 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 pipes of the third rod-shaped chamber C-2 and the third rod-free 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-shaped chamber D-2 and the fourth rod-free chamber D-4 of the fourth vibration damping device D are connected to the third side of the sixth electromagnetic directional valve 15 through the fourth electromagnetic directional 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 vibration damping device is adjusted in the same manner as in 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 the working positions and the sixth electromagnetic directional valve 15 is in the third working position as shown in fig. 6, the oil paths of 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 at the moment, oil can be communicated between rod cavities and rodless cavities of the four vibration dampers respectively, so that the oil pressure balance of the pipeline is maintained. Preferably, the third operating position is a four-way shut-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 rest position, that is, the valve core is in the fourth operating position as shown in fig. 4 and 5, the oil paths of the first vibration damping device a, the second vibration damping device B, the third vibration damping device C and the fourth vibration damping device D are interrupted and communicated and are independent of each other, and at this time, the vibration damping devices are converted into non-interconnected ordinary vibration damping devices for railway vehicles. Preferably, the fourth operating position is a four-channel off position.
It should be noted that the above-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the invention is defined by the claims and their equivalents. The description of the invention encompasses multiple inventive concepts, such as "preferably," "according to a preferred embodiment," or "optionally," all means that the corresponding paragraph discloses a separate concept, and that the applicant reserves the right to filed a divisional application according to each inventive concept. Throughout this document, the word "preferably" is used in a generic sense to mean only one alternative, and not to be construed as necessarily required, so that the applicant reserves the right to forego or delete the relevant preferred feature at any time.
Claims (9)
1. An interconnected secondary suspension transverse vibration damping system for a railway vehicle, the railway vehicle comprising a vehicle body and a bogie connected to each other, characterized in that the transverse vibration damping system comprises at least a front vibration damping subsystem and a rear vibration damping subsystem connected between the vehicle body and the bogie,
The transverse vibration reduction system can control the front vibration reduction subsystem and the rear vibration reduction subsystem to work cooperatively or independently by changing the hydraulic pipeline communication relation of the front vibration reduction subsystem and the rear vibration reduction subsystem aiming at the running scene of the railway vehicle along a straight path or along a curved path;
the front vibration reduction subsystem and the rear vibration reduction subsystem are configured to: the direction and magnitude of damping provided to the rail vehicle for suppressing the adverse vibration forms of the rail vehicle can be changed according to the running of the rail vehicle along the routes of different path parameters to form a moment for promoting the rail vehicle to stably run along the routes of the current path parameters, so that the rail vehicle can stably run along the rail.
2. The lateral vibration reduction system according to claim 1, wherein the front vibration reduction subsystem and the rear vibration reduction subsystem are configured to operate independently of each other to provide a yaw damping force opposite a yaw movement direction of the vehicle body along a lateral coordinate axis in a case where the rail vehicle is traveling along a straight path.
3. The transverse vibration damping system according to claim 1, wherein the front vibration damping subsystem and the rear vibration damping subsystem 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 radial direction of articulation, in the event that the rail vehicle is traveling along a curved path.
4. The transverse vibration damping system according to claim 1, characterized in that it further comprises a control center (11) provided with a number of sensors (12) in such a way that the state of motion of the rail vehicle can be detected, the control center (11) judging the current running state of the rail vehicle on the basis of the detection parameters transmitted by the number of sensors (12).
5. The lateral vibration damping system according to claim 4, further comprising a line switching device, wherein the control center (11) calculates a control strategy based on the detected parameter and transmits a control instruction for controlling a hydraulic line communication relationship to the line switching device based on the control strategy, and the line switching device receives the control instruction and switches the line communication relationship of the front vibration damping subsystem and the rear vibration damping subsystem based on the control instruction.
6. The lateral vibration reduction system according to claim 4, wherein the sensed parameters include at least: vehicle GPS, real-time speed, frame end lateral acceleration, body longitudinal, lateral and vertical speeds, lateral displacement of the truck from the body, yaw angle, and angular speed.
7. The transverse vibration damping system according to claim 5, further comprising hydraulic auxiliaries, which are each arranged on the hydraulic line and in data connection with the control center (11) in such a way that they can provide a suitable hydraulic pressure in dependence on the state of motion of the rail vehicle.
8. The transverse vibration damping system according to claim 7, further comprising a pressure monitoring module for monitoring the hydraulic pressure in the hydraulic line, the pressure monitoring module being in data connection with the control center (11), the control center (11) calculating a control strategy for the hydraulic auxiliary based on the monitoring data of the pressure monitoring module.
9. The lateral vibration reduction system according to claim 8, 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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| CN114670886A (en) | 2022-06-28 |
| CN217260056U (en) | 2022-08-23 |
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