CN114771593B - Anti-snaking motion rail vehicle vibration damping system - Google Patents

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

Anti-snaking motion rail vehicle vibration damping system

technical field

The invention relates to the technical field of vibration damping systems, in particular to a vibration damping system for anti-snaking rail vehicles.

Background technique

Oil pressure shock absorber is a key component of rail vehicles, especially the anti-snake shock absorber, which has extremely high technical content, and its working performance is directly related to the ride comfort and safety of rail vehicles. It has become a trend to install anti-snaking oil pressure shock absorbers on trains, and the Railway Corporation stipulates that anti-snaking shock absorbers must be installed on trains with a speed higher than 160 km/h. In recent years, with the rapid development of my country's high-speed rail technology, the speed of rail vehicles is also increasing, and the technical requirements for anti-snake shock absorbers are also getting higher and higher, and the research on anti-snake shock absorbers by various scientific research institutions is also deepening.

At present, the speed of EMUs in my country has exceeded 300 km/h, and the vehicle operation stability and safety requirements are important technical issues to be solved in this technical field. In the prior art, due to the inherent structure of the car body and the bogie of the rail vehicle, the vehicle will inevitably have a trend of snaking movement during operation, and the degree of fit between the vehicle trajectory and the track will decrease, thereby reducing the stability of the vehicle. When the vehicle is running at different speeds, different anti-snaking damping forces are required, while the damping system only needs to provide a small damping force when the vehicle is turning. Therefore, the damping system is required to provide sufficient damping force and realize controllable and adjustable damping. Each shock absorber of the traditional vibration damping system works independently, the structure is complicated, the price is expensive and it is not easy to maintain.

For example, the reference document with the publication number CN109747365A proposes a hydraulic device and a vehicle using the hydraulic device, which include two pairs of front and rear hydraulic cylinders respectively arranged to correspond to the four wheels of the vehicle. Among the two pairs of front and rear hydraulic cylinders, the rod chamber and rodless chamber of one of the same pair of hydraulic cylinders are selectively connected with the rod chamber and rodless chamber of the other through the electromagnetic reversing valve, and the left and right sides of the same side are connected selectively. The rod cavity of the first hydraulic cylinder communicates with the first oil delivery pipeline, and the rodless cavity communicates with the second oil delivery pipeline. The first and second oil delivery pipelines are respectively connected with accumulators. The two main oil delivery pipelines connected by the oil delivery pipeline are used to connect the oil tank and the oil pump. The two main oil delivery pipelines are sequentially connected in series along the flow direction toward the hydraulic cylinder. The first electromagnetic valve for switching and cutting off the two main oil delivery pipelines As well as the second solenoid valve that divides and parallels the two main oil pipelines, the hydraulic interconnection device also includes a control device and a height detection device connected to the control device for measuring the height of the two sides of the vehicle respectively, and the control device controls and connects the electromagnetic switch directional valve and the first and second solenoid valves. However, the prior art has few applications in the anti-snake movement of rail vehicles, and it is difficult to achieve a good effect in the anti-snake movement of rail vehicles. In addition, the prior art is not equipped with an adjustable damping valve, which cannot resist snakes. Adjustable damping supply for the damping force required for the shape movement.

In addition, on the one hand, due to differences in the understanding of those skilled in the art; The present invention does not possess the characteristics of these prior art, on the contrary, the present invention already possesses all the characteristics of the prior art, and the applicant reserves the right to add relevant prior art to the background technology.

Contents of the invention

Aiming at the deficiencies of the prior art, the present invention provides an anti-snaking rail vehicle vibration damping system, the rail vehicle includes a car body and a bogie connected with wheel sets, and the vibration damping system is symmetrically connected to the car body and the bogie, the damping system provides a damping force against relative motion determined by the operating state of the rail vehicle and the relationship between the body and the bogie in relation to the operating state of the rail vehicle The relative motion trend between them is calculated. When the vehicle is traveling along a curved road where the travel distances of the left and right wheelsets are inconsistent, the vibration damping system controls the relative motion between the vehicle body and the bogie to be within a first threshold range, and based on the curve The magnitude of the radius of curvature of the roadway provides different damping forces against relative motion between the vehicle body and the bogie. When the vehicle travels along a straight road with the same travel distance of the left and right wheel sets, the damping system controls the relative motion between the vehicle body and the bogie to be within a second threshold range, and based on the The magnitude of the relative motion tendency between the car body and the bogie provides different damping forces against the relative motion between the car body and the bogie.

The bogie is one of the important parts of the rail vehicle. It is connected to the car body through connecting devices such as the center plate or the side bearing. The connecting device is used to transmit the vertical force, longitudinal force and lateral force between the car body and the bogie. , which can evenly distribute the axle load on the car body to ensure the stability and safety of the vehicle body. Various parameters of the bogie also directly determine the dynamic performance, stability performance and ride comfort of the vehicle. When passing a curved road, the car body will roll due to the lateral force transmitted from the bogie. By providing a rotary damping moment between the car body and the bogie, the inclination of the car body can be controlled within a specified range. To maintain the normal attitude of the car body and restrain the serpentine motion of the bogie, that is, the relative motion between the car body and the bogie is within the first threshold range. According to the radius of curvature of the curved road and the speed of the vehicle passing through the curved road, the tendency of the vehicle body to roll is different, and the damping force required to keep the inclination of the vehicle body within the specified range is different, so it needs to be based on the actual situation. Calculate the direction and magnitude of the required damping force based on the vehicle operating data.

When the vehicle runs along a straight track, the vehicle is disturbed by natural and unnatural factors such as track irregularities, wheel-rail impact, and side wind, and the vehicle will yaw or yaw relative to the bogie. At this time, it is necessary to provide damping The force controls the relative motion of the car body and the bogie within the second threshold range to suppress the serpentine motion of the bogie and reduce the high-frequency excitation transmitted from the wheelset to the bogie or car body, improving the vehicle's running stability and comfort and critical speed.

When the vehicle passes through a curved road, the driving distance of the wheel sets on both sides of the bogie is different. At this time, if too much damping force is applied to the bogie to suppress the serpentine movement, it will make the vehicle difficult to turn or the serpentine will appear after turning. Therefore, it is necessary to control the relative movement tendency of the bogie and the car body within a relatively large first threshold range at this time, so that the bogie can smoothly drive along the curved track, and the car body is pulled by the bogie to turn normally. ; and when the vehicle is running along a straight track, the traveling distance of the wheelsets on both sides of the bogie is the same, and it is necessary to provide a larger slewing damping force to suppress the serpentine motion of the bogie or car body, so it is necessary to combine the bogie with the The relative movement tendency of the vehicle body is controlled within the smaller second threshold range, so as to suppress the serpentine motion of the vehicle body and the bogie.

Since the actual running straight track is not completely straight, and the curvature radii of the curved tracks are also different, the first threshold range and the second threshold range are changed in real time according to the actual driving route.

When the car body is running on a curved road with the same curvature radius at different speeds and on a straight road at different speeds, the relative movement tendency of the car body and bogie is also different, and different sizes need to be provided according to different relative movement trends And the anti-serpentine motion damping force whose direction is opposite to the relative motion trend of the car body and the bogie is to control the relative motion trend of the car body and the bogie within the first threshold range or the second threshold range, and coordinate the movement of the car body. Smooth travel and vehicle ride comfort.

Preferably, the damping system provides a relatively large damping force against relative motion when there is a relatively large tendency of relative rotation between the vehicle body and the bogie, and between the vehicle body and the bogie When there is a small relative motion tendency between them, a small damping force to prevent relative motion is provided to take into account the stability and safety of the rail vehicle during operation. The judgment of the relative motion trend between the car body and the bogie can be calculated according to the parameters of the vehicle running: real-time speed, acceleration, bogie and car body rotation angle and angular velocity.

According to a preferred embodiment, the damping system includes a first damping assembly and a second damping assembly interconnected with each other, and the first damping assembly and the second damping assembly pass through the hydraulic auxiliary oil circuit interconnection, the control system controls the hydraulic auxiliary parts to change the interconnection mode of the oil circuit between the first shock absorber assembly and the second shock absorber assembly and the oil flow speed and direction in the oil circuit, so as to change the first shock absorber The magnitude of the damping force provided by the vibration component and the second vibration damping component to prevent the relative rotation between the vehicle body and the bogie.

According to a preferred implementation manner, the control system controls the hydraulic auxiliary parts to speed up the interconnected oil circuit between the first shock absorbing assembly and the second shock absorbing assembly based on the vehicle body traveling along a non-linear rail. The internal oil flow velocity makes the damping system provide less damping force.

According to a preferred embodiment, the control system generates a control signal for controlling the interconnection state of the first vibration damping assembly and the second vibration damping assembly based on the operating parameters of the rail vehicle.

According to a preferred embodiment, the operating parameters of the rail vehicle include vehicle GPS, real-time speed, acceleration, bogie and car body rotation angle and angular velocity, etc.

According to a preferred embodiment, the control system adjusts the oil circuit interconnection mode of the first vibration damping assembly and the second vibration damping assembly based on the frequency and amplitude of the serpentine motion of the rail vehicle, and then adjusts the vibration damping system Output damping force.

Another aspect of the present invention also provides a control system for anti-snaking rail vehicle vibration damping system, the control system adjusts the vibration damping system arranged between the car body and the bogie based on the running state parameters of the rail vehicle The oil circuit interconnection method and the oil flow state in the oil circuit to generate a suitable damping force for restraining the serpentine movement of the vehicle, wherein the control system controls the opening/closing of the hydraulic valve in the oil circuit to control The magnitude of the damping force provided by the damping system.

The control system first judges whether the vehicle is running along a straight track or a curved track, and then adjusts the damping force provided by the vibration reduction system for the car body and bogie according to the vehicle's driving state parameters on the corresponding road. The method for the control system to determine whether the vehicle is running on a straight track or on a curved track may be a route map obtained from a satellite positioning map path or the like. Preferably, the control system can also receive instructions issued by the on-board computing and control unit of the vehicle to realize remote control.

Preferably, the control system can also modify the control strategy in combination with the historical control database of historical vehicles running on the road section. For example, the control system combines the speed of the remaining vehicles in the historical database on the road section, the magnitude of the relative motion trend generated by the car body and the bogie, the damping force provided by the damping system, and the actual vehicle and bogie after the damping force is provided. The magnitude and direction of the damping force provided this time are adaptively adjusted such as the relative motion size and the vibration amplitude of the car body and the wheel set. The historical database is formed according to the data analysis and storage of the traveling parameters of each vehicle when passing the road section. The database can include the correlation curves of the driving speed of the vehicle on the road section, the damping force of the damping system, and the vibration of the vehicle. , the control system can modify the damping force provided according to the actual speed and the correlation curve; the travel data of the vehicle on this road section can also be saved in the database to correct the correlation curve.

Another aspect of the present invention also provides a hydraulic valve of an anti-snake motion rail vehicle vibration damping system, the hydraulic valve is configured to: receive from the control system based on the obtained frequency and amplitude of the snake-like motion of the vehicle The "first opening and closing signal" is calculated and processed to obtain a control signal that it can directly identify and execute, and based on the identified control signal information, adjust its own working state to the opening degree corresponding to the "first opening and closing signal" .

On the other hand, the present invention also provides a method for controlling curve driving of a rail vehicle, wherein the control system controls the damping system to generate a small damping force based on the movement of the vehicle body along a non-linearly laid track so as to Turning on a rail vehicle.

The method includes: when the rail vehicle travels along a non-linear track, the control system sends a control signal of "speeding up" the flow rate to the hydraulic auxiliary part based on the traveling direction of the car, and the hydraulic auxiliary part is based on the received The control signal of "speeding up" the flow rate changes the connection relationship and opening and closing degree of the connecting pipeline between the first vibration damping assembly and the second vibration damping assembly, so as to speed up the first vibration damping assembly and the second vibration damping assembly. The oil flow velocity in the interconnected oil circuit of the two damping components makes the damping system provide a small damping force,

Another aspect of the present invention also provides a vibration reduction method for anti-snaking rail vehicles. A vibration reduction system is connected between the body of the rail vehicle and the bogie connecting the wheel sets. The damping force is calculated from the running state of the rail vehicle and the relative motion tendency between the car body and the bogie related to the running state of the rail vehicle.

The methods include:

When the vehicle is running along a curved road where the running distances of the left and right wheelsets are inconsistent, the vibration damping system controls the relative motion between the vehicle body and the bogie to be within a first threshold range, and based on the curve The magnitude of the radius of curvature of the roadway provides different damping forces against relative motion between the vehicle body and the bogie.

When the vehicle is running along a straight road with the same travel distance of the left and right wheel sets, the vibration reduction system controls the relative motion between the vehicle body and the bogie to be within a second threshold range, and the control system controls the vibration reduction The system adapts to the large relative movement tendency between the car body and the bogie to provide a large damping force to prevent the relative rotation, and the control system controls the vibration damping system to adapt to the gap between the car body and the bogie. A smaller tendency for relative motion provides a smaller damping force against relative rotation.

Description of drawings

Fig. 1 is a simplified structural schematic diagram of a anti-snake motion rail vehicle damping system 1 provided by the present invention;

Fig. 2 is the schematic diagram of the oil circuit of the damping system 1 provided by the present invention;

FIG. 3 is a working principle diagram of the vibration damping system 1 in an application scenario provided by the present invention;

Fig. 4 is a structural schematic diagram of the damping system 1 provided by the present invention in a preferred embodiment;

Fig. 5 is a structural schematic diagram of the damping system 1 provided by the present invention in a preferred embodiment;

Fig. 6 is a structural schematic diagram of the damping system 1 provided by the present invention in a preferred embodiment;

Fig. 7 is a structural schematic diagram of the damping system 1 provided by the present invention in a preferred embodiment;

Figure 8 is a schematic diagram of the serpentine motion of a rail vehicle.

List of reference signs

1: Damping system; 2: Shock absorber stem; 3: Shock absorber cylinder; 4: Rod chamber; 5: Rodless chamber; 6: First oil circuit; 7: Second oil circuit; 8: hydraulic valve; 9: bogie; 10: car body; 11: accumulator; 12: damping valve; 1-1: first damping assembly; 1-2: second damping assembly; 2-1: The first valve stem; 2-2: the second valve stem; 3-1: the first cylinder; 3-2: the second cylinder; 4-1: the first rod chamber; 4-2: the second cylinder rod chamber; 5-1: first rodless chamber; 5-2: second rodless chamber; 11-1: first accumulator; 11-2: second accumulator; 12-1: The first damping valve; 12-2: the second damping valve.

Detailed ways

Detailed description will be given below in conjunction with accompanying drawings 1-8.

Example 1

Fig. 1 shows a kind of anti-snaking vibration damping system 1, which includes:

The damping system 1 is used to provide damping and damping, and the hydraulic valve 8 is used to control the magnitude of the anti-serpentine damping outputted by the damping system 1 .

It is stipulated herein that the side close to the first damping assembly 1-1 is the first side, and the side close to the second damping assembly 1-2 is the second side; The chamber 4-1 points in the direction of the first rodless chamber 5-1.

The snaking motion of a rail vehicle refers to a lateral vibration that may occur when a rail vehicle runs at high speed in a straight line. Since the tread of the wheel is tapered and there is a gap between the wheel rim and the rail, when the center of the wheel set occasionally deviates from the center of the straight track during travel, the two wheels will roll on the rail with rolling circles of different diameters, and the side of the wheel pair will be horizontal. Wobble, one side rotates back and forth about the vertical axis of its center of mass, and produces a kind of snaking-like wave motion. The serpentine motion of the locomotive can be further divided into the serpentine motion of the wheels and the serpentine motion of the bogie. As shown in Figure 8, the serpentine motion of the bogie 9 will make the front and rear wheels of the bogie 9 move back and forth in opposite directions in the transverse direction. swing. The anti-vibration system 1 provided by the present invention faces the serpentine movement of the bogie 9 to prevent the bogie 9 from laterally swinging.

According to a preferred embodiment, the vibration damping system 1 includes a first vibration damping assembly 1-1 and a second vibration damping assembly 1-2. Preferably, the first damping assembly 1 - 1 and the second damping assembly 1 - 2 are arranged on both sides of the longitudinal centerline of the vehicle in parallel to each other along the length direction of the vehicle. Preferably, the damping system 1 further includes a damper valve rod 2 and a damper cylinder 3 . Preferably, the damper valve stem 2 is connected to the bogie 9 and the shock absorber cylinder 3 is connected to the vehicle body 10 (or vice versa), so that the damping system 1 can be based on the shock absorber valve connected to the bogie 9 The rod 2 and the shock absorber cylinder 3 connected to the car body 10 provide the car body 10 and the bogie 9 with a damping force against the serpentine motion of the vehicle to prevent the vibration between the two caused by the bogie 9 serpentine motion. relative movement.

As shown in FIG. 1 , preferably, the damping system 1 is constructed with the same inner structure and makes the two damper stems 2 extend outward in opposite directions to each other. Preferably, the damping system 1 includes a shock absorber cylinder 3 for forming a shock absorber chamber, and a shock absorber cylinder 3 arranged in the chamber formed by the shock absorber cylinder 3 and slidably connected to the inner wall of the shock absorber cylinder 3 Shock absorber piston. Preferably, the shock absorber piston is fixedly or detachably connected to the shock absorber stem 2, more preferably, at least part of the shock absorber stem 2 is located in the chamber of the shock absorber system 1, and the other A part can pass through at least one end of the shock absorber cylinder 3 and extend into the external space. Preferably, the two surfaces of the shock absorber valve rod 2 and the shock absorber cylinder body 3 that are in contact with each other are slidably connected in a manner that can maintain airtightness, so that the shock absorber valve rod 2 can be placed on the surface of the shock absorber cylinder body 3 Reciprocating motion in the length direction, preferably, when the vehicle is turning or the vehicle is in a serpentine motion, the two shock absorber pistons respectively drive the corresponding shock absorber valve rods 2 to move away from each other or approach each other.

According to another preferred embodiment, as shown in FIG. 4 , the first shock absorber assembly 1-1 and the second shock absorber assembly 1-2 are parallel to each other and in the direction in which the two shock absorber stems 2 extend outward. The same way is set on both sides of the vehicle.

According to a preferred embodiment, the chamber of the damping system 1 is divided by the damper piston into a rod chamber 4 at least partially containing the damper stem 2 and a rodless chamber not containing the damper stem 2 Chamber 5, preferably, the four chambers formed by the damping system 1 communicate with each other through the hydraulic oil circuit controlled by the hydraulic valve 8, so that the hydraulic medium in one chamber can be damped under the control of the hydraulic valve 8 way into another chamber. Preferably, the hydraulic valve 8 includes at least four liquid inlet/outlet ports, and a reversing valve with reversing function and a damping valve 12 for changing the damping force of the oil circuit by changing the flow rate are arranged inside. Preferably, the hydraulic valve 8 can be controlled by receiving an external signal to regulate the reversing valve and the damping valve 12 to achieve the effect of changing the interconnection mode of the oil circuit and changing the damping force of the oil circuit.

According to a preferred embodiment, each chamber of the damping system 1 can communicate with each other through an oil circuit, and a hydraulic valve 8 for adjusting the damping force is arranged on the oil circuit. Preferably, the hydraulic valve 8 can receive an external control signal to realize remote control. Preferably, the first damping assembly 1-1 includes a first rod chamber 4-1 and a first rodless chamber 5-1, both of which are connected to the hydraulic valve 8 through two oil pipes that do not interfere with each other; the second The damping assembly 1-2 includes a second rod chamber 4-2 and a second rodless chamber 5-2 that are also connected to the hydraulic valve 8 through two oil pipes that do not interfere with each other. At least four hydraulic branches extending outward from the center. Preferably, under the action of the reversing valve provided in the hydraulic valve 8, the four hydraulic branches can communicate with each other in different ways to form at least three configurations for the hydraulic medium to flow between at least two chambers. type oil circuit. Optionally, as shown in FIG. 5, the first rodless chamber 4-1 is connected to the second rodless chamber 5-2 to form the second oil passage 7, and the first rodless chamber 5-1 communicates with the second rodless chamber 5-1. Two rod chambers 4-2 to form the first oil passage 6; or as shown in Figure 6, the first rod chamber 4-1 communicates with the first rodless chamber 5-1 to form the first oil passage 6, The second rod chamber 4-2 communicates with the second rodless chamber 5-2 to form the second oil passage 7; or as shown in Figure 7, the first rodless chamber 5-1 communicates with the second rodless chamber The chamber 5 - 2 forms the first oil passage 6 , and the first rod chamber 4 - 1 communicates with the second rod chamber 4 - 2 to form the second oil passage 7 .

According to a preferred embodiment, at least two damping valves 12 arranged in the hydraulic valve 8 can be connected to the first oil circuit 6 and the second oil circuit 7 in a variable damping manner, so that the two The flow rate of the hydraulic medium flowing through the damping valve 12 on the oil circuit changes due to the regulation of the damping valve 12. Further, the damping force received by the hydraulic medium when it flows through the damping valve 12 changes accordingly. Due to the incompressible nature of the hydraulic medium And the interaction nature of the force, so that the damping force received by the hydraulic medium can be transmitted to the chamber of the shock absorber assembly 1 through the oil circuit and act on the shock absorber piston and the shock absorber cylinder 3, and finally feed back and connect to the shock absorber system Car body 10 and bogie 9 on the 1, play the effect of anti-serpentine motion.

According to a preferred embodiment, the components (cylinder, valve stem) of the first damping assembly 1-1 located on the first side of the vehicle and the second damping assembly 1-2 located on the second side of the vehicle are connected to the vehicle bogie 9/car body 10, so that when the vehicle is performing serpentine motion or has a serpentine motion tendency, damping forces in opposite directions are respectively applied to both sides of the vehicle to resist the serpentine motion or serpentine motion tendency of the vehicle. Optionally, the shock absorber cylinder 3 is connected to the bogie 9/car body 10 in a fixed or detachable manner, and the shock absorber valve rod 2 is connected to the car body 10/bogie 9 in a fixed or detachable manner, That is, when a shock absorber cylinder 3 is connected to the bogie 9, its shock absorber stem 2 is connected to the vehicle body 10; or the shock absorber cylinder 3 and the shock absorber stem 2 are interchanged , that is, when the shock absorber cylinder 3 is connected to the vehicle body 10 , the corresponding shock absorber valve rod 2 is connected to the bogie 9 . Preferably, both the shock absorber cylinders 3 of the first shock absorber assembly 1 - 1 and the second shock absorber assembly 1 - 2 are connected to the vehicle body 10 , and the shock absorber valve rods 2 are both connected to the bogie 9 .

When there is a certain angle of relative movement between the car body 10 and the bogie 9, the two sides of the car body 10 and the both sides of the bogie 9 can have a certain degree of position change, for example, one side of the car body 10 is relative to One side of the bogie 9 is relatively displaced in the same direction as the vehicle, and the other side of the car body 10 is relatively displaced relative to the other side of the bogie 9 in the direction opposite to the vehicle. The car body 10 and the steering The change of the relative position of the frame 9 will bring about the corresponding mechanical effect, and transmit this effect to the damping system 1 on both sides. 3, the shock absorber valve rod 2 on the other side is stretched out of the shock absorber cylinder 3, and then drives the shock absorber pistons on both sides to move, so that the pistons located in each chamber of the shock absorber system 1 on both sides A pressure difference is generated between the hydraulic media, thereby flowing along the set first oil circuit 6 and the second oil circuit 7. At this time, the hydraulic valve 8 provided on the two oil circuits applies a control signal to the damping valve 12 to make it The damping force on the hydraulic medium can be changed by changing the flow rate, and the damping can be directly fed back to the vehicle body 10 and the bogie 9 , so as to finally achieve the purpose of changing the damping force output by the damping system 1 . In the above connection mode, preferably, as shown in Figure 5, the hydraulic valve 8 receives an external control signal to make the reversing valve work, and then communicates with the first rod chamber 4-1 and the second rodless chamber 5- 2 Form the first oil passage 6 for the hydraulic medium to flow, and the first rodless chamber 5-1 and the second rod chamber 4-2 communicate to form the second oil passage 7 for the hydraulic medium to circulate.

According to a preferred embodiment, the oil circuit is provided with accumulators 11 that can provide buffering and supplementary hydraulic oil for the oil circuit. Preferably, as shown in Figure 5, at least two accumulators 11 are respectively provided on the first on the oil passage 6 and the second oil passage 7 so that the two can independently act on the first oil passage 6 and the second oil passage 7, preferably, the first accumulator 11-1 is arranged on the first oil passage 6 Above, the second accumulator 11 - 2 has the same structure as the first accumulator 11 - 1 and is arranged on the second oil passage 7 . When the vibration damping system 1 is working, the pressure in the oil circuit will be transmitted to every place where the hydraulic medium on the circuit can reach at an extremely fast speed, which will inevitably generate a large hydraulic pressure on the various components connected to the oil circuit. The impact force is not conducive to the continuous and stable operation of the vibration damping system 1, so that the life of the vibration damping system 1 is shortened. The setting of the accumulator 11 enables the instantaneous hydraulic impact force in the oil circuit to be at least partially converted into mechanical energy and internal energy storage. In the accumulator 11, that is, at least part of the hydraulic medium can enter the accumulator 11 to store and make the accumulator 11 itself obtain a part of the elastic potential energy/gravitational potential energy and part of the internal energy. Preferably, the accumulator 11 is in this After the hydraulic impact is completed, the stored mechanical energy and internal energy are gradually released in the way of sending the stored hydraulic medium back to the oil circuit, so as to convert the instantaneous hydraulic impact force into energy absorption and release with a smaller peak value and longer time to achieve The role of buffering the entire oil circuit.

According to a preferred embodiment, the arrangement of the damping system 1 is as shown in Figure 3. When the rail vehicle undergoes serpentine motion, it can at least be divided into the following states:

When the vehicle is running in a straight line, C1: when the vehicle is running in a straight line and the car body 10 rotates counterclockwise relative to the bogie 9, the first damping assembly 1-1 located on the first side of the vehicle works in a compressed manner, and is located on the second side of the vehicle The second damping assembly 1-2 also works in a compression mode, that is, the first valve stem 2-1 is compressed into the first cylinder body 3-1, and the second valve stem 2-2 is also compressed into the second cylinder body 3- 2 internal compression; the pressure in the first rod chamber 4-1 of the first damping assembly 1-1 decreases, and the pressure in the second rodless chamber 5-2 of the second damping assembly 1-2 increases Large, so that the hydraulic medium in the second rodless chamber 5-2 flows to the first rod chamber 4-1 through the first oil passage 6 under the action of pressure difference, and the hydraulic valve 8 is under the action of an external control signal Control the first damping valve 12-1 provided on the first oil passage 6 to apply a damping force to the hydraulic medium flowing through the first oil passage 6, thereby changing the damping force on the first oil passage 6; at the same time, the first damping assembly 1 The pressure in the first rodless chamber 5-1 of -1 increases, and the pressure in the second rodless chamber 4-2 of the second damping assembly 1-2 decreases, so that the pressure in the first rodless chamber The hydraulic medium in 5-1 flows to the second rod chamber 4-2 through the second oil passage 7 under the action of the pressure difference, and the hydraulic valve 8 controls the damping set on the second oil passage 7 under the action of the external control signal. The valve 12 exerts a damping force on the hydraulic medium flowing through the second oil passage 7; preferably, the hydraulic valve 8 can simultaneously control the two damping valves 12 based on the same signal so that the two damping valves 12 can control the oil in the same way. Under the same damping force, the first damping assembly 1-1 and the second damping assembly 1-2 respectively apply equivalent anti-serpentine damping to both sides of the vehicle.

C2: The vehicle runs straight and rotates clockwise relative to the bogie 9, then the first damping assembly 1-1 on the first side of the vehicle works in a stretched manner, and the second damping assembly 1-1 on the second side of the vehicle 2 also works in a stretching manner, that is, the first valve stem 2-1 stretches outwards from the first cylinder body 3-1, and the second valve stem 2-2 stretches outwards from the second cylinder body 3-2. The pressure in the first rod chamber 4-1 increases, and the pressure in the second rodless chamber 5-2 decreases, so that the hydraulic medium in the first rod chamber 4-1 is under the action of the pressure difference. Flow into the second rodless chamber 5-2 through the first oil passage 6; the pressure in the first rodless chamber 5-1 decreases, and the pressure in the second rod chamber 4-2 increases, prompting the second The hydraulic medium in the rod chamber 4-2 flows into the first rodless chamber 5-1 through the second oil passage 7 under the action of the pressure difference. Preferably, the hydraulic valve 8 adjusts the output damping of the damping system 1 in the adjustment manner in the case of C1.

Preferably, when the vehicle is turning, the hydraulic valve 8 can be controlled to disconnect the damping valve 12, so as to unload the first damping valve 12-1 and the second damping valve 12-2 in the anti-serpentine movement of the first oil circuit 6 And the damping force on the second oil passage 7, so that the anti-serpentine vibration damping system 1 will not significantly affect the steering of the vehicle.

When the vehicle turns left in the direction of travel, an angle formed by the counterclockwise rotation of the vehicle body 10 and the bogie 9 has been formed between the vehicle body 10 and the bogie 9 . C3: The vehicle undergoes a serpentine motion in which the car body 10 rotates clockwise relative to the bogie 9 at the same time, and the change in the angle between the car body 10 and the bogie 9 due to the serpentine motion is smaller than that already formed when the vehicle turns At this time, the vibration damping system 1 located on both sides of the vehicle operates in a stretched manner on the basis of compression; C4: when the vehicle simultaneously undergoes a serpentine movement of the vehicle body 10 relative to the bogie 9 in a counterclockwise direction, then the vibration damping system 1 located on the vehicle The damping system 1 on both sides continues to operate in a compressed manner on the basis of already compressed.

When the vehicle turns right in the direction of travel, an angle formed by the clockwise rotation of the vehicle body 10 and the bogie 9 has already been formed between the vehicle body 10 and the bogie 9 . Similar to the situation when turning left, the corresponding states are: C5: The vibration damping system 1 on both sides of the vehicle operates in a compression mode on the basis of already stretched; C6: The vibration damping system 1 on both sides of the vehicle is already stretched Continue to operate in a stretching manner on the basis of

According to a preferred embodiment, the output damping force of the anti-snaking vibration damping system 1 can be adjusted by the hydraulic valve 8, which not only meets the requirements of the anti-snaking damping force in different operating states of the vehicle, but also unloads the damping force when the vehicle turns. Realize the smooth steering of the vehicle. The adjustment of the damping force of the vibration reduction system 1 is realized by the hydraulic valve 8, which can be automatically adjusted according to the programming logic with signals such as vehicle speed, acceleration, relative rotation angle between the vehicle body 10 and the bogie 9 and their angular acceleration as judgment inputs. Remote control can also be realized by issuing instructions through the vehicle-mounted computing control unit.

According to a preferred embodiment, the hydraulic valve 8 can be arranged on the car body 10/bogie 9, and it can use the sensor signal installed on the car body 10 or the bogie 9 to monitor the running state of the vehicle as its own judgment basis, Adjust the size of the damping produced by the damping valve 12 on the oil circuit. Preferably, the sensors include: a speed sensor for monitoring the speed of the vehicle; an acceleration sensor for monitoring the rate of change of the vehicle speed; a speed sensor for monitoring the relative speed between the vehicle and the bogie 9 and the relative angle an angle sensor; and an angular acceleration sensor for monitoring the angular acceleration between the vehicle and the bogie 9 . Preferably, an adjustment module is also provided in the hydraulic valve 8, and the adjustment module can read the speed signal monitored by the speed sensor, the acceleration signal monitored by the acceleration sensor, the speed signal monitored by the speed sensor, and the angle signal monitored by the angle sensor , and the angular acceleration signals monitored by the angular acceleration sensor, and these signals can be analyzed and processed to determine the running state of the vehicle and apply control to the two damping valves 12 according to the state, the control includes adjusting the output of the damping valve 12 The amount of damping and the rate of change when changing damping.

Example 2

This embodiment is a supplementary description of the foregoing embodiments, and repeated content will not be repeated.

The hydraulic valve 8 can be adjusted in various ways according to the driving state of the vehicle:

When the vehicle is traveling approximately in a straight line:

S1: Obtain the driving speed of the vehicle, and adjust the output damping value of the damping valve 12 in real time according to the change of the speed. While obtaining the speed, it also obtains the acceleration of the vehicle on a straight line so that the hydraulic valve 8 can perform calculations based on the speed and acceleration. Carry out real-time estimation of the motion state of the vehicle at the next moment as a benchmark, and adjust the damping valve 12 in advance to adjust the damping force required for the vehicle speed at the next moment in advance, so as to compensate for the system signal response delay and system mechanics. The effect of damping hysteresis due to response delay. For example, if the delay response time of the system is 0.1S, and the vehicle is traveling 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 according to the movement speed after 0.1S The damping required by the speed controls the damping valve 12, and the mechanical action of the damping valve 12 will be transmitted and applied to the vehicle after 0.1S. Preferably, the relationship between the speed and the required damping force can be obtained in advance through a limited number of experiments And stored in the hydraulic valve 8 to facilitate the retrieval and comparison of data by the hydraulic valve 8.

S2: On the basis of S1, the hydraulic valve 8 acquires the angle between the car body 10 and the bogie 9 at this moment from the angle sensor. The angle changes in real time, and the hydraulic valve 8 can draw an angle change curve in its own database according to the angle change at each moment. This curve is configured as a time-angle curve, so it can reflect the frequency and Vibration amplitude, preferably, the hydraulic valve 8 can apply an appropriate control signal to the damping valve 12 according to the amplitude and frequency of the serpentine motion. For example, when the amplitude of the serpentine motion is large, the hydraulic valve 8 controls the damping valve 12 to output greater damping to cope with the stronger serpentine motion, and controls the damping valve 12 to output a smaller Damping to reduce system loads and provide bogie 9 with greater degrees of freedom. Simultaneously hydraulic valve 8 also can apply damping force step by step according to each stage of vibration, for example, when the zero point of curve (car body 10 and the length direction of bogie 9 are in the same straight line), according to the law of motion of harmonic oscillator, here The energy of the vibrator is the largest, and the hydraulic valve 8 can be used to control the damping valve 12 to output an instantaneous large damping force to minimize the existing energy of the serpentine motion. Since the curve can reflect the position and moment when the serpentine motion itself obtains energy, the time when the serpentine motion obtains energy can be selected according to the curve and the damping valve 12 is controlled to output a stronger control signal at this moment, for example, at the extreme point of the curve , the serpentine motion itself can gain energy, then control the damping valve 12 to output a larger damping force at this extreme point (the position with the largest serpentine motion amplitude), so as to offset the energy obtained by the serpentine motion. In addition, the hydraulic valve 8 can also directly judge the state of the serpentine motion according to the data of the angular velocity sensor and the angular acceleration sensor, so as to save the calculation of curve fitting. The hydraulic valve 8 configured in the above manner can properly adjust the output damping of the damping valve 12 according to the different states of the vehicle movement so that the damping system 1 can provide damping force for the anti-serpentine movement more accurately and easily, and at the same time, it can also Reduce the pressure load on the system to prolong the service life.

When the vehicle is driving along a curve:

S3: The vehicle can monitor whether the acceleration direction of the vehicle at the moment is the length direction of the vehicle body 10 according to the acceleration sensor. If the determination result is no, it can be considered that the vehicle is currently driving on a curve. At this time, the hydraulic valve 8 obtains the acceleration value and angular velocity value to obtain the steering curvature of the vehicle, because when the vehicle turns, an angle different from the serpentine motion will be generated between the bogie 9 and the car body 10, the generation of the angle will result in at least part of the steering moment Passed through the damping system 1 to the damping valve 12 . Preferably, the hydraulic valve 8 can also judge the magnitude of the steering torque applied to the damping system 1 (especially the damping valve 12) when the vehicle is turning in combination with the driving speed and acceleration of the vehicle. If the steering torque is too large, the damping may be affected. Valve 12 creates a greater pressure. Preferably, the hydraulic valve 8 can directly unload the damping force on the damping valve 12 , so as to avoid damage to the damping system 1 and avoid steering obstruction.

It should be noted that the above-mentioned specific embodiments are exemplary, and those skilled in the art can come up with various solutions inspired by the disclosure of the present invention, and these solutions also belong to the scope of the disclosure of the present invention and fall within the scope of this disclosure. within the scope of protection of the invention. Those skilled in the art should understand that the description and drawings of the present invention are illustrative rather than limiting to the claims. The protection scope of the present invention is defined by the claims and their equivalents. The description of the present invention contains a number of inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally" all indicate that the corresponding paragraph discloses an independent concept, and the applicant reserves the right to propose a division based on each inventive concept right to apply. Throughout the text, the features introduced by "preferably" are only optional, and should not be interpreted as having to be set. Therefore, the applicant reserves the right to waive or delete relevant preferred features 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).