A lateral stabilizer for a maglev train and a control method thereof

Abstract

A lateral stabilization device and its control method for a maglev train include at least two lateral stabilization units. Each lateral stabilization unit includes a first hydraulic cylinder located at the end of the suspension frame and a second hydraulic cylinder located in the middle of the suspension frame. The first and second hydraulic cylinders have identical structures, including a cylinder body, two movable ends, and two oil inlets. The cylinder body is fixedly connected to the vehicle body, and the two movable ends are rotatably connected to a pair of parallel sliding platforms in two suspension frame assemblies. All oil inlets of the two hydraulic cylinders are connected in series to form a circuit, and a solenoid valve is connected between the oil inlets of the two hydraulic cylinders. The ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder to that of the second hydraulic cylinder is equal to the ratio of the displacement of the second sliding platform to that of the first sliding platform. Compared with the prior art, this invention enables the pose of each suspension frame unit to fit along the curve when the vehicle passes through a small curve, thereby greatly improving the vehicle's curve-passing capability.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a lateral stabilization device and its control method for maglev trains. Background Technology

[0002] Maglev trains are a new type of transportation for urban passenger rail transit, with advantages such as low noise, strong acceleration and braking capabilities, strong climbing ability, small turning radius, low vibration, and good comfort.

[0003] Existing maglev trains are equipped with lateral stabilization mechanisms to coordinate the attitude of each suspension frame unit, ensuring performance on tight curves and lateral stability at high speeds and under strong crosswinds. Chinese invention patent application CN121515747A discloses a lateral stabilization mechanism for a maglev engineering vehicle, which controls the displacement of a movable slide using hydraulic cylinders. However, its drawback is that the fit between each suspension frame unit and the curve is not high when passing through curved sections, resulting in insufficient curve-passing capability. Summary of the Invention

[0004] This invention provides a lateral stabilization device and its control method for maglev trains, thereby solving the technical problem that existing maglev trains have insufficient curve-passing capacity due to the low fitting degree between each suspension frame unit and the curve when passing through curved sections.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] On one hand, a lateral stabilization device for a maglev train is provided, installed between the car body and the suspension frame. The suspension frame includes two suspension frame groups arranged side by side. Each suspension frame group includes multiple suspension frame units connected sequentially by sliding platforms. Each of the two suspension frame units located at both ends has a sliding platform at its outer end. The sliding platform includes a first sliding platform, a second sliding platform, and a third sliding platform, with the third sliding platform located between the first and second sliding platforms and fixedly connected to the car body. The lateral stabilization device includes at least two lateral stabilization units, each lateral stabilization unit comprising:

[0007] A first hydraulic cylinder, located at the end of the suspension frame, includes a first hydraulic cylinder body, two first movable ends, and two first oil inlets. The two first movable ends are respectively located at both ends of the first hydraulic cylinder body, and the two first oil inlets are respectively connected to both ends of an oil chamber inside the first hydraulic cylinder body. The two first movable ends are configured to move relative to the first hydraulic cylinder body according to the pressure difference between the two first oil inlets. The first hydraulic cylinder body is fixedly connected to the vehicle body, and the two first movable ends are rotatably connected to a pair of first sliding platforms arranged side-by-side in the two suspension frame assemblies.

[0008] The second hydraulic cylinder, located in the middle of the suspension frame, includes a second hydraulic cylinder body, two second movable ends, and two second oil inlets. The two second movable ends are respectively located at both ends of the second hydraulic cylinder body, and the two second oil inlets are respectively connected to both ends of the oil chamber inside the second hydraulic cylinder body. The two second movable ends are configured to move relative to the second hydraulic cylinder body according to the pressure difference between the two second oil inlets. The second hydraulic cylinder body is fixedly connected to the vehicle body, and the two second movable ends are rotatably connected to a pair of second slides arranged side by side in the two suspension frame assemblies.

[0009] Two first oil inlets and two second oil inlets are connected in series to form a first circuit, and a solenoid valve is connected between the two first oil inlets and the two second oil inlets.

[0010] The ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder to that of the second hydraulic cylinder is 1:N, where N is the ratio of the displacement of the first slide to that of the second slide.

[0011] This invention utilizes the principle that the volume of fluid discharged from the first hydraulic cylinder located at the end of the suspension frame is equal to the volume of fluid flowing into the second hydraulic cylinder located in the middle of the suspension frame. By setting the ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder to the cross-sectional area of ​​the oil chamber of the second hydraulic cylinder to 1:N, where N is the ratio of the displacement of the first slide and the second slide, the posture of each suspension frame unit can be fitted to the curve line when the vehicle passes through a small curve, thereby greatly improving the vehicle's curve-passing ability.

[0012] In some embodiments, each of the suspension frame assemblies includes four suspension frame units connected in sequence by three slides, and each of the two suspension frame units located at both ends is provided with a first slide at its outer end; the three slides include a second slide and two third slides, the second slide is located in the middle of the suspension frame, and the second hydraulic cylinders in the two lateral stabilizing units are both connected to the second slide.

[0013] In some embodiments, each of the suspension frame assemblies includes five suspension frame units connected in sequence by four slides, and each of the two suspension frame units located at both ends is provided with a first slide at its outer end; the four slides include two second slides and two third slides; each of the two ends of the suspension frame unit located in the middle is provided with a second slide, and the second hydraulic cylinders in the two lateral stabilizing units are respectively connected to the two second slides.

[0014] In some embodiments, the solenoid valves in the two transverse stabilizing units are a first solenoid valve and a second solenoid valve, respectively. The first solenoid valve is connected in series with a first sequence valve, a second sequence valve, a second solenoid valve, a third sequence valve, and a fourth sequence valve to form a second circuit. A first node is provided between the first sequence valve and the second sequence valve, and a second node is provided between the third sequence valve and the fourth sequence valve. The first node and the second node are connected through a buffer cylinder. The flow direction of the first sequence valve, the second sequence valve, the third sequence valve, and the fourth sequence valve all points towards the buffer cylinder.

[0015] Therefore, under normal operating conditions, the sequence valve is closed, and the two lateral stabilizing units operate independently. When the vehicle encounters crosswinds, the increased pressure in the circuit containing the sequence valve causes it to open, connecting all four hydraulic cylinders in the two lateral stabilizing units. This allows all the slides to share the lateral force on the vehicle body, thereby improving vehicle stability. Furthermore, the buffer cylinder can linearly increase the system pressure rather than rapidly when the system pressure exceeds its opening pressure, thus limiting the movement speed of the movable slide.

[0016] In some embodiments, both the first hydraulic cylinder and the second hydraulic cylinder are split-type hydraulic cylinders; the hydraulic cylinder body of the split-type hydraulic cylinder includes two sub-hydraulic cylinders, which are connected by a connector, and the connector is fixedly connected to the vehicle body; the oil chambers inside the two sub-hydraulic cylinders are interconnected. Split-type hydraulic cylinders can effectively solve problems such as hydraulic seal wear and piston rod resonance caused by excessive span and excessive piston rod length in integral hydraulic cylinders.

[0017] In some embodiments, damping valve blocks are provided between the first oil inlet end and the solenoid valve, and between the second oil inlet end and the solenoid valve. The damping valve blocks serve as buffers and dampers, limiting excessive buffering forces.

[0018] In some embodiments, a displacement sensor is mounted on the first slide, and a curve sensor and a speed sensor are mounted on the vehicle body. The displacement sensor is configured to output a high-level signal when the relative displacement between the first slide and the vehicle body exceeds a first preset threshold, and otherwise output a low-level signal. The curve sensor is configured to output a high-level signal when the deflection angle between the vehicle body and the suspension exceeds a second preset threshold, and otherwise output a low-level signal. The speed sensor is configured to output a high-level signal when the vehicle speed exceeds a third preset threshold, and otherwise output a low-level signal. The displacement sensor, curve sensor, speed sensor, and the solenoid valves in the two lateral stabilization units are respectively communicatively connected to the controller. The controller is configured to: when it receives a high-level signal from the displacement sensor and the curve sensor, and a low-level signal from the speed sensor, turn on both solenoid valves; otherwise, turn off both solenoid valves.

[0019] In some embodiments, the first set threshold is set as the relative displacement between the first slide and the car body when the maglev train encounters a level 7 crosswind; the second set threshold is set as the deflection angle between the car body and the suspension frame when the maglev train passes through the minimum curve of the main line; and the third set threshold is set as the operating speed of the maglev train when it passes through the minimum curve of the main line.

[0020] On another front, a control method for the lateral stabilization device of the aforementioned magnetic levitation train is provided, comprising the following steps:

[0021] When the relative displacement between the slide and the vehicle body exceeds the first set threshold, the deflection angle between the vehicle body and the suspension exceeds the second set threshold, and the vehicle speed does not exceed the third set threshold, the solenoid valves in both lateral stabilization units are turned on; otherwise, the solenoid valves in both lateral stabilization units are turned off.

[0022] In some embodiments, the first set threshold is set as the relative displacement between the first slide and the car body when the maglev train encounters a level 7 crosswind; the second set threshold is set as the deflection angle between the car body and the suspension frame when the maglev train passes through the minimum curve of the main line; and the third set threshold is set as the operating speed of the maglev train when it passes through the minimum curve of the main line.

[0023] This invention has at least the following technical effects or advantages:

[0024] 1. This invention utilizes the principle that the volume of fluid discharged from the first hydraulic cylinder located at the end of the suspension frame is equal to the volume of fluid flowing into the second hydraulic cylinder located in the middle of the suspension frame. By setting the ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder to the cross-sectional area of ​​the oil chamber of the second hydraulic cylinder to 1:N, where N is the ratio of the displacement of the first slide and the second slide, the posture of each suspension frame unit can be fitted to the curve line when the vehicle passes through a small curve, thereby greatly improving the vehicle's curve-passing ability.

[0025] 2. Under normal operating conditions, the sequence valve is closed, and the two lateral stabilizing units work independently. When the vehicle encounters crosswinds, the pressure in the circuit containing the sequence valve increases, causing the sequence valve to open and connecting all four hydraulic cylinders in the two lateral stabilizing units. This allows all the slides to share the lateral force on the vehicle body, thereby improving vehicle stability.

[0026] 3. The buffer cylinder can make the system pressure increase linearly rather than rapidly when the system pressure is greater than its opening pressure, thereby limiting the moving speed of the movable slide.

[0027] 4. Using a split-type hydraulic cylinder can effectively solve problems such as hydraulic seal wear and piston rod resonance caused by excessive span and excessive piston rod length in integral hydraulic cylinders.

[0028] 5. Multiple modes can be switched to adapt to various operating conditions such as straight lines and curves, low speeds and high speeds, and crosswinds, ensuring the vehicle's curve-passing performance and the lateral stability of the suspension. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a lateral stabilization device for a magnetic levitation train (four suspension frame unit structure) according to an embodiment of the present invention.

[0030] Figure 2 This is a schematic diagram of a lateral stabilization device for a magnetic levitation train (five-suspension frame unit structure) according to an embodiment of the present invention.

[0031] Figure 3 This is a schematic diagram of the structure of an integral hydraulic cylinder (first hydraulic cylinder) in one embodiment of the present invention.

[0032] Figure 4 This is a schematic diagram of the structure of a split hydraulic cylinder (first hydraulic cylinder) in one embodiment of the present invention.

[0033] Figure 5 This is a schematic diagram of a lateral stabilization device (split hydraulic cylinder) for a magnetic levitation train according to one embodiment of the present invention.

[0034] Figure 6 This is a circuit connection diagram of a lateral stabilization device for a magnetic levitation train according to an embodiment of the present invention;

[0035] Figure 7 This is a schematic diagram of the oil circuit when the first solenoid valve is turned on in one embodiment of the present invention;

[0036] Figure 8 This is a schematic diagram of the oil circuit when the first solenoid valve is turned off in one embodiment of the present invention;

[0037] Figure 9 This is a schematic diagram of the oil circuit when the sequence valve is turned on in one embodiment of the present invention;

[0038] Figure 10 This is a geometric analysis diagram of the horizontal circular curve traversed by the five suspension frame unit structures of the maglev train in one embodiment of the present invention;

[0039] Figure 11 This is a schematic diagram showing the relative positions of the maglev train body and the suspension frame when the maglev train passes through a curve in one embodiment of the present invention. Detailed Implementation

[0040] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0041] Example 1

[0042] A lateral stabilization device for a maglev train is installed between the train body and the suspension frame 1. The suspension frame 1 includes two suspension frame groups arranged side by side. Each suspension frame group includes multiple suspension frame units connected sequentially by sliding platforms. A sliding platform is provided at the outer end of each of the two suspension frame units located at both ends. The sliding platforms include a first sliding platform 21, a second sliding platform 22, and a third sliding platform 23. The third sliding platform 23 is located between the first sliding platform 21 and the second sliding platform 22 and is fixedly connected to the train body.

[0043] Specifically, each suspension frame assembly may include four suspension frame units connected sequentially by three sliding platforms, and the outer ends of the two suspension frame units at both ends are each provided with a first sliding platform 21, such as... Figure 1 As shown. The three slides that connect the four suspension frame units include a second slide 22 and two third slides 23, wherein the second slide 22 is located in the middle of the suspension frame 1.

[0044] Each suspension frame assembly may also include five suspension frame units connected sequentially by four sliding platforms, with an additional first sliding platform 21 at the outer ends of the two suspension frame units at both ends, such as... Figure 2 As shown. The four sliding platforms connected to the five suspension frame units include two second sliding platforms 22 and two third sliding platforms 23. In the five suspension frame units, the middle suspension frame unit has one second sliding platform 22 connected to each end.

[0045] The lateral stabilization device includes a first lateral stabilization unit 31 and a second lateral stabilization unit 32, each of which includes:

[0046] The first hydraulic cylinder 41, located at the end of the suspension frame 1, includes a first hydraulic cylinder body 411, two first movable ends, and two first oil inlet ends 412. The two first movable ends are located at opposite ends of the first hydraulic cylinder body 411, and the two first oil inlet ends 412 are respectively connected to opposite ends of the oil chamber inside the first hydraulic cylinder body 411. The two first movable ends are configured to move relative to the first hydraulic cylinder body 411 according to the pressure difference between the two first oil inlet ends 412. The top of the first hydraulic cylinder body 411 is fixedly connected to the bottom of the vehicle body, and the two first movable ends are rotatably connected to a pair of first sliding platforms 21 arranged side-by-side in the two suspension frame assemblies 1.

[0047] The second hydraulic cylinder 42 has the same structure as the first hydraulic cylinder 41. Located in the middle of the suspension frame 1, the second hydraulic cylinder 42 includes a second hydraulic cylinder body 421, two second movable ends, and two second oil inlet ends 422. The two second movable ends are located at both ends of the second hydraulic cylinder body 421, and the two second oil inlet ends 422 are respectively connected to both ends of the oil chamber inside the second hydraulic cylinder body 421. The two second movable ends are configured to move relative to the second hydraulic cylinder body 421 according to the pressure difference between the two second oil inlet ends 422. The top of the second hydraulic cylinder body 421 is fixedly connected to the bottom of the vehicle body, and the two second movable ends are rotatably connected to a pair of parallel second slides 22 in the two suspension frame assemblies 1. The ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder 41 to the cross-sectional area of ​​the oil chamber of the second hydraulic cylinder 42 is 1:N, where N is the ratio of the displacement of the first slide 21 to the displacement of the second slide 22.

[0048] Since the fluid volume Q1 discharged from the first hydraulic cylinder 41 is equal to the fluid volume Q2 flowing into the second hydraulic cylinder 42 (i.e., Q1 = Q2), and Q1 = L1 * S1, Q2 = L2 * S2, therefore, when L1 / L2 = N, S1 / S2 = 1 / N. In this formula, L1 is the displacement of the first movable end 412, S1 is the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder 41, L2 is the displacement of the second movable end 422, and S2 is the cross-sectional area of ​​the oil chamber of the second hydraulic cylinder 42. Because the first movable end is hinged to the first slide 21, and the second movable end is hinged to the second slide 42, the displacement of the first movable end is the same as the displacement of the first slide 21, and the displacement of the second movable end is the same as the displacement of the second slide 22. The ratio N of the displacements of the first slide 21 and the second slide 22 can be obtained through geometric analysis.

[0049] Taking the five-suspension frame unit structure as an example, the geometric analysis of the horizontal circular curve traversed by the five-suspension frame unit structure maglev train is shown below. Figure 10 Considering the limiting state, the suspension frame is internally tangent to the curve when plotting, because when the suspension frame is internally tangent to the curve, the equivalent curve radius is the smallest and the lateral relative displacement is the largest. Figure 10 In the diagram, R is the radius of the horizontal circular curve, and L is the length of the suspension frame unit (including the gap between suspension frame units, taken as 2.8m), which is also the longitudinal spacing between the sliding platforms. It should be noted that in geometric analysis, since the length of the suspension frame unit is much larger than the displacement of the sliding platform, the projected length can be approximated as L. α is the central angle corresponding to the length of the suspension frame unit, in rad; β is half of the central angle corresponding to the length of the suspension frame unit, in rad; A, B, C, D, E, and F correspond to the six sliding platforms from left to right in a single suspension frame group of five suspension frame units, numbered 1-6 respectively. Modules 1-5 correspond to the five suspension frame units from left to right.

[0050] Considering the symmetry of the structure, only half of the car needs to be analyzed, as follows:

[0051] In triangle OAG, OG 2 =OA 2 -AG 2 We can obtain:

[0052] ;

[0053] Similarly, we can conclude that:

[0054] ;

[0055] ;

[0056] achievable ;

[0057] ;

[0058] AA' represents the lateral displacement of the end slide (i.e., slide 1) relative to the car body; CC' represents the lateral displacement of the middle slide (i.e., slide 3) relative to the car body. Due to the symmetrical relationship, the ratio of the lateral displacement of the other end slide (i.e., slide 6) to the other middle slide (i.e., slide 4) is the same as that of slides 1 and 3.

[0059] The lateral displacement of the movable slide relative to the vehicle body is related to the number of suspension frames and the minimum curve radius. The calculation of the lateral displacement of the slide of the five-module vehicle can be seen in Table 1 below.

[0060]

[0061] As shown in Table 1, the ratio N of the displacement of the first slide 21 to the second slide 22 remains basically consistent under different curvatures. Therefore, as long as the length and number of suspension frame units are determined, the value of N can be determined. In other words, during the structural design stage, the value of N can be determined through geometric analysis based on the length and number of suspension frame units. By setting the ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder 41 to the cross-sectional area of ​​the oil chamber of the second hydraulic cylinder 42 to 1:N, the vehicle can achieve a position and orientation of each suspension frame unit that matches the curve line when passing through a curve of any radius, thereby greatly improving the vehicle's curve-passing capability.

[0062] Specifically, for the four-suspension frame unit structure, the second hydraulic cylinders 42 in both lateral stabilizing units are connected to the second slide 22 located in the middle of the suspension frame 1. For the five-suspension frame unit structure, the second hydraulic cylinders 42 in both lateral stabilizing units are respectively connected to the two second slides 22 at both ends of the middle suspension frame unit.

[0063] As a preferred embodiment, the first hydraulic cylinder 41 and the second hydraulic cylinder 42 can be integral hydraulic cylinders. The integral hydraulic cylinder has a piston 6 in its oil chamber, and a piston rod 61 (i.e., the movable end) is connected to each end of the piston 6. The piston rod 61 is hinged to the first slide 21 or the second slide 22 through the crank arm 62. Figure 3 The diagram shows a schematic of the structure of the first hydraulic cylinder 41, which is an integral hydraulic cylinder. More preferably, the first hydraulic cylinder 41 and the second hydraulic cylinder 42 can also be separate hydraulic cylinders. The body of the separate hydraulic cylinder includes two sub-hydraulic cylinders 7, which are connected by a connector 8. The top of the connector 8 is fixedly connected to the bottom of the vehicle body. Two oil inlets are respectively connected to the oil chambers inside the two sub-hydraulic cylinders 7, and the oil chambers inside the two sub-hydraulic cylinders 7 are interconnected. Each sub-hydraulic cylinder 7 has a piston and a piston rod (i.e., the movable end) in its oil chamber. The piston rod is hinged to the first slide 21 or the second slide 22 via a rubber joint. Figure 4 The diagram shown is a schematic of the structure of the first hydraulic cylinder 41, which is a split-type hydraulic cylinder. Figure 5 The diagram shows a lateral stabilization device based on a five-suspension frame unit structure and employing a split hydraulic cylinder.

[0064] In each lateral stabilizing unit, two first oil inlet ends 412 and two second oil inlet ends 422 are connected in series to form a first circuit. A solenoid valve is connected between the two first oil inlet ends 412 and the two second oil inlet ends 422. The solenoid valve in the first lateral stabilizing unit 31 is the first solenoid valve 51, and the solenoid valve in the second lateral stabilizing unit 32 is the second solenoid valve 52.

[0065] As a preferred option, such as Figure 2 As shown, the first solenoid valve 51 is connected in series with the first sequence valve 91, the second sequence valve 92, the second solenoid valve 52, the third sequence valve 93, and the fourth sequence valve 94 to form a second circuit. A first node is provided between the first sequence valve 91 and the second sequence valve 92, and a second node is provided between the third sequence valve 93 and the fourth sequence valve 94. The first node and the second node are connected through the buffer cylinder 10. The flow direction of the first sequence valve 91, the second sequence valve 92, the third sequence valve 93, and the fourth sequence valve 94 points towards the buffer cylinder 10. It should be noted that although this invention only... Figure 2 The aforementioned second loop is shown in the five-suspension frame unit structure, but the aforementioned second loop is also applicable to Figure 1 The four-suspension frame unit structure.

[0066] As a preferred embodiment, for each lateral stabilizing unit, a damping valve block 11 is provided between the first oil inlet end 412 and the solenoid valve, and between the second oil inlet end 422 and the solenoid valve.

[0067] As a preferred option, such as Figure 6As shown, a displacement sensor 12 is installed on the first slide 21, and a curve sensor 13 and a speed sensor are installed on the vehicle body. The displacement sensor 12 is configured to output a high-level signal when the relative displacement between the first slide 21 and the vehicle body exceeds a first set threshold, and output a low-level signal otherwise. The curve sensor 13 is configured to output a high-level signal when the deflection angle between the vehicle body and the suspension frame 1 exceeds a second set threshold, and output a low-level signal otherwise. The speed sensor is configured to output a high-level signal when the vehicle speed exceeds a third set threshold, and output a low-level signal otherwise. The displacement sensor 12, curve sensor 13, speed sensor, first solenoid valve 51, and second solenoid valve 52 are respectively connected to the controller. The controller is configured to: when it receives a high-level signal from the displacement sensor 12 and the curve sensor 13, and a low-level signal from the speed sensor, turn on both the first solenoid valve 51 and the second solenoid valve 52; otherwise, turn off both the first solenoid valve 51 and the second solenoid valve 52. The first threshold setting is the relative displacement between the first sliding platform and the car body when the maglev train encounters a level 7 crosswind. For example, for a five-module suspension train, this can be set to 20mm based on the limiting clearance of the air springs. The second threshold setting is the deflection angle between the car body and the suspension frame when the maglev train passes through the minimum curve on the main line. For example, for a five-module suspension train, this can be set to 3.2°. The third threshold setting is the operating speed of the maglev train when passing through the minimum curve on the main line. For example, for a five-module suspension train, this can be set to 30km / h-40km / h.

[0068] As a preferred embodiment, the controller can be the vehicle control unit (VCU), and the speed sensor can be an existing speed sensor used on the maglev train. The vehicle speed collected by the speed sensor is sent to the vehicle control system (TCMS), and the VCU directly obtains the level signal from the TCMS. The level signals of the displacement sensor 12 and the curve sensor 13 are directly sent to the VCU, which controls the opening and closing of the first solenoid valve 51 and the second solenoid valve 52 according to the control logic in Table 2. In Table 2, "DIS_IN" represents the output signal of the displacement sensor, "SP_IN" represents the output signal of the speed sensor, and "CUR_IN" represents the output signal of the curve sensor. It should be noted that the sequence valve is not controlled by the VCU, but is opened when the pressure in the pipeline where the sequence valve is located exceeds the pressure opening value, and closed when the pressure does not exceed the pressure opening value.

[0069]

[0070] When both the first solenoid valve 51 and the second solenoid valve 52 are closed, the first hydraulic cylinder 41 and the second hydraulic cylinder 42 are connected in series, improving the lateral stability of the suspension, the vehicle's resistance to unbalanced centrifugal force, and its resistance to crosswinds, but reducing the vehicle's curve-passing performance. When both the first solenoid valve 51 and the second solenoid valve 52 are open, the first hydraulic cylinder 41 and the second hydraulic cylinder 42 are connected in parallel, improving the vehicle's curve-passing performance, but reducing the lateral stability of the suspension, the vehicle's resistance to unbalanced centrifugal force, and its resistance to crosswinds.

[0071] Straight-line operation mode: The vehicle travels normally in a straight line. At this time, both the first solenoid valve 51 and the second solenoid valve 52 should be closed, and the first hydraulic cylinder 41 and the second hydraulic cylinder 42 should be connected in series. Figure 8 As shown, the increased rigidity between the vehicle body and the suspension system improves the lateral stability of the suspension system, the vehicle's resistance to unbalanced centrifugal force, and its resistance to crosswinds during high-speed straight-line operation.

[0072] Curve Operation Mode (Driving Track): Vehicles travel at low speeds (e.g., 5 km / h) through small curves on the driving track. Due to the low speed, the unbalanced centrifugal force is small and not a primary concern. In this mode, both the first solenoid valve 51 and the second solenoid valve 52 should be activated, and the first hydraulic cylinder 41 and the second hydraulic cylinder 42 should be connected in parallel. The hydraulic fluid should no longer be exchanged, and they should operate independently. Figure 7 As shown. This decouples the suspension modules, ensuring that each suspension module is free and unrestricted when passing through small curves, further improving the vehicle's curve-passing performance, especially on track tracks.

[0073] Curve operation mode (main line): The vehicle passes through a small curve on the main line at a relatively high speed (e.g., 30~40km / h). Due to the high speed of passing through the curve, the unbalanced centrifugal force is large. At this time, the first solenoid valve 51 and the second solenoid valve 52 should be closed, and the first hydraulic cylinder 41 and the second hydraulic cylinder 42 should be connected in series so that all the moving slides (the first slide and the second slide) can jointly balance the lateral force on the air spring of the fixed slide (the third slide), so that the lateral force distribution of the air spring is more uniform.

[0074] Crosswind operation mode: When the vehicle encounters a crosswind of level 7 or above, due to the large lateral force on the vehicle, the first solenoid valve 51 and the second solenoid valve 52 should be shut off. The first hydraulic cylinder 41 and the second hydraulic cylinder 42 are connected in series so that all the moving slides (the first slide and the second slide) can jointly balance the lateral force on the air spring of the fixed slide (the third slide), making the lateral force distribution of the air spring more uniform.

[0075] In a special operating mode, when the vehicle encounters crosswinds of level 7 or higher on a small curve, both the first solenoid valve 51 and the second solenoid valve 52 should be shut off. The first hydraulic cylinder 41 and the second hydraulic cylinder 42 should be connected in series, allowing all moving slides (the first and second slides) to jointly balance the lateral force on the air spring of the fixed slide (the third slide), resulting in a more uniform distribution of the lateral force. Based on this, due to the superposition of the crosswind force and the unbalanced centrifugal force on the vehicle, the pressure in both circuits suddenly increases to the point that the sequence valves controlled by their respective circuits open. This connects the four cylinders, at which point the system damping is at its maximum, and all slide air springs jointly balance the lateral force on the vehicle body. Figure 9 As shown.

[0076] The connection between the suspension frame and the car body affects the kinematics of the entire maglev train on curves. Taking a five-suspension frame unit structure as an example, the suspension frame is connected to the car body in three aspects:

[0077] 1) Connection between the movable slide (first slide and second slide) and the vehicle body: The slider of the linear guide pair between the 1st, 3rd, 4th and 6th slides and the vehicle body is installed on the slide mounting base. The slide rail is bolted to the bottom of the vehicle body. The entire suspension frame and the vehicle body have 16 pairs of linear guide pairs in cooperation. Figure 11 In the middle, the slides are numbered 1, 2, 3, 4, 5, and 6 from left to right. The linear guide pair bears the weight of the vehicle body and can relieve the constraint of the vehicle body on the lateral movement of the suspension frame when passing through curves, while not affecting the longitudinal forces such as traction and braking force transmitted between the slides and the module through the traction rod.

[0078] 2) Connection between the fixed slide (third slide) and the car body: The second and fifth slides are fixedly connected to the car body, at the connection point ( Figure 11 Point A in the middle constitutes the rotation center of the vehicle when it passes through the curve.

[0079] 3) Connection between the hydraulic lateral stabilization mechanism and the car body: Each car section has two sets of lateral stabilization units, installed between slides 1 and 3, and slides 4 and 6 respectively. The hydraulic cylinder of each lateral stabilization unit is connected to the car chassis and to the slide via a crank arm. When traversing a curve, the car body and suspension unit deflect, resulting in lateral displacement. This causes the piston rod (i.e., the moving end) of the hydraulic cylinder to shift out of center, driving the crank arm to move the slide.

[0080] The connection between the suspension system and the vehicle body constitutes the geometric constraints for the vehicle to traverse curves, such as... Figure 11 As shown.

[0081] (1) When the vehicle passes through a curve, the suspension frame units (5 pairs / carriage) of the vehicle will follow the line and be arranged into a curved shape due to the guiding force. At this time, since the car body is a rigid body, the slide table can only slide laterally relative to the car body, and each module will translate and rotate relative to the car body.

[0082] (2) When the 1st, 3rd, 4th and 6th movable slides slide laterally, the longitudinal distance between the slides and the vehicle body will not change.

[0083] (3) The second and fifth fixed slides are horizontally fixed to the vehicle body. Therefore, when passing through the curve, the midpoint A of the line connecting the second and fifth left and right slides is always on the center line of the vehicle body and approximately located on the arc length of the curve, which actually constitutes the rotation center of the vehicle body for each suspension frame unit to pass through the curve.

[0084] Example 2

[0085] A control method for the lateral stabilization device of the aforementioned maglev train includes the following steps: when the relative displacement between the slide and the car body exceeds a first preset threshold, the deflection angle between the car body and the suspension frame exceeds a second preset threshold, and the train speed does not exceed a third preset threshold, the solenoid valves in both lateral stabilization units are activated; otherwise, the solenoid valves in both lateral stabilization units are deactivated. The first preset threshold is set to the relative displacement between the first slide and the car body when the maglev train encounters a level 7 crosswind; the second preset threshold is set to the deflection angle between the car body and the suspension frame when the maglev train passes through the minimum curve on the main line; and the third preset threshold is set to the operating speed of the maglev train when passing through the minimum curve on the main line.

[0086] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0087] Similarly, it should be understood that, in order to streamline this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be interpreted as reflecting an intention that the claimed invention requires more features than expressly recited in each claim. Rather, as reflected in the claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0088] Those skilled in the art will understand that the modules, units, or groups of devices in the examples disclosed herein can be arranged in the device as described in this embodiment, or alternatively, can be located in one or more devices different from the device in this example. The modules in the foregoing examples can be combined into a single module or further divided into multiple sub-modules.

[0089] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or groups in the embodiments can be combined into a single module, unit, or group, and further, they can be divided into multiple sub-modules, sub-units, or sub-groups. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0090] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of the invention and form different embodiments.

[0091] Furthermore, some of the embodiments described herein are methods or combinations of method elements that can be implemented by a processor of a computer system or by other means of performing the functions. Therefore, a processor having the necessary instructions for implementing the methods or method elements forms means for implementing the methods or method elements. Furthermore, the elements described herein in the apparatus embodiments are examples of means for implementing the functions performed by elements for the purposes of carrying out the invention.

[0092] The various techniques described herein can be implemented in combination with hardware or software, or a combination thereof. Thus, the methods and apparatus of the present invention, or certain aspects or portions thereof, can take the form of program code (i.e., instructions) embedded in a tangible medium, such as a floppy disk, CD-ROM, hard disk, or any other machine-readable storage medium, wherein when the program is loaded into and executed by a machine such as a computer, the machine becomes an apparatus for practicing the present invention.

[0093] When the program code is executed on a programmable computer, the computing device generally includes a processor, a processor-readable storage medium (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device. The memory is configured to store program code; the processor is configured to execute the method of the present invention according to instructions in the program code stored in the memory.

[0094] By way of example, and not limitation, computer-readable media include computer storage media and communication media. Computer storage media stores information such as computer-readable instructions, data structures, program modules, or other data. Communication media generally embodies computer-readable instructions, data structures, program modules, or other data in the form of modulated data signals such as carrier waves or other transmission mechanisms, and includes any information delivery medium. Any combination of the above is also included within the scope of computer-readable media.

[0095] As used herein, unless otherwise specified, the use of ordinal numbers such as “first,” “second,” “third,” etc., to describe ordinary objects merely indicates different instances of similar objects and is not intended to imply that the objects being described must have a given order in time, space, ordering, or any other manner.

[0096] Although the invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and instructional purposes, and not for the purpose of interpreting or limiting the subject matter of the invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. The disclosure of the invention is illustrative and not restrictive, and the scope of the invention is defined by the appended claims.

[0097] Finally, it should be noted that this invention does not explain in detail the common knowledge recognized by those skilled in the art. The above description is only a specific embodiment of this invention and is not intended to limit this invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this invention should be included within the protection scope of this invention.

Claims

1. A lateral stabilization device for a maglev train, installed between the car body and a suspension frame, wherein the suspension frame comprises two suspension frame groups arranged in parallel, each suspension frame group comprising multiple suspension frame units connected sequentially by sliding platforms, and each of the two suspension frame units located at both ends is provided with a sliding platform at its outer end; the sliding platform comprises a first sliding platform, a second sliding platform, and a third sliding platform, the third sliding platform being located between the first and second sliding platforms, and the third sliding platform being fixedly connected to the car body; characterized in that, The lateral stabilizing device includes at least two lateral stabilizing units, each lateral stabilizing unit comprising: A first hydraulic cylinder, located at the end of the suspension frame, includes a first hydraulic cylinder body, two first movable ends, and two first oil inlets. The two first movable ends are respectively located at both ends of the first hydraulic cylinder body, and the two first oil inlets are respectively connected to both ends of an oil chamber inside the first hydraulic cylinder body. The two first movable ends are configured to move relative to the first hydraulic cylinder body according to the pressure difference between the two first oil inlets. The first hydraulic cylinder body is fixedly connected to the vehicle body, and the two first movable ends are rotatably connected to a pair of first sliding platforms arranged side-by-side in the two suspension frame assemblies. The second hydraulic cylinder, located in the middle of the suspension frame, includes a second hydraulic cylinder body, two second movable ends, and two second oil inlets. The two second movable ends are respectively located at both ends of the second hydraulic cylinder body, and the two second oil inlets are respectively connected to both ends of the oil chamber inside the second hydraulic cylinder body. The two second movable ends are configured to move relative to the second hydraulic cylinder body according to the pressure difference between the two second oil inlets. The second hydraulic cylinder body is fixedly connected to the vehicle body, and the two second movable ends are rotatably connected to a pair of second slides arranged side by side in the two suspension frame assemblies. Two first oil inlets and two second oil inlets are connected in series to form a first circuit, and a solenoid valve is connected between the two first oil inlets and the two second oil inlets. The ratio of the cross-sectional area of ​​the oil chamber of the first hydraulic cylinder to that of the second hydraulic cylinder is 1:N, where N is the ratio of the displacement of the first slide to that of the second slide.

2. The lateral stabilization device for a magnetic levitation train according to claim 1, characterized in that, Each of the suspension frame assemblies includes four suspension frame units connected in sequence by three slides. The outer ends of the two suspension frame units located at both ends are each provided with a first slide. The three slides include one second slide and two third slides. The second slide is located in the middle of the suspension frame, and the second hydraulic cylinders in the two lateral stabilizing units are connected to the second slide.

3. The lateral stabilization device for a maglev train according to claim 1, characterized in that: Each of the suspension frame assemblies includes five suspension frame units connected in sequence by four slides. The outer ends of the two suspension frame units at both ends are each provided with a first slide. The four slides include two second slides and two third slides. The two ends of the suspension frame unit in the middle are each provided with a second slide. The second hydraulic cylinders in the two lateral stabilization units are respectively connected to the two second slides.

4. The lateral stabilization device for a magnetic levitation train according to claim 3, characterized in that: The solenoid valves in the two transverse stabilizing units are a first solenoid valve and a second solenoid valve, respectively. The first solenoid valve is connected in series with a first sequence valve, a second sequence valve, a second solenoid valve, a third sequence valve, and a fourth sequence valve to form a second circuit. A first node is provided between the first sequence valve and the second sequence valve, and a second node is provided between the third sequence valve and the fourth sequence valve. The first node and the second node are connected through a buffer cylinder. The flow direction of the first sequence valve, the second sequence valve, the third sequence valve, and the fourth sequence valve all points towards the buffer cylinder.

5. The lateral stabilization device for a magnetic levitation train according to any one of claims 1-4, characterized in that: Both the first hydraulic cylinder and the second hydraulic cylinder are split-type hydraulic cylinders; the hydraulic cylinder body of the split-type hydraulic cylinder includes two sub-hydraulic cylinders, which are connected by a connector, and the connector is fixedly connected to the vehicle body; the oil chambers inside the two sub-hydraulic cylinders are interconnected.

6. The lateral stabilization device for a magnetic levitation train according to any one of claims 1-4, characterized in that: A damping valve block is provided between the first oil inlet end and the solenoid valve, and between the second oil inlet end and the solenoid valve.

7. The lateral stabilization device for a magnetic levitation train according to any one of claims 1-4, characterized in that: A displacement sensor is mounted on the first slide, and a curve sensor and a speed sensor are mounted on the vehicle body. The displacement sensor is configured to output a high-level signal when the relative displacement between the first slide and the vehicle body exceeds a first preset threshold, and output a low-level signal otherwise. The curve sensor is configured to output a high-level signal when the deflection angle between the vehicle body and the suspension exceeds a second preset threshold, and output a low-level signal otherwise. The speed sensor is configured to output a high-level signal when the vehicle speed exceeds a third preset threshold, and output a low-level signal otherwise. The displacement sensor, curve sensor, speed sensor, and solenoid valves in the two lateral stabilization units are respectively communicatively connected to the controller. The controller is configured to: when it receives high-level signals from the displacement sensor and curve sensor, and a low-level signal from the speed sensor, activate both solenoid valves; otherwise, deactivate both solenoid valves.

8. The lateral stabilization device for a maglev train according to claim 7, characterized in that: The first set threshold is set as the relative displacement between the first slide and the car body when the maglev train encounters a level 7 crosswind; the second set threshold is set as the deflection angle between the car body and the suspension frame when the maglev train passes through the minimum curve of the main line; and the third set threshold is set as the operating speed of the maglev train when it passes through the minimum curve of the main line.

9. A control method for the lateral stabilization device of a magnetic levitation train as described in any one of claims 1-8, characterized in that, The process includes the following steps: when the relative displacement between the slide and the vehicle body exceeds the first set threshold, the deflection angle between the vehicle body and the suspension exceeds the second set threshold, and the vehicle speed does not exceed the third set threshold, the solenoid valves in both lateral stabilization units are turned on; otherwise, the solenoid valves in both lateral stabilization units are turned off.

10. The control method according to claim 9, characterized in that: The first set threshold is set as the relative displacement between the first slide and the car body when the maglev train encounters a level 7 crosswind; the second set threshold is set as the deflection angle between the car body and the suspension frame when the maglev train passes through the minimum curve of the main line; and the third set threshold is set as the operating speed of the maglev train when it passes through the minimum curve of the main line.

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