Locomotive Articulator Active Control Damping System and Locomotive Articulator Damping Control Method

Abstract

The active control damping system of a locomotive articulator includes two damping cylinders installed on the locomotive articulator, and is characterized in that: the rod chambers of the two damping cylinders are connected through the rod chamber oil circuit, and the rodless chambers are connected through the rodless chamber oil circuit. Both the rod chamber oil circuit and the rodless chamber oil circuit have a three-stage flow regulation function from small to large. The rod chamber oil circuit and the rodless chamber oil circuit are respectively connected to the active controller for control. The active controller controls the rod chamber oil circuit and the rodless chamber oil circuit to perform flow shift regulation according to the vehicle speed, so as to adjust the damping force of the damping cylinder. The present invention adopts a multi-stage fixed throttle mode with three-stage flow setting to adjust the damping characteristics of the locomotive articulator, change the torque of the locomotive articulator, effectively prevent the situation that the rear vehicle pushes the front vehicle to generate offset vibration, and improve the running stability of the locomotive during large-angle turning, straight running and high-speed lane change. The present invention also provides a method for damping control of a locomotive articulator.

Description

Technical Field

[0001] The present invention relates to an active control damping system for a locomotive articulator and a damping control method for a locomotive articulator, belonging to the technical field of damping adjustment of locomotive articulators. Background Art

[0002] For a vehicle composed of multiple carriages; due to high speed and large carrying weight, each carriage is designed as a relatively independent unit, and a flexible locomotive articulator is installed between the front carriage and the rear carriage, effectively preventing the situation of the rear carriage pushing the front carriage to generate offset vibration, and ensuring the smooth operation of the trackless rubber-tyred vehicle during large-angle turning, straight running and high-speed lane change. The structure of the locomotive articulator is as Figure 1 shown, with two mounting seats rotatably connected through a slewing bearing and damping cylinders arranged on both sides. At present, the damping cylinders in the locomotive articulator generally adopt a proportional throttling mode to adjust the damping. The oil circuit environment and control method between the two damping cylinders are complex, with high costs, and require on-site adjustment and regular adjustment. The proportional throttling control method uses an electric current signal to change the opening of the throttle valve, thereby adjusting the oil flow rate to achieve the purpose of damping adjustment. The electric current signal is unstable and has poor reliability, resulting in low reliability of the damping adjustment of the locomotive articulator, causing the situation of the rear carriage pushing the front carriage to generate offset vibration, and affecting the smoothness during large-angle turning, straight running and high-speed lane change of the vehicle.

[0003] Relevant patent documents retrieved:

[0004] 1. CN 201910806152.3, an experimental device for a controllable resistance device for rail transit;

[0005] 2. CN 201210080044.0, a semi-automatic shock absorber control device and system for a train bogie and its control method;

[0006] 3. CN 201510329119.8, a liquid-electric energy-fed semi-active control shock absorber system;

[0007] 4. CN 201510945800.5, a self-powered vehicle shock absorber device and its control method. Summary of the Invention

[0008] The active control damping system for a locomotive articulator and the damping control method for a locomotive articulator provided by the present invention adopt a multi-stage fixed throttling mode with three set flow rates to adjust the damping characteristics of the locomotive articulator, change the torque of the locomotive articulator, effectively prevent the situation of the rear carriage pushing the front carriage to generate offset vibration, and improve the running smoothness of the locomotive during large-angle turning, straight running and high-speed lane change.

[0009] To achieve the above object, the technical solution adopted by the present invention is:

[0010] The active control damping system of a locomotive articulator includes two damping cylinders installed on the locomotive articulator, and is characterized in that: the rod chambers of the two damping cylinders are connected through a rod chamber oil circuit, and the rodless chambers are connected through a rodless chamber oil circuit. Both the rod chamber oil circuit and the rodless chamber oil circuit have a three-stage flow regulation function from small to large. The rod chamber oil circuit and the rodless chamber oil circuit are respectively connected to the active controller for control. The active controller controls the flow rate shift regulation of the rod chamber oil circuit and the rodless chamber oil circuit according to the vehicle speed to adjust the damping force of the damping cylinder.

[0011] Preferably, the damping cylinders are respectively a left damping cylinder and a right damping cylinder. The rod chamber oil circuit includes a control flow path one with a three-stage flow regulation function and an overflow protection function, a left rod chamber oil pipe connecting the control flow path one and the rod chamber of the left damping cylinder, and a right rod chamber oil pipe connecting the control flow path one and the rod chamber of the right damping cylinder. The rodless chamber oil circuit includes a control flow path two with a three-stage flow regulation function and an overflow protection function, a left rodless chamber oil pipe connecting the control flow path two and the rodless chamber of the left damping cylinder, and a right rodless chamber oil pipe connecting the control flow path two and the rodless chamber of the right damping cylinder. The control flow path one and the control flow path two are respectively connected to the active controller for control.

[0012] Preferably, the control flow path one and the control flow path two have the same structure, and both include a base flow path, a first-stage throttle valve, a second-stage throttle valve with a flow rate greater than that of the first-stage throttle valve, a third-stage throttle valve with a flow rate greater than that of the second-stage throttle valve, and a reversing valve controlled by the active controller. The first-stage throttle valve, the second-stage throttle valve, and the third-stage throttle valve are sequentially arranged in the base flow path and are respectively connected to the reversing valve. The base flow path in the control flow path one is connected to the left rod chamber oil pipe and the right rod chamber oil pipe, and the base flow path in the control flow path two is connected to the left rodless chamber oil pipe and the right rodless chamber oil pipe. The reversing valve in the control flow path one is connected to the left rod chamber oil pipe and the right rod chamber oil pipe, and the reversing valve in the control flow path two is connected to the left rodless chamber oil pipe and the right rodless chamber oil pipe.

[0013] Preferably, the control flow path one includes an overload protection flow path connecting the left rod chamber oil pipe and the right rod chamber oil pipe, and the control flow path two includes an overload protection flow path connecting the left rodless chamber oil pipe and the right rodless chamber oil pipe. The overload protection flow path opens when the oil pressure exceeds the rated value. The overcurrent protection flow path includes a pressure sensor and an overflow valve connected to the pressure sensor.

[0014] Preferably, the active control component includes a central processing unit and a control display that can obtain real-time vehicle operation data from the vehicle control system. The central processing unit is signal-transmission connected to the control display, and the pressure sensor, the overflow valve, and the commutator are respectively signal-transmission connected to the central processing unit.

[0015] Preferably, the damping oil cylinder comprises a cylinder barrel, a front cylinder head for sealing the front end of the cylinder barrel, a rear cylinder head for sealing the rear end of the cylinder barrel, a piston rod extending into the cylinder barrel and sealingly fitted with the inner wall of the cylinder barrel. The piston rod divides the inner cavity of the cylinder barrel into a rod chamber and a rodless chamber. A displacement sensor for measuring the displacement of the piston rod in real time is installed in the rodless chamber. The displacement sensor is signal-transmission connected to the active controller. A sensor mating blind hole along the central axis is formed on the piston rod. The sensing and detecting end of the displacement sensor is guided and fitted into the sensor mating blind hole. A rod chamber oil inlet / outlet communicating with the rod chamber is formed on the cylinder barrel. A rodless chamber oil inlet / outlet communicating with the rodless chamber is formed on the rear cylinder head. The rod chamber oil inlet / outlet is oil-way connected to the rod chamber, and the rodless chamber oil inlet / outlet is oil-way connected to the rodless chamber.

[0016] Preferably, a rod chamber oil storage cavity communicating with the rod chamber is formed on the cylinder barrel, and a rodless chamber oil storage cavity communicating with the rodless chamber is formed on the rear cylinder head. Oil liquid is stored in both the rod chamber oil storage cavity and the rodless chamber oil storage cavity.

[0017] The damping control method for a locomotive articulator uses the above-mentioned active control damping system for a locomotive articulator for control. It is characterized in that: when the set driving speed is below 30 km / h, the flow rate adjustment control signal sent by the active controller to the rod chamber oil way and the rodless chamber oil way is a first-gear flow rate adjustment signal; when the driving speed is in the range of 30 - 50 km / h, the flow rate adjustment control signal sent by the active controller to the rod chamber oil way and the rodless chamber oil way is a second-gear flow rate adjustment signal; when the driving speed is above 50 km / h, the flow rate adjustment control signal sent by the active controller to the rod chamber oil way and the rodless chamber oil way is a third-gear flow rate adjustment signal. The rod chamber oil way and the rodless chamber oil way receive the flow rate adjustment control signal and respectively perform corresponding flow rate shifting adjustments to adjust the damping force of the damping oil cylinder, thereby adjusting the damping characteristics of the locomotive articulator and changing the torque of the locomotive articulator.

[0018] Preferably, the control display calculates and analyzes the real-time signal transmitted by the central processor and the real-time vehicle operation data obtained from the vehicle control system to obtain the damping characteristic curve of the locomotive articulator during the operation of the locomotive and displays it in real time.

[0019] The beneficial effects of the invention are:

[0020] 1. The active control damping system of the locomotive articulator of the present invention has the rod chambers of two damping cylinders connected through the rod chamber oil circuit, and the rodless chambers are connected through the rodless chamber oil circuit, forming a series connection of the oil in the rod chambers and a series connection of the oil in the rodless chambers of the two damping cylinders. Both the rod chamber oil circuit and the rodless chamber oil circuit have a three-stage flow regulation function from small to large. The active controller controls the rod chamber oil circuit and the rodless chamber oil circuit to perform flow shift regulation according to the vehicle speed, adjusts the oil flow in the rod chamber oil circuit and the rodless chamber oil circuit, so as to adjust the damping force of the damping cylinder. That is, a multi-stage fixed throttling mode with three set flows is adopted. Compared with the proportional throttling mode in the prior art, the active controller uses the real-time vehicle speed of the vehicle as the control signal source, and the control signal is stable and reliable. According to the change of the vehicle speed, it sends a flow regulation control signal to the rod chamber oil circuit and the rodless chamber oil circuit, adjusts their flow to the corresponding gear, and the flow regulation changes the damping force of the damping cylinder, thereby adjusting the damping characteristics of the locomotive articulator, changing the torque of the locomotive articulator. When the locomotive turns at a low speed below 30 km / h, the flow of the rod chamber oil circuit and the rodless chamber oil circuit is adjusted to the maximum gear, the damping force of the damping cylinder is small, and the corresponding torque obtained by the locomotive articulator is small, ensuring smooth low-speed turning and stable driving of the locomotive. When the locomotive travels straight in the speed range of 30 - 50 km / h, the flow of the rod chamber oil circuit and the rodless chamber oil circuit is adjusted to the middle gear, the damping force of the damping cylinder increases, and the corresponding torque obtained by the locomotive articulator is greater, ensuring the smoothness of the locomotive. When the locomotive travels at a speed above 50 km / h, the flow of the rod chamber oil circuit and the rodless chamber oil circuit is adjusted to the minimum gear, the damping force of the damping cylinder further increases, and the corresponding torque obtained by the locomotive articulator further increases, ensuring the smooth operation of the locomotive, effectively preventing the situation of the rear vehicle pushing the front vehicle to cause offset vibration, and improving the running smoothness of the locomotive during large-angle turning, straight running and high-speed lane change.

[0021] 2. The rod chamber oil circuit and the rodless chamber oil circuit not only have a three-stage flow regulation function, but also have an overflow protection function. Once the oil pressure flowing out of the damping cylinder exceeds the rated pressure of the overflow valve, the overflow valve quickly releases the oil pressure to another damping cylinder, forming an overload protection for the rod chamber oil circuit and the rodless chamber oil circuit, and improving the safety and reliability of the whole system.

[0022] 3. The active controller includes a central processing unit and a control display. The control display calculates and analyzes the real-time signal transmitted by the central processing unit and the real-time vehicle operation data obtained from the vehicle control system to obtain the damping characteristic curve of the locomotive articulator during the locomotive operation process and displays it in real time, forming a full-process visual monitoring of the damping characteristics of the locomotive articulator under the locomotive operation conditions.

[0023] 4. The damping cylinder has a rod-side oil storage cavity connected to the rod chamber and a non-rod-side oil storage cavity connected to the non-rod chamber. When the oil in the damping cylinder is insufficient due to factors such as seal leakage and environmental evaporation, oil is replenished to reduce the maintenance frequency of the damping cylinder and improve the reliability of the entire damping system. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of a locomotive articulator.

[0025] Figure 2 It is a schematic diagram of the active control damping system of the locomotive articulator in the specific embodiment.

[0026] Figure 3 It is a combined schematic diagram of the control flow path 1 and the control flow path 2.

[0027] Figure 4 It is a schematic diagram of the oil circuit structure principle of the rod chamber oil circuit and the non-rod chamber oil circuit.

[0028] Figure 5 It is a schematic diagram of the damping cylinder. SPECIFIC EMBODIMENT

[0029] The following Figures 2 to 5 is a detailed description in combination with the embodiments of the present invention.

[0030] The active control damping system of the locomotive articulator includes two damping cylinders 1 installed on the locomotive articulator, and is characterized in that: the rod chambers of the two damping cylinders 1 are connected through the rod chamber oil circuit 2-1, the non-rod chambers are connected through the non-rod chamber oil circuit 2-2, both the rod chamber oil circuit 2-1 and the non-rod chamber oil circuit 2-2 have a three-stage flow regulation function from small to large, the rod chamber oil circuit 2-1 and the non-rod chamber oil circuit 2-2 are respectively connected to the active controller 4 for control, and the active controller 4 controls the rod chamber oil circuit 2-1 and the non-rod chamber oil circuit 2-2 to perform flow shift regulation according to the vehicle speed so as to adjust the damping force of the damping cylinder.

[0031] For the locomotive articulated active control damping system described above, the rod chambers of the two damping cylinders 1 are connected through the rod chamber oil circuit 2-1, and the rodless chambers are connected through the rodless chamber oil circuit 2-2, forming a series connection of the oil in the rod chambers of the two damping cylinders 1 and a series connection of the oil in the rodless chambers. Both the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 have a three-stage flow regulation function from small to large. The active controller 4 controls the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 to perform flow shift regulation according to the vehicle speed, adjusts the oil flow in the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2, so as to adjust the damping force of the damping cylinder, that is, adopts a multi-stage fixed throttle mode with three set flow rates. Compared with the proportional throttle mode in the prior art, the active controller 4 uses the real-time vehicle speed of the vehicle as the control signal source, and the control signal is stable and reliable. According to the change of the vehicle speed, it sends a flow regulation control signal to the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2, adjusts their flow rates to the corresponding gears. The flow regulation changes the damping force of the damping cylinder, thereby adjusting the damping characteristics of the locomotive articulator, changing the torque of the locomotive articulator. When the locomotive turns at a low speed below 30 km / h, the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 are adjusted to the maximum gear, the damping force of the damping cylinder is small, and the corresponding torque obtained by the locomotive articulator is small, ensuring smooth low-speed turning and stable running of the locomotive. When the locomotive travels in a straight line in the speed range of 30-50 km / h, the flow rates of the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 are adjusted to the middle gear, the damping force of the damping cylinder increases, and the corresponding torque obtained by the locomotive articulator is greater, ensuring the smoothness of the locomotive. When the locomotive travels at a speed above 50 km / h, the flow rates of the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 are adjusted to the minimum gear, the damping force of the damping cylinder further increases, and the corresponding torque obtained by the locomotive articulator further increases, ensuring the smooth operation of the locomotive, effectively preventing the situation of the rear vehicle pushing the front vehicle to produce offset vibration, and improving the running smoothness of the locomotive during large-angle turning, straight running and high-speed lane change.

[0032] Among them, the damping cylinders 1 are respectively the left damping cylinder 1-1 and the right damping cylinder 1-2. The rod chamber oil circuit 2-1 includes a control flow path 3 with a three-stage flow rate adjustment function and an overflow protection function, a left rod chamber oil pipe 4 connecting the control flow path 3 and the left damping cylinder rod chamber 1-1, and a right rod chamber oil pipe 5 connecting the control flow path 3 and the right damping cylinder rod chamber. The non-rod chamber oil circuit 2-2 includes a control flow path 6 with a three-stage flow rate adjustment function and an overflow protection function, a left non-rod chamber oil pipe 7 connecting the control flow path 6 and the left damping cylinder non-rod chamber, and a right non-rod chamber oil pipe 8 connecting the control flow path 6 and the right damping cylinder non-rod chamber. The control flow path 3 and the control flow path 6 are respectively connected to the active controller 4 for control. The left rod chamber oil pipe 4, the right rod chamber oil pipe 5, and the control flow path 3 connect the rod chambers of the left damping cylinder 1-1 and the right damping cylinder 1-2, forming a series connection of the oil in the rod chambers of the two damping cylinders. The left non-rod chamber oil pipe 7, the right non-rod chamber oil pipe 8, and the control flow path 6 connect the non-rod chambers of the left damping cylinder 1-1 and the right damping cylinder 1-2, forming a series connection of the oil in the non-rod chambers of the two damping cylinders. Both the control flow path 3 and the control flow path 6 have a three-stage flow rate adjustment function and are adjusted and controlled by the main controller 4 to adjust the oil flow rate of the control flow path 3 and the control flow path 6 according to the damping requirements of the damping cylinders at different vehicle speeds, forming a three-stage fixed damping adjustment mode of low vehicle speed and low damping, medium vehicle speed and medium damping, and high vehicle speed and high damping. Using the vehicle speed as a signal source to adjust the oil flow rate of the control flow path 3 and the control flow path 6, when one damping cylinder extends and the other damping cylinder retracts, the oil in the rod chamber is transferred from one damping cylinder to the other damping cylinder, and the transfer direction of the oil in the non-rod chamber is opposite. By adjusting the flow rate of the oil transfer, the damping of the damping cylinder is adjusted to make the damping characteristics of the damping cylinder meet the torque requirements of the locomotive articulator during operation.

[0033] Among them, the first control flow channel 3 and the second control flow channel 6 have the same structure, and both include a base flow channel 9, a first-stage throttle valve 10, a second-stage throttle valve 11 with a flow rate greater than that of the first-stage throttle valve 10, a third-stage throttle valve 12 with a flow rate greater than that of the second-stage throttle valve 11, and a reversing valve 13 controlled to reverse by an active controller. The first-stage throttle valve 10, the second-stage throttle valve 11, and the third-stage throttle valve 12 are sequentially arranged in the base flow channel 9 and are respectively connected to the reversing valve 13. The base flow channel 9 in the first control flow channel 3 is connected to the left rod chamber oil pipe 4 and the right rod chamber oil pipe 5, and the base flow channel 9 in the second control flow channel 6 is connected to the left non-rod chamber oil pipe 7 and the right non-rod chamber oil pipe 8. The reversing valve 13 in the first control flow channel 3 is connected to the left rod chamber oil pipe 4 and the right rod chamber oil pipe 5, and the reversing valve 13 in the second control flow channel 6 is connected to the left non-rod chamber oil pipe 7 and the right non-rod chamber oil pipe 8. When the right damping oil cylinder 1-2 extends and the left damping oil cylinder 1-1 contracts, the rod chamber of the right damping oil cylinder 1-2 discharges oil, and the oil flows through the right rod chamber oil pipe 5 and the first control flow channel 3 to the left rod chamber oil pipe 4 and enters the rod chamber of the left damping oil cylinder 1-1. The non-rod chamber of the left damping oil cylinder 1-1 discharges oil, and the oil flows through the left non-rod chamber oil pipe 7 and the second control flow channel 6 to the right non-rod chamber oil pipe 8 and enters the non-rod chamber of the right damping oil cylinder 1-2. At this time, the active controller 4 sends a reversing signal to the reversing valve 13 according to the real-time vehicle speed. The reversing valve 13 reverses to the first-stage throttle valve 10, the second-stage throttle valve 11, or the third-stage throttle valve 12. When the locomotive turns at a low speed below 30 KM / h, the reversing valve 13 reverses to the third-stage throttle valve 12, and the oil flow rates in the first control flow channel 3 and the second control flow channel 6 are the largest, the damping force of the damping oil cylinder is small, and the corresponding torque obtained by the locomotive articulator is small. When the locomotive travels straight in the speed range of 30-50 KM / h, the reversing valve 13 reverses to the second-stage throttle valve 11, the oil flow rates in the first control flow channel 3 and the second control flow channel 6 decrease, the damping force of the damping oil cylinder increases, and the corresponding torque obtained by the locomotive articulator is greater, ensuring the smoothness of the locomotive. When the locomotive travels at a speed above 50 KM / h, the reversing valve 13 reverses to the first-stage throttle valve 10, the oil flow rates in the first control flow channel 3 and the second control flow channel 6 further decrease, the damping force of the damping oil cylinder further increases, and the corresponding torque obtained by the locomotive articulator further increases, so as to adjust the oil flow rates in the first control flow channel 3 and the second control flow channel 6 according to the vehicle speed, adjust the damping forces of the two damping oil cylinders, and thus generate corresponding torques to meet the torque requirements of the locomotive articulator under the real-time vehicle speed.

[0034] Among them, the first control flow channel 3 includes an overload protection flow channel 14 connecting the left and right rod chamber oil pipes 4 and 5. The second control flow channel 6 includes an overload protection flow channel 14 connecting the left and right rodless chamber oil pipes 7 and 8. The overload protection flow channel 14 opens when the oil pressure exceeds the rated value. The overcurrent protection flow channel 14 includes a pressure sensor 1441 and a relief valve 142 connected to the pressure sensor 141. The first control flow channel 3 and the second control flow channel 6 not only have a three-stage flow regulation function but also have an overflow protection function. Once the oil pressure flowing out of the damping cylinder exceeds the rated pressure of the relief valve 142, the relief valve 142 quickly releases the oil pressure to another damping cylinder, forming an overload protection for the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2, improving the safety and reliability of the entire system.

[0035] Among them, the active control component 4 includes a central processor 41 and a control display 42 that can obtain real-time vehicle operation data from the vehicle control system. The central processor 41 is signal-transmission connected to the control display 42. The pressure sensor 141, the relief valve 142, and the commutator 13 are respectively signal-transmission connected to the central processor 41. The control display 42 obtains the actual vehicle speed from the locomotive control system and sends a control signal to the central processor 41 according to the actual vehicle speed. The central processor 41 forms a flow regulation control signal according to the received control signal to control the commutator 13 to switch to the first-stage throttle valve, the second-stage throttle valve, or the third-stage throttle valve, thereby forming a flow regulation for the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 to adjust the damping force of the damping cylinder, so that the locomotive articulator forms a corresponding torque. The control display 42 calculates and analyzes the real-time signal transmitted by the central processor 41 and the real-time vehicle operation data obtained from the vehicle control system to obtain the damping characteristic curve of the locomotive articulator during the locomotive operation process and displays it in real time, forming a full-process visualization monitoring of the damping characteristics of the locomotive articulator under the locomotive operation conditions.

[0036] Among them, the damping oil cylinder 1 includes a cylinder barrel 21, a front cylinder head 15 that seals the front end of the cylinder barrel 21, a rear cylinder head 16 that seals the rear end of the cylinder barrel 21, and a piston rod 17 that extends into the cylinder barrel 21 and is in sealing cooperation with the inner wall of the cylinder barrel. The piston rod 14 divides the inner cavity of the cylinder barrel into a rod chamber A and a non-rod chamber B. A displacement sensor 18 for real-time measurement of the displacement of the piston rod 17 is installed in the non-rod chamber. The displacement sensor 18 is signal-transmission connected to the active controller 4. A sensor mating blind hole along the central axis is opened on the piston rod 17. The sensing and detecting end of the displacement sensor 18 is guided and fitted into the sensor mating blind hole. A rod chamber oil inlet / outlet 19 connected to the rod chamber A is opened on the cylinder barrel 21. A non-rod chamber oil inlet / outlet 20 connected to the non-rod chamber B is opened on the rear cylinder head 16. The rod chamber oil inlet / outlet 19 is connected to the rod chamber oil circuit 2-1, and the non-rod chamber oil inlet / outlet 20 is connected to the non-rod chamber oil circuit 2-2. As shown in the figure, the damping oil cylinder 1 is divided into two independent chambers, namely the rod chamber A and the non-rod chamber B, by the piston rod 17. When the damping oil cylinder 1 extends, the oil pressure in the rod chamber A increases while the oil pressure in the non-rod chamber B decreases. When it shortens, the oil pressure in the rod chamber A decreases while the oil pressure in the non-rod chamber B increases. The sensing and detecting end of the displacement sensor 18 extends into the piston rod 17 to monitor the displacement of the piston rod 17 in real time, so as to calculate the real-time rotation angle of the locomotive articulator through the real-time displacement of the piston rod 17.

[0037] Among them, a rod chamber oil storage cavity 22 connected to the rod chamber A is opened on the cylinder barrel 21, and a non-rod chamber oil storage cavity 23 connected to the non-rod chamber B is opened on the rear cylinder head 16. Oil is stored in both the rod chamber oil storage cavity 22 and the non-rod chamber oil storage cavity 23. When the oil in the damping oil cylinder is insufficient due to factors such as seal leakage and environmental evaporation, oil is supplemented, reducing the maintenance frequency of the damping oil cylinder and improving the reliability of the entire damping system.

[0038] The damping control method of the locomotive articulator uses the above-mentioned active control damping system of the locomotive articulator for control, and is characterized in that: when the driving speed is set below 30 km / h, the flow regulation control signals sent by the active controller to the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 are first gear flow regulation signals; when the driving speed is in the range of 30-50 km / h, the flow regulation control signals sent by the active controller to the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 are second gear flow regulation signals; when the driving speed is above 50 km / h, the flow regulation control signals sent by the active controller to the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 are third gear flow regulation signals. The rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 receive the flow regulation control signals and perform corresponding flow shift regulation respectively to adjust the damping force of the damping cylinder, so as to adjust the damping characteristics of the locomotive articulator and change the torque of the locomotive articulator. The above-mentioned damping control method of the locomotive articulator adopts a multi-gear fixed throttling mode with three set gears of flow. Compared with the proportional throttling mode in the prior art, the active controller 4 uses the real-time vehicle speed as the control signal source, and the control signal is stable and reliable. According to the change of the vehicle speed, it sends flow regulation control signals to the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2, and adjusts their flow to the corresponding gears. The flow regulation changes the damping force of the damping cylinder, thereby adjusting the damping characteristics of the locomotive articulator and changing the torque of the locomotive articulator. When the locomotive turns at a low speed below 30 km / h, the flow of the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 3 is adjusted to the third gear, the damping force of the damping cylinder is small, and the corresponding torque obtained by the locomotive articulator is small, ensuring smoothness during low-speed turning while making the locomotive run stably. When the locomotive travels straight in the speed range of 30-50 km / h, the flow of the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 is adjusted to the second gear, the damping force of the damping cylinder increases, and the corresponding torque obtained by the locomotive articulator is greater, ensuring the smoothness of the locomotive. When the locomotive travels at a speed above 50 km / h, the flow of the rod chamber oil circuit 2-1 and the rodless chamber oil circuit 2-2 is adjusted to the first gear, the damping force of the damping cylinder further increases, and the corresponding torque obtained by the locomotive articulator further increases, ensuring the smooth operation of the locomotive, effectively preventing the situation of the rear vehicle pushing the front vehicle to cause offset vibration, and improving the running smoothness of the locomotive during large-angle turning, straight running and high-speed lane change.

[0039] Among them, the control display 42 calculates and analyzes the real-time signals transmitted by the central processor 41 and the real-time vehicle operation data obtained from the vehicle control system to obtain the damping characteristic curve of the locomotive articulator during the operation of the locomotive and displays it in real time. The control display 42 calculates and analyzes the real-time signals transmitted by the central processor 41 and the real-time vehicle operation data obtained from the vehicle control system to obtain the damping characteristic curve of the locomotive articulator during the operation of the locomotive and displays it in real time, forming a full-process visual monitoring of the damping characteristics of the locomotive articulator under the locomotive operation conditions.

[0040] The technical solutions of the embodiments of the present invention have been completely described in conjunction with the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of protection of the present invention.

Claims

1. The locomotive joint active control damping system includes two damping cylinders installed on the locomotive joint, and is characterized by: The rod chambers of the two damping cylinders are connected via a rod chamber oil circuit, and the rodless chambers are connected via a rodless chamber oil circuit. Both the rod chamber oil circuit and the rodless chamber oil circuit have a three-speed flow adjustment function from small to large. The rod chamber oil circuit and the rodless chamber oil circuit are respectively connected to the active controller. The active controller controls the flow rate of the rod chamber oil circuit and the rodless chamber oil circuit according to the vehicle speed to adjust the damping force of the damping cylinder; The control flow channel one and the control flow channel two have the same structure and both include a base flow channel, a first-speed throttle valve, a second-speed throttle valve with a flow rate greater than that of the first-speed throttle valve, a third-speed throttle valve with a flow rate greater than that of the second-speed throttle valve, and a reversing valve whose reversing is controlled by an active controller. The first-speed throttle valve, the second-speed throttle valve and the third-speed throttle valve are sequentially arranged in the base flow channel and are respectively connected to the reversing valve. The base flow channel in the control flow channel one is connected to the left rod cavity oil pipe and the right rod cavity oil pipe, the base flow channel in the control flow channel two is connected to the left rodless cavity oil pipe and the right rodless cavity oil pipe, the reversing valve in the control flow channel one is connected to the left rod cavity oil pipe and the right rod cavity oil pipe, and the reversing valve in the control flow channel two is connected to the left rodless cavity oil pipe and the right rodless cavity oil pipe; The damping oil cylinder includes a cylinder barrel, a front cylinder head that seals the front end of the cylinder barrel, a rear cylinder head that seals the rear end of the cylinder barrel, a piston rod that extends into the cylinder barrel and seals with the inner wall of the cylinder barrel, the piston rod divides the inner cavity of the cylinder barrel into a rod chamber and a rodless chamber, a displacement sensor for real-time measurement of the displacement of the piston rod is installed in the rodless chamber, the displacement sensor is connected to the active controller for signal transmission, a sensor matching blind hole along the central axis is opened on the piston rod, the inductive detection end of the displacement sensor is guided and extends into the sensor matching blind hole, a rod chamber oil inlet and outlet connected to the rod chamber is opened on the cylinder barrel, a rodless chamber oil inlet and outlet connected to the rodless chamber is opened on the rear cylinder head, the rod chamber oil inlet and outlet are connected to the rod chamber oil circuit, and the rodless chamber oil inlet and outlet are connected to the rodless chamber oil circuit; The damping cylinders are respectively the left damping cylinder and the right damping cylinder. The rod chamber oil circuit includes a control channel 1 with a three-speed flow regulation function and an overflow protection function, a left rod chamber oil pipe connecting the control channel 1 and the rod chamber of the left damping cylinder, and a right rod chamber oil pipe connecting the control channel 1 and the rod chamber of the right damping cylinder. The rodless chamber oil circuit includes a control channel 2 with a three-speed flow regulation function and an overflow protection function, a left rodless chamber oil pipe connecting the control channel 2 and the rodless chamber of the left damping cylinder, and a right rodless chamber oil pipe connecting the control channel 2 and the rodless chamber of the right damping cylinder. The control channel 1 and the control channel 2 are respectively connected to the active controller control.

2. The locomotive joint active control damping system according to claim 1, characterized in that: The control flow channel one includes an overload protection flow channel connecting the left rod chamber oil pipe and the right rod chamber oil pipe, and the control flow channel two includes an overload protection flow channel connecting the left rodless chamber oil pipe and the right rodless chamber oil pipe. The overload protection flow channel opens when the oil pressure exceeds the rated value, and the overflow protection flow channel includes a pressure sensor and an overflow valve connected to the pressure sensor.

3. The locomotive joint active control damping system according to claim 2, characterized in that: The active controller includes a central processing unit and a control display that can obtain real-time vehicle operation data from the vehicle control system. The central processing unit is connected to the control display for signal transmission, and the pressure sensor, overflow valve, and commutator are respectively connected to the central processing unit for signal transmission.

4. The locomotive joint active control damping system according to claim 1, characterized in that: The cylinder barrel is provided with a rod chamber oil storage chamber connected to the rod chamber, and the rear cylinder cover is provided with a rodless chamber oil storage chamber connected to the rodless chamber. Both the rod chamber oil storage chamber and the rodless chamber oil storage chamber store oil.

5. A locomotive joint damping control method, using the locomotive joint active control damping system according to any one of claims 1 to 4 for control, characterized in that: When the driving speed is set to be below 30KM / h, the flow regulation control signal sent by the active controller to the rod cavity oil circuit and the rodless cavity oil circuit is a first-gear flow regulation signal; when the driving speed is in the range of 30~50KM / h, the flow regulation control signal sent by the active controller to the rod cavity oil circuit and the rodless cavity oil circuit is a second-gear flow regulation signal; when the driving speed is above 50KM / h, the flow regulation control signal sent by the active controller to the rod cavity oil circuit and the rodless cavity oil circuit is a third-gear flow regulation signal. The rod cavity oil circuit and the rodless cavity oil circuit perform corresponding flow shifting adjustments upon receiving the flow regulation control signals to adjust the damping force of the damping cylinder, thereby adjusting the damping characteristics of the locomotive articulation and changing the torque of the locomotive articulation.

6. The locomotive joint damping control method according to claim 5, characterized in that: The control display calculates and analyzes the real-time signal transmitted by the central processor and the real-time vehicle operation data obtained from the vehicle control system to obtain the damping characteristic curve of the locomotive joint during locomotive operation and displays it in real time.

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