CN114771593B - Anti-snaking railway vehicle vibration reduction system - Google Patents
Anti-snaking railway vehicle vibration reduction system Download PDFInfo
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- CN114771593B CN114771593B CN202210377606.1A CN202210377606A CN114771593B CN 114771593 B CN114771593 B CN 114771593B CN 202210377606 A CN202210377606 A CN 202210377606A CN 114771593 B CN114771593 B CN 114771593B
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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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Abstract
The invention relates to an anti-meandering railway vehicle vibration reduction system, which comprises a railway vehicle body and a bogie connected with wheel pairs, wherein the vibration reduction system is symmetrically connected between the railway vehicle body and the bogie. The damping force provided by the vibration reduction system against relative movement is calculated from the operating state of the rail vehicle and the tendency of relative movement between the body and the bogie in relation to the operating state of the rail vehicle. When the railway vehicle travels along a curved road where the traveling distances of the left and right wheel sets are not uniform, different damping forces against the relative movement between the vehicle body and the bogie can be provided based on the magnitude of the radius of curvature of the curved road. The vibration damping system provides different damping forces against relative movement between the vehicle body and the bogie based on the magnitude of the relative movement tendency between the vehicle body and the bogie when the vehicle travels along a straight road where the travel distances of the left and right wheel sets are uniform.
Description
Technical Field
The invention relates to the technical field of vibration reduction systems, in particular to an anti-snaking railway vehicle vibration reduction system.
Background
The oil pressure shock absorber is a key part on the railway vehicle, particularly an anti-hunting shock absorber, has extremely high technical content, and the quality of the working performance of the oil pressure shock absorber is directly related to the riding comfort and the safety of the railway vehicle. The installation of anti-hunting hydraulic dampers on trains has become a trend and the rail head office specifies that anti-hunting dampers must be installed on trains at speeds above 160 km/h. In recent years, along with the rapid development of high-speed rail technology in China, the speed of rail vehicles is continuously improved, the technical requirements for anti-snake vibration dampers are also higher and higher, and the research on anti-snake vibration dampers by various scientific research institutions is also continuously deepened.
At present, the speed per hour of a motor train unit in China exceeds 300 km/h, and the running stability and safety requirements of vehicles are important technical problems to be solved urgently in the technical field. In the prior art, due to the inherent structures of a vehicle body and a bogie, the vehicle inevitably has a hunting trend during running, the running track of the vehicle is reduced in accordance with the track, and the stability of the vehicle is further reduced. The vehicle requires different anti-hunting damping forces when running at different speeds, while the vibration damping system only needs to provide a smaller damping force when the vehicle is turning. The vibration damping system is thus required to provide a sufficiently large damping force and to achieve a controllable and adjustable damping. Each shock absorber of the traditional shock absorbing system works independently, has a complex structure, is high in price and is not easy to maintain.
The document of publication CN109747365a proposes a hydraulic device and a vehicle using the same, which includes front and rear pairs of hydraulic cylinders for four wheel arrangements of the vehicle, respectively. In the front and back two pairs of hydraulic cylinders, the rod cavity and the rodless cavity of one of the same pair of hydraulic cylinders are respectively and selectively communicated with the rod cavity and the rodless cavity of the other hydraulic cylinder through an electromagnetic reversing valve, the rod cavities of the two hydraulic cylinders on the left and right sides are communicated through a first oil conveying pipeline, the rodless cavity is communicated through a second oil conveying pipeline, the first oil conveying pipeline and the second oil conveying pipeline are respectively connected with an energy accumulator, the hydraulic interconnection device further comprises two main oil conveying pipelines which are respectively communicated with the first oil conveying pipeline and the second oil conveying pipeline and are used for connecting an oil tank and an oil pump, the two main oil conveying pipelines are sequentially connected with a first electromagnetic valve for reversing and cutting off the two main oil conveying pipelines and a second electromagnetic valve for shunting and parallel-flowing the two main oil conveying pipelines in series along the direction of the hydraulic cylinders, the hydraulic interconnection device further comprises a control device and a height detection device which is connected with the control device and is respectively used for measuring the heights of two sides of a vehicle, and the control device is connected with the electromagnetic reversing valve and the first electromagnetic valve and the second electromagnetic valve. However, the prior art has few applications in the aspect of resisting the snake-like movement of the railway vehicle, is difficult to achieve good effect in the aspect of resisting the snake-like movement of the railway vehicle, and in addition, an adjustable damping valve is not arranged in the prior art, so that the adjustable damping supply cannot be performed on the damping force required to be applied for resisting the snake-like movement.
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 order to overcome the defects in the prior art, the invention provides an anti-snaking railway vehicle vibration reduction system, which comprises a vehicle body and a bogie connected with a wheel set, wherein the vibration reduction system is symmetrically connected between the vehicle body and the bogie, and the damping force provided by the vibration reduction system for resisting relative movement is calculated from the running state of the railway vehicle and the relative movement trend between the vehicle body and the bogie related to the running state of the railway vehicle. The vibration damping system controls relative movement between the vehicle body and the bogie within a first threshold range when the vehicle travels along a curved road where the traveling distances of the left and right wheel sets are not uniform, and provides different damping forces against the relative movement between the vehicle body and the bogie based on the magnitude of the radius of curvature of the curved road. The vibration damping system controls relative movement between the vehicle body and the bogie within a second threshold range when the vehicle travels along a straight road where the travel distances of the left and right wheel sets are uniform, and provides different damping forces against the relative movement between the vehicle body and the bogie based on the magnitude of the relative movement tendency between the vehicle body and the bogie.
The bogie is one of important parts of the railway vehicle, and is connected with the vehicle body through a connecting device such as a heart disk or a side bearing, and the connecting device is used for transmitting vertical force, longitudinal force and transverse force between the vehicle body and the bogie, so that the axle weight on the vehicle body can be uniformly distributed, and the stability and safety of the vehicle body are ensured. The various parameters of the bogie also directly determine the dynamic performance, stability performance and ride comfort of the vehicle. When the vehicle passes through a curved road, the vehicle body can roll due to the transverse acting force transmitted by the bogie, and the tilting amount of the vehicle body can be controlled within a specified range by providing a rotation damping moment between the vehicle body and the bogie, so that the normal posture of the vehicle body is maintained, and the snaking movement of the bogie is restrained, namely, the relative movement of the vehicle body and the bogie is within a first threshold range. The magnitude of the tendency of the vehicle body to roll varies depending on the radius of curvature of the curved road and the speed of the vehicle passing through the curved road, and the damping force required to be provided to maintain the amount of inclination of the vehicle body within a prescribed range varies, so that it is necessary to calculate the direction and magnitude of the damping force required based on actual vehicle running data.
When the vehicle runs along a straight track, yaw movement or yaw movement occurs to the bogie due to interference of natural and unnatural factors such as track irregularity, wheel track impact and crosswind, and damping force is needed to control the relative movement of the vehicle body and the bogie within a second threshold range so as to inhibit the snaking movement of the bogie and reduce high-frequency excitation of wheels to the bogie or the vehicle body, thereby improving the running stability, comfort and critical speed of the vehicle.
When a vehicle passes through a curved road, the running distances of wheel pairs on two sides of the bogie are different, if excessive damping force for inhibiting the snaking movement is applied to the bogie, the steering difficulty of the vehicle or the snaking movement trend after the steering can be caused, so that the relative movement trend of the bogie and the vehicle body is required to be controlled within a relatively large first threshold range, the bogie can conveniently run along the curved track smoothly, and the vehicle body is normally overstretched by the traction of the bogie; when the vehicle runs along the straight track, the running distance of the wheel pairs on both sides of the bogie is the same, and a large rotation damping force needs to be provided to restrain the bogie or the snaking motion of the bogie, so that the relative motion trend of the bogie and the bogie needs to be controlled within a smaller second threshold value range to restrain the snaking motion of the bogie and the bogie.
Since the straight track actually traveled is not completely straight and the radius of curvature of each curved track is also different, the first threshold range and the second threshold range are changed in real time according to the actual travel route.
The relative movement trend of the vehicle body and the bogie is different when the vehicle body runs on a curved road with the same curvature radius at different speeds and runs on a straight road at different speeds, and the anti-snake movement damping force which is different in size and opposite to the relative movement trend of the vehicle body and the bogie is required to be provided according to the different relative movement trend so as to control the relative movement trend of the vehicle body and the bogie within a first threshold range or a second threshold range and coordinate the stable running of the vehicle body and the riding comfort of the vehicle.
Preferably, the vibration damping system provides a greater damping force against relative movement when there is a greater tendency for relative rotation between the vehicle body and the bogie and a lesser damping force against relative movement when there is a lesser tendency for relative movement between the vehicle body and the bogie to compromise stability and safety when the railway vehicle is in operation. The determination of the magnitude of the relative movement trend between the vehicle body and the bogie can be based on the parameters of the vehicle running: and calculating the real-time speed, the acceleration, the steering angle of the bogie and the vehicle body and the angular speed of the steering angle.
According to a preferred embodiment, the vibration damping system comprises a first vibration damping assembly and a second vibration damping assembly which are mutually connected, the first vibration damping assembly and the second vibration damping assembly are mutually connected through an oil circuit of a hydraulic auxiliary, and the control system controls the hydraulic auxiliary to change the oil circuit connection mode of the first vibration damping assembly and the second vibration damping assembly and the oil flow speed and direction in the oil circuit so as to change the damping force provided by the first vibration damping assembly and the second vibration damping assembly and used for preventing relative rotation between the vehicle body and the bogie.
According to a preferred embodiment, the control system controls the hydraulic auxiliaries to accelerate the oil flow velocity in the interconnecting oil passages of the first vibration reduction assembly and the second vibration reduction assembly based on the travel of the vehicle body along a track which is not arranged in a straight line, so that the vibration reduction system provides a smaller damping force.
According to a preferred embodiment, the control system generates control signals for controlling the interconnection state of the first and second damping assemblies based on operating parameters of the rail vehicle.
According to a preferred embodiment, the operating parameters of the railway vehicle include vehicle GPS, real-time speed, acceleration, bogie-to-body angle and angular velocity thereof, etc.
According to a preferred embodiment, the control system regulates the oil circuit interconnection mode of the first vibration reduction assembly and the second vibration reduction assembly based on the frequency and the amplitude of the snake-shaped motion of the railway vehicle, so as to regulate the damping force output by the vibration reduction system.
The invention also provides a control system of the anti-snaking railway vehicle vibration reduction system, which adjusts the oil circuit interconnection mode of the vibration reduction system arranged between the vehicle body and the bogie and the oil liquid flowing state in the oil circuit based on the running state parameters of the railway vehicle so as to generate a proper damping force for inhibiting the snaking motion of the vehicle, wherein the control system controls the opening/closing of a hydraulic valve in the oil circuit so as to control the damping force provided by the vibration reduction system.
The control system firstly judges whether the vehicle runs along a straight line track or a curve track, and then adjusts the damping force provided by the damping system for the vehicle body and the bogie according to the running state parameters of the vehicle on the corresponding road. The manner in which the control system determines the linear and curved orbits of the vehicle may be a roadmap obtained from a map path or the like of satellite positioning. Preferably, the control system can also receive an instruction sent by a vehicle-mounted calculation control unit to realize remote control.
Preferably, the control system is further capable of modifying the control strategy in conjunction with a historical control database of historical vehicle operation on the road segment. For example, the control system adjusts the magnitude and direction of the damping force provided this time in combination with the speed of the rest of the vehicles traveling on the road section in the history database, the magnitude of the relative movement trend generated by the vehicle body and the bogie, the damping force provided by the vibration damping system, the actual relative movement magnitude of the vehicle and the bogie after the damping force is provided, the vibration amplitude of the vehicle body and the wheel set, and the like. The historical database is formed by data analysis and storage after arrangement according to the travelling parameters of each vehicle passing through the road section, and can comprise a correlation curve of factors such as the travelling speed of the vehicle on the road section, the damping force of the vibration reduction system, the vibration of the vehicle and the like, and the control system can correct the provided damping force according to the actual speed and the correlation curve; the travel data of the vehicle on the road section can also be saved in the database to correct the association curve.
In another aspect, the present invention also provides a hydraulic valve for an anti-serpentine rail vehicle vibration reduction system, the hydraulic valve configured to: and receiving a first opening and closing signal generated by a control system based on the acquired frequency and amplitude of the serpentine motion of the vehicle, performing operation processing on the first opening and closing signal to obtain a control signal which can be directly identified and executed by the control system, and adjusting the working state of the control system to the opening degree corresponding to the first opening and closing signal based on the identified control signal information.
In another aspect, the present invention also provides a curve driving control method for a railway vehicle, wherein the control system controls the vibration reduction system to generate a small damping force based on the running of the vehicle body along a non-linear track so as to facilitate the over-bending of the railway vehicle.
The method comprises the following steps: when the railway vehicle runs along a non-linear track, the control system sends a control signal for accelerating the flow rate to the hydraulic auxiliary based on the running direction of the carriage, the hydraulic auxiliary changes the connection relation and the opening degree of the connecting pipeline between the first vibration reduction assembly and the second vibration reduction assembly based on the received control signal for accelerating the flow rate, so that the oil liquid flowing speed in the interconnection oil way of the first vibration reduction assembly and the second vibration reduction assembly is accelerated, the vibration reduction system provides smaller damping force,
the invention further provides a vibration reduction method of the anti-hunting railway vehicle, wherein a vibration reduction system is connected between a vehicle body of the railway vehicle and a bogie of a fifth wheel pair, and the damping force provided by the vibration reduction system for resisting relative movement is calculated according to the running state of the railway vehicle and the relative movement trend between the vehicle body and the bogie related to the running state of the railway vehicle.
The method comprises the following steps:
the vibration damping system controls relative movement between the vehicle body and the bogie within a first threshold range when the vehicle is running along a curved road where the traveling distances of the left and right wheel sets are not uniform, and provides different damping forces against the relative movement between the vehicle body and the bogie based on the magnitude of the radius of curvature of the curved road.
When the vehicle runs along a straight road with consistent walking distance of the left wheel pair and the right wheel pair, the vibration reduction system controls the relative movement between the vehicle body and the bogie to be in a second threshold range, the control system controls the vibration reduction system to adapt to a larger relative movement trend between the vehicle body and the bogie to provide larger damping force for preventing the relative rotation, and the control system controls the vibration reduction system to adapt to a smaller relative movement trend between the vehicle body and the bogie to provide smaller damping force for preventing the relative rotation.
Drawings
FIG. 1 is a simplified schematic diagram of a vibration damping system 1 for an anti-hunting railway vehicle according to the present invention;
fig. 2 is a schematic diagram of an oil path of the vibration damping system 1 according to the present invention;
fig. 3 is a working schematic diagram of the vibration damping system 1 in an application scenario provided by the present invention;
FIG. 4 is a schematic view of a vibration damping system 1 according to a preferred embodiment of the present invention;
FIG. 5 is a schematic view of a vibration damping system 1 according to a preferred embodiment of the present invention;
FIG. 6 is a schematic view of a vibration damping system 1 according to a preferred embodiment of the present invention;
FIG. 7 is a schematic view of a vibration damping system 1 according to a preferred embodiment of the present invention;
FIG. 8 is a schematic illustration of a serpentine motion of a rail vehicle.
List of reference numerals
1: a vibration damping system; 2: a damper valve stem; 3: a shock absorber cylinder; 4: a rod chamber; 5: a rodless chamber; 6: a first oil passage; 7: a second oil path; 8: a hydraulic valve; 9: a bogie; 10: a vehicle body; 11: an accumulator; 12: a damping valve; 1-1: a first vibration damping assembly; 1-2: a second vibration damping assembly; 2-1: a first valve stem; 2-2: a second valve stem; 3-1: a first cylinder; 3-2: a second cylinder; 4-1: a first rod chamber; 4-2: a second rod chamber; 5-1: a first rodless chamber; 5-2: a second rodless chamber; 11-1: a first accumulator; 11-2: a second accumulator; 12-1: a first damping valve; 12-2: and a second damping valve.
Detailed Description
The following is a detailed description with reference to fig. 1-8.
Example 1
Fig. 1 shows an anti-hunting vibration damping system 1 comprising:
a vibration damping system 1 for providing vibration damping, and a hydraulic valve 8 for controlling the magnitude of antiserpentine damping output by the vibration damping system 1.
It is provided herein that the side closest to the first vibration damping assembly 1-1 is the first side and the side closest to the second vibration damping assembly 1-2 is the second side; and specifies that the traveling direction of the vehicle is the direction from the first rod-shaped chamber 4-1 to the first rodless chamber 5-1.
The hunting of the railway vehicle refers to a kind of lateral vibration that may occur when the railway vehicle runs at a high speed in a straight line. Because the tread surface of the wheel is conical, and gaps exist between the rim and the steel rail, when the center of the wheel set occasionally deviates from the center of the linear track in the running process, the two wheels roll on the steel rail by rolling circles with different diameters, and the wheel set rotates back and forth around the vertical axis of the center of mass of the wheel set while transversely swinging, so that a wave-shaped motion similar to a snake motion is generated. The serpentine motion of the locomotive may be further divided into a wheel serpentine motion and a truck serpentine motion, as shown in fig. 8, where the serpentine motion of the truck 9 causes the front and rear wheel sets of the truck 9 to swing back and forth in opposite directions in the lateral direction. The damping system 1 provided by the invention is faced with a serpentine motion of the bogie 9 with the aim of preventing lateral oscillations of the bogie 9.
According to a preferred embodiment, the vibration damping system 1 comprises a first vibration damping assembly 1-1 and a second vibration damping assembly 1-2. Preferably, the first vibration damping assembly 1-1 and the second vibration damping assembly 1-2 are each disposed on both sides of the vehicle longitudinal center line in parallel with each other in the longitudinal direction of the vehicle. Preferably, the vibration damping system 1 further comprises a vibration damper valve rod 2 and a vibration damper cylinder 3. Preferably, the damper valve stem 2 is connected to the truck 9 and the damper cylinder 3 is connected to the truck body 10 (or vice versa) so that the damping system 1 is able to provide damping forces against the vehicle's snaking motion to the truck body 10 and the truck 9 to counteract the relative motion between the two caused by the snaking motion of the truck 9 based on the damper valve stem 2 connected to the truck 9 and the damper cylinder 3 connected to the truck body 10.
As shown in fig. 1, the vibration damping system 1 is preferably constructed in the same internal structure such that the directions in which the two damper valve stems 2 extend outward are opposite to each other. Preferably, the vibration damping system 1 comprises a damper cylinder 3 for forming a damper chamber and a damper piston arranged in the chamber formed by the damper cylinder 3 and slidingly connected to the inner wall of the damper cylinder 3. Preferably, the damper piston is fixedly or detachably connected to the damper valve stem 2, more preferably at least part of the damper valve stem 2 is located in the chamber of the damping system 1, and the other part opposite thereto is capable of extending through at least one end of the damper cylinder 3 and into the external space. Preferably, the two surfaces of the damper valve rod 2 and the damper cylinder 3 contacting each other are slidably connected in a manner capable of maintaining air tightness so that the damper valve rod 2 can reciprocate in the length direction of the damper cylinder 3, and preferably, when the vehicle turns or the vehicle makes a serpentine motion, the two damper pistons respectively drive the respective corresponding damper valve rods 2 to move away from or close to each other.
According to another preferred embodiment, as shown in fig. 4, the first vibration damping assembly 1-1 and the second vibration damping assembly 1-2 are arranged on both sides of the vehicle in parallel with each other and in the same direction in which the two damper valve stems 2 extend outwardly.
According to a preferred embodiment, the chamber of the damping system 1 is divided by the damper piston into a rod chamber 4 containing at least partly the damper valve rod 2 and a rodless chamber 5 not containing the damper valve rod 2, preferably the four chambers formed by the damping system 1 being in communication with each other via a hydraulic oil circuit controlled by a hydraulic valve 8 so that the hydraulic medium located in one chamber can flow into the other chamber in a variable damping manner under the control of the hydraulic valve 8. Preferably, the hydraulic valve 8 includes at least four inlet/outlet ports, and is internally provided with a reversing valve having a reversing function and a damping valve 12 for varying the damping force of the oil passage in such a manner as to vary the flow rate. Preferably, the hydraulic valve 8 is capable of receiving control of an external signal to regulate the reversing valve and the damping valve 12 to achieve the effect of changing the way the oil passages are interconnected and changing the damping force of the oil passages.
According to a preferred embodiment, the individual chambers of the vibration damping system 1 can communicate with one another via an oil line, on which a hydraulic valve 8 for adjusting the damping force is arranged. Preferably, the hydraulic valve 8 may receive an external control signal to enable remote control. Preferably, the first vibration damping assembly 1-1 comprises a first rod-containing chamber 4-1 and a first rodless chamber 5-1, both of which are communicated to the hydraulic valve 8 through two oil pipes which do not interfere with each other; the second vibration damping assembly 1-2 comprises a second rod-like chamber 4-2 and a second rodless chamber 5-2 which are also connected to the hydraulic valve 8 via two oil pipes which do not interfere with each other, said connection forming at least four hydraulic branches extending outwards centered on the hydraulic valve 8. Preferably, the four hydraulic branches can communicate with each other in different ways under the action of a reversing valve provided in the hydraulic valve 8 to form at least three configurations of oil passages for the hydraulic medium to circulate between the at least two chambers. Alternatively, as shown in FIG. 5, the first rod-containing chamber 4-1 is connected to the second rod-free chamber 5-2 to constitute a second oil path 7, and the first rod-free chamber 5-1 is communicated with the second rod-containing chamber 4-2 to constitute a first oil path 6; or as shown in fig. 6, the first rod-shaped chamber 4-1 is communicated with the first rodless chamber 5-1 to form a first oil path 6, and the second rod-shaped chamber 4-2 is communicated with the second rodless chamber 5-2 to form a second oil path 7; alternatively, as shown in fig. 7, the first rodless chamber 5-1 is connected to the second rodless chamber 5-2 to form a first oil path 6, and the first rod-containing chamber 4-1 is connected to the second rod-containing chamber 4-2 to form a second oil path 7.
According to a preferred embodiment, at least two damping valves 12 arranged in the hydraulic valve 8 can be connected in a damping-variable manner to the first oil line 6 and the second oil line 7, so that the flow rate of the hydraulic medium flowing through the damping valves 12 on both oil lines under the effect of the pressure difference changes due to the regulation of the damping valves 12, and further, the damping force to which the hydraulic medium is subjected when flowing through the damping valves 12 changes, so that the damping force to which the hydraulic medium is subjected can be transmitted through the oil lines into the chambers of the damping assembly 1 and act on the damper piston and the damper cylinder 3, and finally be fed back to the vehicle body 10 and the bogie 9 connected to the damping system 1, acting against snaking movements, due to the incompressible nature of the hydraulic medium and the force interaction nature.
According to a preferred embodiment, the various components (cylinders, valve stems) of the first vibration damping assembly 1-1 on the first side of the vehicle and the second vibration damping assembly 1-2 on the second side of the vehicle are connected to the bogie 9/body 10 of the vehicle, so that the vehicle applies opposite damping forces on both sides of the vehicle to oppose the vehicle's serpentine motion or serpentine motion trend, respectively, when the vehicle is in serpentine motion or has a serpentine motion trend. Alternatively, the damper cylinder 3 is fixedly or detachably connected to the truck 9/truck body 10, and the damper valve stem 2 is fixedly or detachably connected to the truck body 10/truck 9, i.e., when one damper cylinder 3 is connected to the truck 9, its damper valve stem 2 is connected to the truck body 10; or the positions of the damper cylinder 3 and the damper valve stem 2 are interchanged between each other, i.e., when the damper cylinder 3 is attached to the vehicle body 10, the corresponding damper valve stem 2 is attached to the bogie 9. Preferably, the damper cylinders 3 of the first damper assembly 1-1 and the second damper assembly 1-2 are each connected to the vehicle body 10, and the damper valve stems 2 are each connected to the bogie 9.
When the vehicle body 10 and the bogie 9 are in relative motion at a certain angle, for example, one side of the vehicle body 10 is relatively displaced relative to one side of the bogie 9 in the same direction as the vehicle running direction, the other side of the vehicle body 10 is relatively displaced relative to the other side of the bogie 9 opposite to the vehicle running direction, the relative position change of the vehicle body 10 and the bogie 9 brings about a corresponding mechanical action, and transmits the action to the vibration damping system 1 at the two sides, the phenomenon is represented by compressing the vibration damper valve rod 2 at one side into the vibration damper cylinder 3, stretching the vibration damper valve rod 2 at the other side out of the vibration damper cylinder 3, and driving the vibration damper piston at the two sides to move, so that a pressure difference is generated between the hydraulic mediums in the respective cavities of the vibration damping system 1 at the two sides, and the hydraulic valves 8 arranged on the two oil passages flow along the set first oil passage 6 and the second oil passage 7, and at the moment, the hydraulic valves 8 can change the magnitude of the hydraulic mediums in a mode of changing the magnitude of the flow, and the magnitude of the hydraulic mediums can directly change the vibration damping force applied to the vibration damping system 1 at the two oil passages, and the vibration damping system 9 can directly achieve the purposes of changing the magnitude of the vibration damping force and the vibration damping system 1. In the above connection manner, preferably, as shown in fig. 5, the hydraulic valve 8 receives an external control signal to operate the reversing valve, so as to further communicate the first rod-shaped chamber 4-1 and the second rod-free chamber 5-2 to form a first oil path 6 through which the hydraulic medium flows, and the first rod-free chamber 5-1 and the second rod-shaped chamber 4-2 communicate to form a second oil path 7 through which the hydraulic medium flows.
According to a preferred embodiment, the oil circuit is provided with accumulators 11 capable of providing cushioning for the oil circuit and supplementing the effect of hydraulic oil, preferably at least two accumulators 11 are provided on the first oil circuit 6 and the second oil circuit 7, respectively, as shown in fig. 5, so that they can each act independently on the first oil circuit 6 and the second oil circuit 7, preferably a first accumulator 11-1 is provided on the first oil circuit 6, and a second accumulator 11-2 is identical in construction to the first accumulator 11-1 and provided on the second oil circuit 7. When the vibration damping system 1 is in operation, the pressure in the oil circuit is conducted to each place where the hydraulic medium on the circuit can reach at an extremely high speed, and a large hydraulic impact force is inevitably generated for each component connected with the oil circuit, so that the continuous and stable operation of the vibration damping system 1 is not facilitated, the service life of the vibration damping system 1 is shortened, the energy accumulator 11 is arranged so that the instantaneous hydraulic impact force in the oil circuit can be at least partially converted into mechanical energy and internal energy to be stored in the energy accumulator 11, namely, at least part of the hydraulic medium can enter the energy accumulator 11 to be stored, and the energy accumulator 11 can acquire a part of elastic potential energy/gravitational potential energy and a part of internal energy, preferably, the energy accumulator 11 gradually releases the stored mechanical energy and internal energy in a way of sending the stored hydraulic medium to an oil circuit after the hydraulic impact is completed, so that the instantaneous hydraulic impact force is converted into energy with smaller peak value and longer time to absorb and release energy, and the effect of buffering the whole oil circuit is achieved.
According to a preferred embodiment, the damping system 1 is arranged in such a way as to be able to be divided into at least the following states when the rail vehicle is moving in a serpentine shape, as shown in fig. 3:
when the vehicle is traveling in a straight line, C1: when the vehicle is traveling straight and the vehicle body 10 rotates counterclockwise relative to the bogie 9, the first vibration damping assembly 1-1 on the first side of the vehicle operates in a compressed manner, and the second vibration damping assembly 1-2 on the second side of the vehicle also operates in a compressed manner, i.e., the first valve rod 2-1 is compressed into the first cylinder 3-1 and the second valve rod 2-2 is also compressed into the second cylinder 3-2; the pressure in the first rod chamber 4-1 of the first vibration reduction assembly 1-1 is reduced, the pressure in the second rodless chamber 5-2 of the second vibration reduction assembly 1-2 is increased, so that the hydraulic medium in the second rodless chamber 5-2 flows to the first rod chamber 4-1 through the first oil path 6 under the action of pressure difference, and the hydraulic valve 8 controls the first damping valve 12-1 arranged on the first oil path 6 to apply damping force to the hydraulic medium flowing through the first oil path 6 under the action of external control signals, thereby changing the damping force on the first oil path 6; meanwhile, the pressure in the first rodless chamber 5-1 of the first vibration reduction assembly 1-1 is increased, the pressure in the second rod-containing chamber 4-2 of the second vibration reduction assembly 1-2 is reduced, so that the hydraulic medium in the first rodless chamber 5-1 flows to the second rod-containing chamber 4-2 through the second oil way 7 under the action of pressure difference, and the hydraulic valve 8 controls the damping valve 12 arranged on the second oil way 7 to apply damping force to the hydraulic medium flowing through the second oil way 7 under the action of an external control signal; preferably, the hydraulic valve 8 can control the two damping valves 12 simultaneously based on the same signal so that the two damping valves 12 can apply damping forces with the same magnitude to the oil path in the same operation mode, and the first damping assembly 1-1 and the second damping assembly 1-2 respectively apply equivalent antiserpentine damping to two sides of the vehicle under the action of the same damping force.
C2: when the vehicle is traveling straight and rotating clockwise relative to the bogie 9, the first vibration damping assembly 1-1 on the first side of the vehicle is operated in a stretched manner, and the second vibration damping assembly 1-2 on the second side of the vehicle is also operated in a stretched manner, i.e., the first valve rod 2-1 is stretched out of the first cylinder 3-1 and the second valve rod 2-2 is stretched out of the second cylinder 3-2. The pressure in the first rod-shaped chamber 4-1 is increased, the pressure in the second rod-free chamber 5-2 is reduced, and the hydraulic medium in the first rod-shaped chamber 4-1 is caused to flow into the second rod-free chamber 5-2 through the first oil way 6 under the action of pressure difference; the pressure in the first rodless chamber 5-1 decreases and the pressure in the second rod-like chamber 4-2 increases, causing the hydraulic medium in the second rod-like chamber 4-2 to flow into the first rodless chamber 5-1 through the second oil passage 7 by the pressure difference. Preferably, the hydraulic valve 8 adjusts the output damping of the vibration reduction system 1 in a regulated manner in the case of C1.
Preferably, the hydraulic valve 8 can control the cutoff damping valve 12 when the vehicle turns to unload the damping forces exerted on the first and second oil passages 6 and 7 by the first and second damping valves 12-1 and 12-2 when resisting the snake-like motion so that the anti-snake-like vibration damping system 1 does not significantly affect the steering of the vehicle.
When the vehicle turns left in the direction of travel, the body 10 has made an angle with the bogie 9 that is formed by its counterclockwise rotation relative to the bogie 9. And C3: the vehicle simultaneously carries out a serpentine movement of the body 10 rotating clockwise with respect to the bogie 9, and the change of the angle between the body 10 and the bogie 9 due to the serpentine movement is smaller than the angle already formed when the vehicle turns, at which time the vibration reduction systems 1 located on both sides of the vehicle operate in a tensile manner on the basis of having been compressed; and C4: the vehicle is simultaneously caused to move in a serpentine manner counter-clockwise with respect to the bogie 9 of the body 10, and the vibration damping system 1 on both sides of the vehicle continues to operate in compressed manner on the basis of the already compressed.
When the vehicle turns right in the direction of travel, an angle between the body 10 and the bogie 9 is already created by its clockwise rotation relative to the bogie 9. Similar to the case in the left turn, the corresponding states are: c5: the vibration damping systems 1 located on both sides of the vehicle operate in a compressed manner on the basis of having been stretched; c6: the vibration damping system 1 on both sides of the vehicle continues to operate in a stretched manner on the basis of having been stretched.
According to a preferred embodiment, the magnitude of the output damping force of the anti-hunting vibration reduction system 1 can be regulated by the hydraulic valve 8, which not only meets the requirements of different running states of the vehicle for anti-hunting damping force, but also can unload the damping force when the vehicle turns to realize stable turning of the vehicle. Damping force adjustment of the vibration reduction system 1 is realized by a hydraulic valve 8, and the hydraulic valve 8 can be regulated and controlled according to the programming logic by taking signals such as vehicle speed, acceleration, relative rotation angle of the vehicle body 10 and the bogie 9, angular acceleration thereof and the like as judging inputs, and the hydraulic valve can be automatically adjusted. The remote control can be realized by sending out instructions through a vehicle-mounted calculation control unit of the vehicle.
According to a preferred embodiment, the hydraulic valve 8 can be provided on the vehicle body 10/bogie 9, which can adjust the amount of damping generated by the damping valve 12 on the oil line based on the sensor signal provided on the vehicle body 10 or bogie 9 to monitor the running state of the vehicle as a basis for its own determination. Preferably, the sensor comprises: a speed sensor for monitoring the magnitude of the vehicle running speed; an acceleration sensor for monitoring the magnitude of the rate of change of the vehicle speed; a rotation speed sensor for monitoring the relative rotation speed between the vehicle and the bogie 9 and an angle sensor for monitoring the relative angle; and an angular acceleration sensor for monitoring the angular acceleration between the vehicle and the bogie 9. Preferably, the hydraulic valve 8 is further provided with an adjusting module, which can read a speed signal monitored by a speed sensor, an acceleration signal monitored by an acceleration sensor, a rotational speed signal monitored by a rotational speed sensor, an angle signal monitored by an angle sensor, and an angular acceleration signal monitored by an angular acceleration sensor, and analyze and process these signals to determine the running state of the vehicle and respectively apply control to the two damping valves 12 according to the state, wherein the control includes adjusting the magnitude of the output damping of the damping valves 12 and changing the rate of change when the damping is adjusted.
Example 2
The present embodiment is a supplementary explanation of the foregoing embodiment, and repeated descriptions are omitted.
The hydraulic valve 8 can be regulated in various ways according to the driving state of the vehicle:
when the vehicle is traveling in a substantially straight line:
s1: the running speed of the vehicle is obtained, the output damping of the damping valve 12 is regulated in real time according to the change of the speed, the acceleration of the vehicle on a straight line is obtained at the same time when the speed is obtained, so that the hydraulic valve 8 can calculate according to the speed and the acceleration and calculate the motion state of the vehicle at the next moment in real time by taking the moment as a reference, the damping valve 12 is regulated in advance according to the damping force required by the vehicle speed at the next moment, and the influence of damping action lag caused by system signal response delay and system mechanical response delay is conveniently compensated. For example, if the delay response time of the system is 0.1S, and the vehicle runs at a speed of 30m/S at this moment, the hydraulic valve 8 can calculate the movement speed of the vehicle after 0.1S based on the time interval of 0.1S, and control the damping valve 12 according to the damping magnitude required by the movement speed after 0.1S, so that the mechanical action of the damping valve 12 can be transmitted and applied to the vehicle after 0.1S, preferably, the relation between the speed and the required damping force can be obtained through a limited number of experiments in advance and stored in the hydraulic valve 8 to facilitate the data retrieval and comparison of the hydraulic valve 8.
S2: on the basis of S1, the hydraulic valve 8 obtains the angle between the vehicle body 10 and the bogie 9 at this moment from the angle sensor, preferably, since the angle between the vehicle body 10 and the bogie 9 is changed in real time during the serpentine motion, the hydraulic valve 8 can draw an angle change curve in its own database according to the angle change at each moment, and the curve is configured as a time-angle curve, so that the frequency and the vibration amplitude of the serpentine motion can be reflected, and preferably, the hydraulic valve 8 can apply an appropriate control signal to the damping valve 12 according to the amplitude and the frequency of the serpentine motion. For example, in the case of a greater amplitude of the serpentine motion, the hydraulic valve 8 controls the damping valve 12 to output greater damping to cope with the stronger serpentine motion, and in the case of a smaller amplitude controls the damping valve 12 to output less damping to reduce the system load and provide greater freedom to the bogie 9. Meanwhile, the hydraulic valve 8 can also apply damping force step by step according to each stage of vibration, for example, when the zero point of a curve (the vehicle body 10 and the length direction of the bogie 9 are in the same straight line), according to the motion rule of a harmonic oscillator, the vibrator energy is maximum, and the hydraulic valve 8 can control the damping valve 12 to output an instantaneous larger damping force so as to reduce the existing energy of the snake-shaped motion to the greatest extent. Since the curve can reflect the position and time when the snake-shaped motion itself obtains energy, the time when the snake-shaped motion obtains energy can be selected according to the curve, and the damping valve 12 can be controlled to output a stronger control signal at the time, for example, at the extreme point of the curve, the snake-shaped motion itself can obtain energy, and the damping valve 12 can be controlled to output a larger damping force at the extreme point (the position with the largest snake-shaped motion amplitude) so as to offset the energy obtained by the snake-shaped motion. In addition, the hydraulic valve 8 may also directly determine the state of the serpentine motion based on the data of the angular velocity sensor and the angular acceleration sensor to omit calculation in terms of curve fitting. The hydraulic valve 8 configured in the above manner can appropriately adjust the output damping of the damping valve 12 according to different states of the vehicle motion so that the vibration damping system 1 can provide damping force against the snake-like motion more accurately and easily, and at the same time, can also reduce the pressure load of the system to prolong the service life.
When the vehicle is traveling along a curve:
s3: the vehicle can monitor whether the acceleration direction of the vehicle is the length direction of the vehicle body 10 according to the acceleration sensor, if the result is no, the vehicle can be considered to be in a state of running on a curve currently, at this time, the hydraulic valve 8 obtains the acceleration value and the angular velocity value to obtain the steering curvature of the vehicle, and an included angle different from the serpentine motion is generated between the bogie 9 and the vehicle body 10 due to the steering of the vehicle, and at least part of steering torque is transmitted to the damping valve 12 through the damping system 1. The hydraulic valve 8 is preferably also capable of determining the magnitude of the steering torque applied to the vibration damping system 1 (in particular, the damping valve 12) when the vehicle is turned in conjunction with the running speed and acceleration of the vehicle, and if the steering torque is too large, a large pressure may be applied to the damping valve 12. Preferably, the hydraulic valve 8 can directly unload the damping force on the damping valve 12 to avoid damage to the damping system 1, while also avoiding steering impediments.
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 (10)
1. An anti-hunting railway vehicle vibration reduction system (1), the railway vehicle comprising a body (10) and a bogie (9) to which wheel sets are connected, characterized in that,
the damping system is symmetrically connected between the vehicle body (10) and the bogie (9), the damping force provided by the damping system (1) for resisting the relative movement between the vehicle body (10) and the bogie (9) is calculated from the running state of the railway vehicle and the relative movement trend between the vehicle body (10) and the bogie (9) related to the running state of the vehicle,
when the vehicle travels along a curved road with inconsistent traveling distances of left and right wheel pairs, the vibration reduction system (1) controls the relative motion between the vehicle body (10) and the bogie (9) to be within a first threshold range and provides different damping forces resisting the relative motion between the vehicle body (10) and the bogie (9) based on the magnitude of the curvature radius of the curved road;
the vibration damping system (1) controls relative movement between the vehicle body (10) and the bogie (9) within a second threshold range when the vehicle is running along a straight road where the running distances of the left and right wheel sets are uniform, and provides different damping forces against relative movement between the vehicle body (10) and the bogie (9) based on the magnitude of the relative movement tendency between the vehicle body (10) and the bogie (9).
2. The system according to claim 1, wherein the vibration damping system (1) comprises a first vibration damping assembly (1-1) and a second vibration damping assembly (1-2) interconnected to each other,
the first vibration reduction assembly (1-1) and the second vibration reduction assembly (1-2) are connected through an oil way of a hydraulic auxiliary, and the control system controls the hydraulic auxiliary to change the oil way connection mode of the first vibration reduction assembly (1-1) and the second vibration reduction assembly (1-2) and the oil flow speed and direction in the oil way so as to change the damping force provided by the first vibration reduction assembly (1-1) and the second vibration reduction assembly (1-2) and resisting the relative motion between the vehicle body (10) and the bogie (9).
3. The system according to claim 1 or 2, wherein the control system controls the hydraulic auxiliaries to accelerate the oil flow velocity in the interconnecting oil circuit of the first vibration damping assembly (1-1) and the second vibration damping assembly (1-2) based on the travel of the vehicle body (10) along a non-linearly arranged track so that the vibration damping system (1) provides a smaller damping force.
4. A system according to any one of claims 1-3, characterized in that the control system generates control signals for controlling the way in which the oil circuits of the first and second vibration damping assemblies (1-1, 1-2) are interconnected, based on operating parameters of the rail vehicle.
5. The system of any one of claims 1-4, wherein the vehicle operating parameters include vehicle GPS, real-time speed, acceleration, bogie to body rotation angle and angular velocity thereof.
6. The system according to any one of claims 1 to 5, wherein the control system adjusts the oil circuit interconnection mode of the first vibration reduction assembly (1-1) and the second vibration reduction assembly (1-2) based on the frequency and the amplitude of the serpentine motion of the rail vehicle, so as to adjust the damping force output by the vibration reduction system (1).
7. Control system of a vibration damping system (1) for anti-hunting railway vehicles according to claim 1, characterized in that it adjusts the way of interconnection of the oil circuits of the vibration damping system (1) and the speed and direction of the oil flow in the oil circuits between the vehicle body (10) and the bogie (9) based on the state parameters of the railway vehicle travel to generate a suitable damping force for suppressing the vehicle's hunting,
wherein the control system controls the magnitude of opening/closing of a hydraulic valve (8) in the oil passage to control the magnitude of a damping force provided by the vibration reduction system (1).
8. The system according to claim 7, characterized in that the hydraulic valve (8) is configured to:
And receiving a first opening and closing signal generated based on the acquired frequency and amplitude of the serpentine motion of the vehicle from the control system, performing operation processing on the first opening and closing signal to obtain a signal which can be directly identified and executed by the first opening and closing signal, and adjusting the working state of the first opening and closing signal to the opening degree corresponding to the first opening and closing signal based on the identified control signal information.
9. A curve travel control method for a railway vehicle, characterized by comprising the control system of claim 7, which controls the vibration damping system (1) to generate a small damping force based on travel of the vehicle body (10) along a non-linearly laid track so as to facilitate over-bending of the railway vehicle,
the method comprises the following steps:
when the railway vehicle runs along a non-linear track, the control system sends a control signal for accelerating the flow rate to a hydraulic auxiliary based on the running direction of the vehicle body (10), and the hydraulic auxiliary changes the oil way interconnection mode between the first vibration reduction assembly (1-1) and the second vibration reduction assembly (1-2) and the opening and closing degree of the oil way based on the received control signal for accelerating the flow rate so as to accelerate the oil flow speed in the interconnection oil way of the first vibration reduction assembly (1-1) and the second vibration reduction assembly (1-2), so that the vibration reduction system (1) provides smaller damping force.
10. A vibration damping method for a track vehicle with anti-hunting is characterized in that a vibration damping system (1) is connected between a vehicle body (10) of the track vehicle and a bogie (9) of a fifth wheel pair, the damping force provided by the vibration damping system (1) for resisting relative movement is calculated by the running state of the track vehicle and the relative movement trend between the vehicle body (10) and the bogie (9) relative to the running state of the vehicle,
the method comprises the following steps:
when the vehicle runs along a curved road with inconsistent running distances of left and right wheel pairs, the vibration reduction system (1) controls the relative movement between the vehicle body (10) and the bogie (9) to be within a first threshold range and provides different damping forces resisting the relative movement between the vehicle body (10) and the bogie (9) based on the curvature radius of the curved road;
when the vehicle runs along a straight road with consistent running distance of left and right wheel pairs, the vibration reduction system (1) controls the relative motion between the vehicle body (10) and the bogie (9) to be within a second threshold value range, the control system controls the vibration reduction system (1) to adapt to the larger relative rotation trend between the vehicle body (10) and the bogie (9) so as to provide larger damping force for preventing the relative rotation,
The control system controls the vibration reduction system (1) to provide a smaller damping force against relative rotation in response to a smaller tendency of relative movement between the vehicle body (10) and the bogie (9).
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Citations (4)
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| JP2000264205A (en) * | 1999-03-19 | 2000-09-26 | Tokico Ltd | Vibration control device for vehicle |
| CN110329297A (en) * | 2019-06-19 | 2019-10-15 | 中车青岛四方机车车辆股份有限公司 | One kind resisting snakelike vibration insulating system, vibration-reducing control method and vehicle |
| CN110360263A (en) * | 2019-06-20 | 2019-10-22 | 中车青岛四方机车车辆股份有限公司 | Partly actively resist snakelike damper and vibration insulating system, vehicle |
| CN110525472A (en) * | 2019-09-16 | 2019-12-03 | 中车长春轨道客车股份有限公司 | Improve the variable damping damper control device and method of Dynamics Performance of High Speed Trains |
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2022
- 2022-04-11 CN CN202220839086.7U patent/CN217463026U/en active Active
- 2022-04-11 CN CN202210377606.1A patent/CN114771593B/en active Active
- 2022-04-11 CN CN202311060933.5A patent/CN117048656A/en active Pending
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| JP2000264205A (en) * | 1999-03-19 | 2000-09-26 | Tokico Ltd | Vibration control device for vehicle |
| CN110329297A (en) * | 2019-06-19 | 2019-10-15 | 中车青岛四方机车车辆股份有限公司 | One kind resisting snakelike vibration insulating system, vibration-reducing control method and vehicle |
| CN110360263A (en) * | 2019-06-20 | 2019-10-22 | 中车青岛四方机车车辆股份有限公司 | Partly actively resist snakelike damper and vibration insulating system, vehicle |
| CN110525472A (en) * | 2019-09-16 | 2019-12-03 | 中车长春轨道客车股份有限公司 | Improve the variable damping damper control device and method of Dynamics Performance of High Speed Trains |
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