A vibration damping system for intelligent auxiliary turning of a curve for a rail vehicle

Abstract

The application discloses a kind of track vehicle intelligent auxiliary bend steering damping system, at least including the steering damper of being installed between bogie and car body and the controller of being installed on car body and the connecting cable between its steering damper and controller, displacement sensor is built-in on steering damper, controller detects each steering damper displacement, then according to vehicle layout mode and train running direction, the radius of vehicle running bend and bend direction can be detected and calculated, to automatically adjust system operating mode, output each steering damper corresponding in active thrust action mode, active tension action mode or passive damping action mode, to improve the comfort of attenuating vibration when vehicle passes straight or small bend, to provide auxiliary bend steering active force when passing through big bend, to reduce lateral action between bogie wheel rim and rail, to reduce wheel rim and rail wear, to improve vehicle traction performance.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle bogie technology, and more specifically to a vibration reduction system for intelligent auxiliary cornering steering of railway vehicles. Background Technology

[0002] Anti-hunting vibration dampers are widely used in the field of rail transit vehicle suspension. They are installed between the bogie and the car body to attenuate high and low frequency pitching and swaying vibrations caused by uneven tracks during vehicle operation.

[0003] As the operating speed of rail transit vehicles continues to increase, the lateral force between the bogie wheel flange and the rail increases when the vehicle goes through curves, which intensifies the wear on the wheel flange and the rail, increases the cost of wheel turning and rail grinding, affects the life of the vehicle wheelset and rail, and also affects the vehicle's traction performance.

[0004] Therefore, it is necessary to develop a vibration reduction system for rail vehicles that can both attenuate vehicle vibration and reduce wear on wheel flanges and rails when cornering. Summary of the Invention

[0005] The purpose of this invention is to provide a vibration reduction system for intelligent auxiliary cornering of rail vehicles. The system comprises at least a steering damper installed between the bogie and the car body, a controller installed on the car body, and a connecting cable between the steering damper and the controller. The steering dampers are arranged between two bogies and the car body, with two steering dampers symmetrically arranged on each bogie. One end of each steering damper is hinged to the bogie, and the other end is hinged to the car body. Displacement sensors are built into the steering dampers. The controller detects the displacement of each steering damper and, based on the vehicle layout and train direction, calculates the radius and direction of the curve. This automatically adjusts the system's operating mode, outputting that each steering damper is in active thrust mode, active pull mode, or passive damping mode. This improves vibration damping and provides comfort when the vehicle travels on straight or small curves, and provides auxiliary cornering force when traveling on large curves. It also reduces lateral forces between the bogie flange and the rail, decreases flange and rail wear, and improves vehicle traction performance.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] A vibration reduction system for intelligent assisted cornering of a rail vehicle includes a car body, on which a first bogie and a second bogie are mounted;

[0008] Steering dampers are symmetrically arranged on both sides of the first bogie and both sides of the second bogie.

[0009] One end of the steering damper located on both sides of the first bogie is connected to the first bogie, and the other end of the steering damper is hinged to the vehicle body;

[0010] One end of the steering damper located on both sides of the second bogie is connected to the second bogie, and the other end of the steering damper is hinged to the vehicle body;

[0011] A controller is installed on the vehicle body, and the controller is connected to the four steering dampers through an electrical signal cable.

[0012] As a further scheme of the present application: a displacement sensor for detecting the displacement of the steering damper is installed in the steering damper.

[0013] As a further scheme of the present application: the steering damper comprises a rod cavity, an oil storage cavity, and a rodless cavity;

[0014] When the steering damper is in a damping working condition of stretching:

[0015] A stretching damping valve is arranged between the rod cavity and the oil storage cavity;

[0016] A stretching oil suction one-way valve is arranged between the oil storage cavity and the rodless cavity;

[0017] When the steering damper is in a damping working condition of compression:

[0018] A compression damping valve is arranged between the rodless cavity and the oil storage cavity;

[0019] A compression oil suction one-way valve is arranged between the oil storage cavity and the rod cavity;

[0020] When the steering damper is in a working condition of active thrust:

[0021] An electric pump and a thrust pressure limiting valve are arranged in parallel between the oil storage cavity and the rodless cavity, and an oil return channel is arranged between the rod cavity and the oil storage cavity;

[0022] When the steering damper is in a working condition of active tension:

[0023] An electric pump and a tension pressure limiting valve are arranged in parallel between the oil storage cavity and the rod cavity, and an oil return channel is arranged between the rodless cavity and the oil storage cavity.

[0024] As a further scheme of the present application: the stretching damping valve and the compression damping valve are both composed of a damping hole and a plurality of gradient unloading pressure unloading valves in parallel.

[0025] As a further scheme of the present application: a two-position three-way electromagnetic reversing valve is arranged above the electric pump, and a hydraulic lock is arranged above the extension damping valve and the compression damping valve.

[0026] The electric pump and the two-position three-way electromagnetic reversing valve are controlled by the controller to switch the working condition of the steering damper.

[0027] As a further scheme of the present application: the controller calculates the curve of the bend and the radius of the curve of the bend of the vehicle by calculating the displacement changes of the four steering dampers.

[0028] The curve of the bend of the vehicle includes the left curve of the bend and the right curve of the bend.

[0029] The four steering dampers are respectively marked as steering damper one, steering damper two, steering damper three, and steering damper four.

[0030] As a further scheme of the present application: when the vehicle is in the left curve of the bend and the radius of the curve of the bend is within a limited range, the controller receives the direction of the vehicle I end advancing.

[0031] The steering damper one provides active thrust, the steering damper two provides active tension, the steering damper three provides active thrust, and the steering damper four provides active tension.

[0032] When the vehicle is in the left curve of the bend and the radius of the curve of the bend is within a limited range, the controller receives the direction of the vehicle II end advancing.

[0033] The steering damper one provides active tension, the steering damper two provides active thrust, the steering damper three provides active tension, and the steering damper four provides active thrust.

[0034] As a further scheme of the present application: when the vehicle is in the right curve of the bend and the radius of the curve of the bend is within a limited range, the controller receives the direction of the vehicle I end advancing.

[0035] The steering damper one provides active tension, the steering damper two provides active thrust, the steering damper three provides active tension, and the steering damper four provides active thrust.

[0036] When the vehicle is in the right curve of the bend and the radius of the curve of the bend is within a limited range, the controller receives the direction of the vehicle II end advancing.

[0037] The steering damper one provides active thrust, the steering damper two provides active tension, the steering damper three provides active thrust, and the steering damper four provides active tension.

[0038] As a further scheme of the present application: when the detected curve radius of the vehicle is not within the limited range, the system outputs that each steering damper is in passive damping mode.

[0039] As a further scheme of the present application: the steering damper and the controller are connected through electricity, for failure monitoring of the displacement sensor of the steering damper, over-temperature monitoring, mismatch monitoring of the control command and actual action, fault monitoring and fault alarm, and automatic switching to passive damping mode in case of fault.

[0040] The present application has the following advantages: the steering damper is arranged between two bogies and a vehicle body, two steering dampers are symmetrically arranged on one bogie, one end of the steering damper is hinged to the bogie, the other end is hinged to the vehicle body, a displacement sensor is arranged in the steering damper, the controller detects the displacement of each steering damper, and then calculates the curve radius and direction of the vehicle according to the arrangement of the vehicle and the running direction of the train, so as to automatically adjust the working mode of the system, and output each steering damper in active thrust mode, active tension mode or passive damping mode, thereby improving the damping of the vehicle through a straight track or a small curve, providing comfort, providing auxiliary curve steering active force when the vehicle runs through a large curve, reducing the lateral action between the wheel flange of the bogie and the rail, reducing the wear between the wheel flange and the rail, and improving the traction performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0041] The present application will be further described below with reference to the accompanying drawings.

[0042] Figure 1 is a schematic diagram of the system arrangement principle;

[0043] Figure 2 is a schematic diagram of the working condition principle of the steering damper tension generating damping;

[0044] Figure 3 is a schematic diagram of the working condition principle of the steering damper compression generating damping;

[0045] Figure 4 is a schematic diagram of the steering damper damping valve;

[0046] Figure 5 is a schematic diagram of the working condition principle of the steering damper active thrust;

[0047] Figure 6 is a schematic diagram of the working condition principle of the steering damper active tension;

[0048] Figure 7 is a schematic diagram of the working condition principle of the steering damper active tension;

[0049] Figure 8 is a schematic diagram of the working condition principle of the steering damper active tension;

[0050] Figure 9 is a principle diagram of working condition two;

[0051] Figure 10 is a principle diagram of working condition three;

[0052] Figure 11 is a principle diagram of working condition four.

[0053] In the figure:

[0054] 1, vehicle body; 101, controller;

[0055] 2, first bogie;

[0056] 3, second bogie;

[0057] 4, steering damper; 401, rod cavity; 402, oil storage cavity; 403, rodless cavity; 410, steering damper one; 420, steering damper two; 430, steering damper three; 440, steering damper four;

[0058] 5, electric pump;

[0059] 6, two-position three-way electromagnetic reversing valve;

[0060] 7, stretch damping valve; 701, compression damping valve; 702, damping hole; 703, unloading valve;

[0061] 8, stretch oil suction check valve; 801, compression oil suction check valve;

[0062] 9, tensile pressure limiting valve; 901, thrust pressure limiting valve. DETAILED DESCRIPTION

[0063] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0064] Please refer to Figure 1 The present application is an intelligent auxiliary curve steering damping system for a railway vehicle, which is composed of a vehicle body 1, a first bogie 2 and a second bogie 3 symmetrically arranged on the vehicle body 1.

[0065] The vehicle body 1 is hingedly connected with the centers of the first bogie 2 and the second bogie 3.

[0066] The steering dampers 4 are symmetrically arranged on both sides of the first bogie 2 and on both sides of the second bogie 3.

[0067] One end of the steering damper 4 located on both sides of the first bogie 2 is connected to the first bogie 2, and the other end of the steering damper 4 is hinged to the vehicle body 1;

[0068] One end of the steering damper 4 located on both sides of the second bogie 3 is connected to the second bogie 3, and the other end of the steering damper 4 is hinged to the vehicle body 1;

[0069] A controller 101 is also installed on the vehicle body 1, which is electrically connected to each steering damper 4 through a cable for work control of the steering damper 4.

[0070] Referring to Figure 2 and Figure 7 , the passive tensile damping implementation process of the steering damper 4, when the steering damper 4 is subjected to tension, the oil in the rod cavity 401 of the steering damper 4 generates damping through the tensile damping valve 7, then flows into the oil storage cavity 402 through the middle position of the two-way three-way electromagnetic reversing valve 6, and generates a tensile damping force in the rod cavity 401, at the same time, the rodless cavity 403 of the steering damper 4 absorbs oil from the oil storage cavity 402 through the tensile oil absorption check valve 8.

[0071] Referring to Figure 3 and Figure 7 , the passive compression damping implementation process of the steering damper 4, when the steering damper 4 is subjected to compression, the oil in the rodless cavity 403 of the steering damper 4 generates damping through the compression damping valve 701, then flows into the oil storage cavity 402 through the middle position of the two-way three-way electromagnetic reversing valve 6, and generates a compression damping force in the rodless cavity 403, at the same time, the rod cavity 401 of the steering damper 4 absorbs oil from the oil storage cavity 402 through the compression oil absorption check valve 801.

[0072] Referring to Figure 4 , the multi-stage damping characteristic implementation process of the steering damper 4, the damping valve is composed of a damping hole 702 and a plurality of gradient setting unloading valves 703 in parallel, at different speeds, the steering damper 4 flows through the damping valve at different flow rates, and the unloading valve 704 is gradually opened according to the pressure gradient, which can adjust the damping characteristic requirements of multiple speed points of the steering damper 4.

[0073] Referring to Figure 5 and Figure 7 , the active tensile force implementation process of the steering damper 4, when the right coil of the two-way three-way electromagnetic reversing valve 6 of the steering damper 4 is electrified, the two-way three-way electromagnetic reversing valve 6 is switched to the right position, the electric pump 5 is electrified to pump high-pressure oil from the oil storage cylinder through the two-way three-way electromagnetic reversing valve 6, then open the hydraulic lock to flow into the rod cavity 401, thereby generating a tensile force;

[0074] At the same time, the oil in the rodless cavity 403 flows into the oil storage cavity 402 through the hydraulic lock and the two-position three-way electromagnetic reversing valve 6. When the steering damper 4 reaches the balance position, the excess oil of the electric pump 5 flows back to the oil storage cavity 402 through the tension pressure limiting valve 9, and the active tension is adjusted by adjusting the tension pressure limiting valve 9.

[0075] Referring to Figure 6 and Figure 7 , the active thrust action of the steering damper 4 is implemented. When the left coil of the two-position three-way electromagnetic reversing valve 6 of the steering damper 4 is powered, the two-position three-way electromagnetic reversing valve 6 works in the left position. The electric pump 5 is powered to pump oil from the oil storage cylinder, which flows into the rodless cavity 403 through the two-position three-way electromagnetic reversing valve 6 after opening the hydraulic lock, thereby generating an active thrust action.

[0076] At the same time, the oil in the rodless cavity 403 flows into the oil storage cavity 402 through the hydraulic lock and the two-position three-way electromagnetic reversing valve 6. When the steering damper 4 reaches the balance position, the excess oil of the electric pump 5 flows back to the oil storage cavity 402 through the tension pressure limiting valve 9, and the active tension is adjusted by adjusting the tension pressure limiting valve 9.

[0077] In a specific embodiment, the intelligent auxiliary curve steering implementation process, a displacement sensor is installed in the steering damper 4, the movement displacement of the steering damper 4 is detected by the controller 101, and whether the curve is a left curve or a right curve is judged by calculation and analysis, and the curve radius is calculated;

[0078] When it is judged that the curve is a left curve and the curve radius is within the limited range, the controller 101 receives the forward direction of the vehicle I end, the controller 101 calculates and analyzes the system auxiliary curve steering execution condition one, as shown in Figure 8 The four steering dampers 4 are marked as steering damper one 410, steering damper two 420, steering damper three 430 and steering damper four 440;

[0079] The steering damper one 410 provides an active thrust, the steering damper two 420 provides an active tension, the steering damper three 430 provides an active thrust, and the steering damper four 440 provides an active tension, so that the system provides an anticlockwise torque for the first bogie 2 and an anticlockwise torque for the second bogie 3, thereby reducing the lateral action between the bogie flange and the rail, reducing the flange and rail wear, and improving the vehicle traction performance.

[0080] When it is judged that the curve is a left curve and the curve radius is within the limited range, the controller 101 receives the forward direction of the vehicle I end, the controller 101 calculates and analyzes the system auxiliary curve steering execution condition one, as shown in Figure 9 ;

[0081] The steering damper one 410 provides active pulling force, the steering damper two 420 provides active pushing force, the steering damper three 430 provides active pulling force, and the steering damper four 440 provides active pushing force, so that the system provides a clockwise moment for the first bogie 2 and a clockwise moment for the second bogie 3, thereby reducing the lateral action between the bogie wheel flange and the rail, reducing the wheel flange and rail abrasion, and improving the vehicle traction performance.

[0082] When it is judged that the curve is a right curve, and the curve radius is within the limited range, and the controller 101 receives the vehicle I end direction forward, the controller 101 calculates and analyzes the output system auxiliary curve steering execution condition three, as shown in the following table. Figure 10

[0083] The steering damper one 410 provides active pulling force, the steering damper two 420 provides active pushing force, the steering damper three 430 provides active pulling force, and the steering damper four 440 provides active pushing force, so that the system provides a clockwise moment for the first bogie 2 and a clockwise moment for the second bogie 3, thereby reducing the lateral action between the bogie wheel flange and the rail, reducing the wheel flange and rail abrasion, and improving the vehicle traction performance.

[0084] When it is judged that the curve is a right curve, and the curve radius is within the limited range, and the controller 101 receives the vehicle I end direction forward, the controller 101 calculates and analyzes the output system auxiliary curve steering execution condition three, as shown in the following table. Figure 11

[0085] The steering damper one 410 provides active pulling force, the steering damper two 420 provides active pushing force, the steering damper three 430 provides active pulling force, and the steering damper four 440 provides active pushing force, so that the system provides a clockwise moment for the first bogie 2 and a clockwise moment for the second bogie 3, thereby reducing the lateral action between the bogie wheel flange and the rail, reducing the wheel flange and rail abrasion, and improving the vehicle traction performance.

[0086] In a specific embodiment, when the controller 101 detects that the steering damper 4 displacement sensor fails, the steering damper 4 over-temperature, the control output instruction and the actual action of the steering damper 4 do not match, and the like, the system outputs that each steering damper 4 is in the passive damping action mode and performs an alarm, for fault-oriented safety, and improves the vehicle safety.

[0087] The above describes one embodiment of the present application in detail, but the content described is only the preferred embodiment of the present application, and cannot be considered as limiting the scope of the present application. Any equivalent changes and improvements made within the scope of the present application should still belong to the patent scope of the present application.​​

Claims

1. A damping system for intelligent auxiliary curve negotiation of a rail vehicle, comprising a vehicle body (1), characterized in that, The first bogie (2) and the second bogie (3) are arranged on the vehicle body (1); The two sides of the first bogie (2) and the two sides of the second bogie (3) are symmetrically arranged with steering dampers (4); One end of the steering damper (4) located on the two sides of the first bogie (2) is connected to the first bogie (2), and the other end of the steering damper (4) is hinged to the vehicle body (1); One end of the steering damper (4) located on the two sides of the second bogie (3) is connected to the second bogie (3), and the other end of the steering damper (4) is hinged to the vehicle body (1); A controller (101) is installed on the vehicle body (1), and the controller (101) is connected to the four steering dampers (4) through an electrical signal cable; A displacement sensor for detecting the displacement of the steering damper (4) is installed in the steering damper (4); The steering damper (4) comprises a rod cavity (401), an oil storage cavity (402) and a rodless cavity (403); When the steering damper (4) is in a passive stretching damping working condition: A stretching damping valve (7) is arranged between the rod cavity (401) and the oil storage cavity (402); A stretching oil suction one-way valve (8) is arranged between the oil storage cavity (402) and the rodless cavity (403); When the steering damper (4) is in a passive compression damping working condition: A compression damping valve (701) is arranged between the rodless cavity (403) and the oil storage cavity (402); A compression oil suction one-way valve (801) is arranged between the oil storage cavity (402) and the rod cavity (401); When the steering damper (4) is in an active thrust working condition: An electric pump (5) and a thrust pressure limiting valve (901) are connected in parallel between the oil storage cavity (402) and the rodless cavity (403), and an oil return channel is arranged between the rod cavity (401) and the oil storage cavity (402); When the steering damper (4) is in an active tension working condition: An electric pump (5) and a tension pressure limiting valve (9) are connected in parallel between the oil storage cavity (402) and the rod cavity (401), and an oil return channel is arranged between the rodless cavity (403) and the oil storage cavity (402); The controller (101) calculates the curve of the bend and the radius of the curve of the bend of the vehicle by calculating the displacement changes of the four steering dampers (4); The curve of the bend of the vehicle includes a left curve of the bend and a right curve of the bend; The four steering dampers (4) are respectively marked as steering damper one (410), steering damper two (420), steering damper three (430) and steering damper four (440); When the vehicle is in a left curve of the bend and the radius of the curve of the bend is within a limited range, the controller (101) receives the direction of the vehicle I end when advancing; The steering damper one (410) provides active thrust, the steering damper two (420) provides active tension, the steering damper three (430) provides active thrust, and the steering damper four (440) provides active tension. When the vehicle is in a left curve and the curve radius is within a limited range, the controller (101) receives the vehicle moving in the direction of the II end; The first steering damper (410) provides active pull force, the second steering damper (420) provides active push force, the third steering damper (430) provides active pull force, and the fourth steering damper (440) provides active push force; When the vehicle is in a right curve and the curve radius is within a limited range, the controller (101) receives the vehicle moving in the direction of the I end; The first steering damper (410) provides active pull force, the second steering damper (420) provides active push force, the third steering damper (430) provides active pull force, and the fourth steering damper (440) provides active push force; When the vehicle is in a right curve and the curve radius is within a limited range, the controller (101) receives the vehicle moving in the direction of the II end; The first steering damper (410) provides active push force, the second steering damper (420) provides active pull force, the third steering damper (430) provides active push force, and the fourth steering damper (440) provides active pull force; When the detected curve radius of the vehicle is not within the limited range, the controller (101) outputs that all the steering dampers (4) are in the passive damping mode.

2. The vibration damping system for intelligent auxiliary curve turning of a rail vehicle according to claim 1, characterized in that, The stretching damping valve (7) and the compression damping valve (701) are both composed of damping holes (702) and multiple gradient setting unloading valves (703) in parallel.

3. The vibration damping system of claim 2, wherein the at least one auxiliary actuator is configured to apply a force to the at least one of the bogie and the car body to assist in steering the car around the curve. A two-position three-way electromagnetic reversing valve (6) is arranged above the electric pump (5), and a hydraulic lock is arranged above the stretching damping valve (7) and the compression damping valve (701). The electric pump (5) and the two-position three-way electromagnetic reversing valve (6) are controlled by the controller (101) to switch the working conditions of the steering damper (4).

4. The vibration reduction system for intelligent assisted cornering steering of rail vehicles according to claim 1, characterized in that, The steering damper (4) and the controller (101) are electrically connected for displacement sensor failure monitoring, steering damper (4) over-temperature monitoring, control instruction and steering damper (4) actual action mismatch monitoring fault monitoring and fault alarm, and automatic switching to the passive damping mode of the steering damper (4) when a fault occurs.

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