Rail vehicle control structure, system and control method thereof

Abstract

The present application relates to a kind of rail vehicle control structure, system and its control method, the control structure is configured with hydraulic valve, hydraulic valve is configured as: receiving from the control system based on the frequency and amplitude generated by obtaining the " first open-close signal " of vehicle snake movement, it is obtained by its own operation processing the signal that it can directly identify and execute, and based on the control signal information identified to adjust the working state of itself to the opening degree corresponding to " first open-close signal ".The control system is based on the travel state parameter of rail vehicle adjustment setting between the oil circuit interconnection mode of damping system and the oil flow state in oil circuit between car body and bogie to produce suitable damping force of inhibiting vehicle snake movement, wherein, the control system controls the size of the opening / closure of the hydraulic valve in the oil circuit to control the size of the damping force provided by the damping system.The control method can be realized by the above-mentioned control system.

Description

[0001] This divisional application claims priority to a patent application with the application number 202111184367.X and with the filing date of October 9, 2021, and is an application for patent based on a patent application with the application number 202210377606.1 and with the filing date of April 11, 2022, and with the title of “Anti-snaking motion rail vehicle damping system”. TECHNICAL FIELD

[0002] The present application relates to the technical field of damping systems, and in particular to a rail vehicle control structure, system and control method thereof. BACKGROUND

[0003] The oil damper is a key component on the rail vehicle, especially the anti-snaking damper, which has a very high technical content. The working performance of the anti-snaking damper directly relates to the ride comfort and safety of the rail vehicle. It has become a trend to install the anti-snaking damper on the train, and the railway company stipulates that the anti-snaking damper must be installed on the train with a speed higher than 160 km / h. In recent years, with the rapid development of high-speed rail technology in China, the speed of the rail vehicle is also continuously increasing, and the technical requirements for the anti-snaking damper are also becoming higher and higher. The research on the anti-snaking damper by various research institutions is also continuously deepened.

[0004] At present, the speed of the motor train unit in China has exceeded 300 km / h, and the stability and safety of the vehicle in operation are important technical problems to be solved in this technical field. In the prior art, due to the inherent structure of the vehicle body and the bogie, the rail vehicle inevitably has a tendency of snaking motion when running, and the fitting degree of the vehicle running track and the track is reduced, thereby reducing the stability of the vehicle. When the vehicle runs at different speeds, different anti-snaking motion damping forces are required, and when the vehicle turns, the damping system only needs to provide a small damping force. Therefore, the damping system is required to provide a large enough damping force and to realize controllable and adjustable damping. The conventional damping system has independent working of each damper, complex structure, high price and is not easy to maintain.

[0005] A hydraulic device and a vehicle using the same are disclosed in the prior art document CN109747365A, which includes two pairs of hydraulic cylinders respectively arranged for the front and rear wheels of the vehicle. In the two pairs of hydraulic cylinders, the rod cavity and the rodless cavity of one of the same pair of hydraulic cylinders are selectively communicated with the rod cavity and the rodless cavity of the other one through an electromagnetic reversing valve, the rod cavities of the two hydraulic cylinders on the same side are communicated through a first oil delivery pipeline, and the rodless cavities are communicated through a second oil delivery pipeline. The first and second oil delivery pipelines are respectively connected with accumulators. The hydraulic interconnection device further includes two main oil delivery pipelines for connecting the oil tank and the oil pump, which are communicated with the first and second oil delivery pipelines. The two main oil delivery pipelines are sequentially connected with a first electromagnetic valve for reversing and cutting off the two main oil delivery pipelines and a second electromagnetic valve for splitting and merging the two main oil delivery pipelines in the flow direction towards the hydraulic cylinders. The hydraulic interconnection device further includes a control device and a height detection device for measuring the height of the vehicle on both sides, which is connected with the control device. The control device controls the connection of the electromagnetic reversing valve and the first and second electromagnetic valves. However, the prior art has few applications in the anti-snaking motion of rail vehicles, and it is difficult to play a good role in the anti-snaking motion of rail vehicles. In addition, the prior art does not provide an adjustable damping valve, which cannot provide adjustable damping for the damping force required by the anti-snaking motion, and thus cannot match the most suitable adjustment mode according to the driving state of the vehicle.

[0006] In addition, on the one hand, there are differences in the understanding of those skilled in the art; on the other hand, the applicant has studied a large number of literatures and patents when making the invention, but due to the limitation of space, all the details and contents are not listed in detail. However, this does not mean that the present invention does not have these features of the prior art. On the contrary, the present invention has all the features of the prior art, and the applicant reserves the right to add relevant prior art in the background art. SUMMARY

[0007] In view of the deficiencies of the prior art, the present application provides an anti-snaking motion rail vehicle damping system, the rail vehicle comprising a vehicle body and a bogie connected with wheel sets, the damping system being symmetrically connected between the vehicle body and the bogie, the damping force provided by the damping system against relative motion being calculated according to the running state of the rail vehicle and the relative motion trend between the vehicle body and the bogie related to the running state of the rail vehicle. When the vehicle travels along a curved road with different walking distances of the left and right wheel sets, the damping system controls the relative motion between the vehicle body and the bogie within a first threshold range and provides different damping forces against the relative motion between the vehicle body and the bogie according to the curvature radius of the curved road. When the vehicle travels along a straight road with the same walking distances of the left and right wheel sets, the damping system controls the relative motion between the vehicle body and the bogie within a second threshold range and provides different damping forces against the relative motion between the vehicle body and the bogie according to the relative motion trend between the vehicle body and the bogie.

[0008] The bogie is one of the important components of the rail vehicle, which is connected with the vehicle body through a center plate or a side bearing connecting device. The connecting device is used for transmitting the vertical force, longitudinal force and lateral force between the vehicle body and the bogie, uniformly distributing the axle load on the vehicle body and ensuring the stability and safety of the vehicle body. The various parameters of the bogie directly determine the dynamic performance, stability performance and ride comfort of the vehicle. When passing through a curved road, the vehicle body will roll laterally due to the lateral force transmitted by the bogie. By providing a rotation damping torque between the vehicle body and the bogie, the inclination of the vehicle body can be controlled within a specified range to maintain the normal posture of the vehicle body and suppress the snaking motion of the bogie, i.e. the relative motion between the vehicle body and the bogie is within a first threshold range. According to the curvature radius of the curved road and the speed of the vehicle passing through the curved road, the trend of the lateral rolling of the vehicle body is different, and the damping force required to keep the inclination of the vehicle body within a specified range is different. Therefore, the direction and size of the required damping force need to be calculated according to the actual vehicle running data.

[0009] When the vehicle runs along a straight track, the vehicle will yaw or yaw relative to the bogie due to the interference of natural and unnatural factors such as track irregularities, wheel-rail impact and lateral wind. At this time, the damping force needs to be provided to control the relative motion between the vehicle body and the bogie within a second threshold range, so as to suppress the snaking motion of the bogie and reduce the high-frequency excitation transmitted from the wheel set to the bogie or the vehicle body, thereby improving the running stability, comfort and critical speed of the vehicle.

[0010] When the vehicle is running on a curved track, the wheelsets on both sides of the bogie have different running distances, and if too much damping force is applied to the bogie to suppress the snake motion, the vehicle will have difficulty in turning or will have a tendency to snake after turning, so the relative motion trend between the bogie and the car body needs to be controlled within a relatively large first threshold range to facilitate the smooth running of the bogie along the curved track, and the car body normally passes the curve under the traction of the bogie; when the vehicle is running on a straight track, the wheelsets on both sides of the bogie have the same running distance, and a large turning damping force needs to be provided to suppress the snake motion of the bogie or the car body, so the relative motion trend between the bogie and the car body needs to be controlled within a smaller second threshold range to suppress the snake motion of the car body and the bogie.

[0011] Since the actual running straight track is not completely flat, and the radii of curvature of each curved track are different, the first threshold range and the second threshold range are changed in real time according to the actual running route.

[0012] The relative motion trend between the car body and the bogie is also different when the car body runs at different speeds on a curved track with the same radius of curvature and when the car body runs at different speeds on a straight track, and different sizes of anti-snake motion damping force in the opposite direction of the relative motion trend between the car body and the bogie are needed to control the size of the relative motion trend between the car body and the bogie within the first threshold range or the second threshold range, to coordinate the smooth running of the car body and the comfort of the vehicle ride.

[0013] Preferably, the damping system provides a larger damping force to resist the relative motion between the car body and the bogie when there is a larger relative rotation trend between the car body and the bogie, and provides a smaller damping force to resist the relative motion between the car body and the bogie when there is a smaller relative rotation trend between the car body and the bogie, to balance the stability and safety of the track vehicle in operation. The size of the relative motion trend between the car body and the bogie can be calculated according to the parameters of the vehicle running: real-time speed, acceleration, turning angle of the bogie and the car body, and angular velocity.

[0014] According to a preferred embodiment, the damping system comprises a first damping assembly and a second damping assembly interconnected with each other, the first damping assembly and the second damping assembly are interconnected by a hydraulic auxiliary oil circuit, and a control system controls the hydraulic auxiliary to change the oil circuit interconnection mode of the first damping assembly and the second damping assembly, and the flow speed and direction of the oil in the oil circuit, to change the size of the damping force provided by the first damping assembly and the second damping assembly to resist the relative rotation between the car body and the bogie.

[0015] According to a preferred embodiment, the control system controls the hydraulic auxiliary to accelerate the oil flow speed in the interconnection oil passage of the first and second damping assemblies based on the travel of the car body along a non-straight track, so that the damping system provides a smaller damping force.

[0016] According to a preferred embodiment, the control system generates a control signal for controlling the interconnection state of the first and second damping assemblies based on the operating parameters of the rail vehicle.

[0017] According to a preferred embodiment, the operating parameters of the rail vehicle include vehicle GPS, real-time speed, acceleration, bogie and car body rotation angle and its angular velocity, etc.

[0018] According to a preferred embodiment, the control system adjusts the oil passage interconnection mode of the first and second damping assemblies based on the frequency and amplitude of the rail vehicle's snake motion, so as to adjust the damping force output by the damping system.

[0019] Another aspect of the present application also provides a control system for a rail vehicle anti-snake motion damping system, which adjusts the oil passage interconnection mode and the oil flow state in the oil passage of the damping system arranged between the car body and the bogie based on the travel state parameters of the rail vehicle to generate a suitable damping force to suppress the snake motion of the vehicle, wherein the control system controls the opening / closing size of the hydraulic valve in the oil passage to control the size of the damping force provided by the damping system.

[0020] The control system first determines whether the vehicle is running along a straight track or a curved track, and then adjusts the damping force provided by the damping system for the car body and the bogie according to the travel state parameters of the vehicle on the corresponding road. The control system can determine whether the vehicle is running along a straight track or a curved track according to the route map obtained from the satellite positioning map path, etc. Preferably, the control system can also receive instructions from the vehicle on-board computing control unit to realize remote control.

[0021] Preferably, the control system is also capable of revising the control strategy in combination with a historical control database of the history of the vehicle running on the section. For example, the control system adaptively adjusts the size and direction of the damping force provided this time in combination with the speed of the rest of the vehicles running on the section, the size of the relative motion trend generated by the car body and bogie, the damping force provided by the damping system, and the actual size of the relative motion of the vehicle and bogie and the vibration amplitude of the car body and wheel after the damping force is provided, etc. The historical database is formed by storing the data after analyzing and sorting the running parameters of each vehicle passing through the section. The database can include a correlation curve of the speed of the vehicle on the section, the damping force of the damping system, and the vibration of the vehicle, etc. The control system can revise the size of the damping force provided according to the actual speed and the correlation curve. The running data of the vehicle on the section can also be saved to the database to revise the correlation curve.

[0022] Another aspect of the present application also provides a hydraulic valve of a rail vehicle anti-snaking motion damping system, which is configured to receive a "first opening and closing signal" generated by a control system based on the frequency and amplitude of the vehicle snaking motion obtained, process the "first opening and closing signal" to obtain a control signal that the hydraulic valve can directly identify and execute, and adjust the working state of the hydraulic valve to an opening degree corresponding to the "first opening and closing signal" based on the identified control signal information.

[0023] Another aspect of the present application also provides a curve driving control method for a rail vehicle, in which a control system controls the damping system to generate a smaller damping force to facilitate the rail vehicle to pass through a curve based on the running of the car body along a non-straight track.

[0024] The method comprises: when the rail vehicle runs along a non-straight track, the control system sends a "speed up" flow rate control signal to the hydraulic auxiliary component based on the running direction of the car body, and the hydraulic auxiliary component changes the connection relationship and opening degree of the connecting pipeline between the first damping component and the second damping component based on the received "speed up" flow rate control signal, so as to speed up the oil flow rate in the interconnection pipeline of the first damping component and the second damping component, so that the damping system provides a smaller damping force.

[0025] Another aspect of the present application also provides a rail vehicle anti-snaking motion damping method, in which a damping system is connected between the car body and the bogie connected to the wheel pair of the rail vehicle, and the damping force provided by the damping system to resist the relative motion is calculated based on the running state of the rail vehicle and the relative motion trend between the car body and the bogie related to the running state of the rail vehicle.

[0026] The method comprises:

[0027] When the vehicle runs along a curve road with inconsistent walking distance of left and right wheel pairs, the damping system controls the relative movement between the car body and the bogie within a first threshold range, and provides different damping forces resisting the relative movement between the car body and the bogie based on the curvature radius size of the curve road.

[0028] When the vehicle runs along a straight road with consistent walking distance of left and right wheel pairs, the damping system controls the relative movement between the car body and the bogie within a second threshold range, the control system controls the damping system to provide larger damping force resisting the relative rotation in the case of larger relative movement trend between the car body and the bogie, and the control system controls the damping system to provide smaller damping force resisting the relative rotation in the case of smaller relative movement trend between the car body and the bogie. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 A simplified structural schematic diagram of an anti-snaking motion rail vehicle damping system 1 provided by the present application;

[0030] Figure 2 An oil circuit schematic diagram of the damping system 1 provided by the present application;

[0031] Figure 3 A working principle diagram of the damping system 1 in an application scenario provided by the present application;

[0032] Figure 4 A structural schematic diagram of the damping system 1 in a preferred embodiment provided by the present application;

[0033] Figure 5 A structural schematic diagram of the damping system 1 in a preferred embodiment provided by the present application;

[0034] Figure 6 A structural schematic diagram of the damping system 1 in a preferred embodiment provided by the present application;

[0035] Figure 7 A structural schematic diagram of the damping system 1 in a preferred embodiment provided by the present application;

[0036] Figure 8 A schematic diagram of the snaking motion of the rail vehicle.

[0037] LIST OF REFERENCE NUMBERS

[0038] 1: damping system; 2: damper valve rod; 3: damper cylinder; 4: rod chamber; 5: rodless chamber; 6: first oil passage; 7: second oil passage; 8: hydraulic valve; 9: bogie; 10: vehicle body; 11: accumulator; 12: damping valve; 1-1: first damping assembly; 1-2: second damping assembly; 2-1: first valve rod; 2-2: second valve rod; 3-1: first cylinder; 3-2: second cylinder; 4-1: first rod chamber; 4-2: second rod chamber; 5-1: first rodless chamber; 5-2: second rodless chamber; 11-1: first accumulator; 11-2: second accumulator; 12-1: first damping valve; 12-2: second damping valve. DETAILED DESCRIPTION

[0039] The accompanying drawings are incorporated in and constitute a part of this specification and will be understood together with the description. Figures 1-8 A detailed description will be given below.

[0040] Example 1

[0041] Figure 1 As shown in the drawings, a kind of anti-snaking motion damping system 1, comprising:

[0042] Damping system 1 for providing damping, and hydraulic valve 8 for controlling the size of anti-snaking damping output by damping system 1.

[0043] It is stipulated herein that the side close to the first damping assembly 1-1 is the first side, and the side close to the second damping assembly 1-2 is the second side; and it is stipulated that the running direction of the vehicle is the direction from the first rod chamber 4-1 to the first rodless chamber 5-1.

[0044] The snaking motion of the railway vehicle refers to a kind of lateral vibration that the railway vehicle may appear when running at high speed on a straight line. Since the wheel tread is conical, and there is a gap between the rim and the rail, when the wheel set center occasionally deviates from the center of the straight track in the running, the two wheels roll on the rail with different diameters of rolling circle, the wheel set makes lateral swing and rotates back and forth around the vertical axis of its center of mass, and a kind of wave motion similar to snaking is generated. The snaking motion of the locomotive can be divided into wheel snaking motion and bogie snaking motion, such as Figure 8 As shown in the drawings, the snaking motion of the bogie 9 will make the front and rear wheel sets of the bogie 9 swing back and forth in the lateral direction to opposite directions. The damping system 1 provided by the present application is aimed at preventing the lateral swing of the bogie 9 in the face of the snaking motion of the bogie 9.

[0045] According to a preferred embodiment, the damping system 1 comprises a first damping assembly 1-1 and a second damping assembly 1-2. Preferably, the first damping assembly 1-1 and the second damping assembly 1-2 are arranged on both sides of the longitudinal center line of the vehicle in parallel with each other along the length direction of the vehicle. Preferably, the damping system 1 further comprises a damper valve rod 2 and a damper cylinder 3. Preferably, the damper valve rod 2 is connected to the bogie 9 and the damper cylinder 3 is connected to the vehicle body 10 (or vice versa), so that the damping system 1 can provide a damping force against the snake motion of the vehicle to the vehicle body 10 and the bogie 9 based on the damper valve rod 2 connected to the bogie 9 and the damper cylinder 3 connected to the vehicle body 10 to hinder the relative motion between the two caused by the snake motion of the bogie 9.

[0046] As shown in Figure 1 , preferably, the damping system 1 is configured to have the same internal structure and the directions in which the two damper valve rods 2 extend outward are opposite to each other. Preferably, the damping system 1 comprises a damper cylinder 3 for forming a damper chamber and a damper piston arranged in the chamber formed by the damper cylinder 3 and slidingly connected to the inner wall of the damper cylinder 3. Preferably, the damper piston is connected to the damper valve rod 2 in a fixed or detachable manner, and more preferably, at least part of the damper valve rod 2 is located in the chamber of the damping system 1, and the other part opposite to it can penetrate through at least one end of the damper cylinder 3 and extend to the outside space. Preferably, the two surfaces of the damper valve rod 2 in contact with the damper cylinder 3 are slidingly connected in a manner capable of maintaining air tightness, so that the damper valve rod 2 can reciprocate in the length direction of the damper cylinder 3, and preferably, when the vehicle turns or the vehicle undergoes snake motion, the two damper pistons respectively drive the corresponding damper valve rods 2 to move away from or close to each other.

[0047] According to another preferred embodiment, as shown in Figure 4 , the first damping assembly 1-1 and the second damping assembly 1-2 are arranged on both sides of the vehicle in parallel with each other and in the same direction in which the two damper valve rods 2 extend outward.

[0048] According to a preferred embodiment, the chambers of the damping system 1 are divided by the damping piston into a rod chamber 4 containing the damping valve rod 2 and a rodless chamber 5 not containing the damping valve rod 2, and preferably the four chambers formed by the damping system 1 are connected to each other by hydraulic oil paths controlled by the hydraulic valve 8 to enable the hydraulic medium in one chamber to flow into another chamber in a variable damping manner under the control of the hydraulic valve 8. Preferably, the hydraulic valve 8 comprises at least four inlet / outlet ports, and inside is provided with a reversing valve having a reversing function and a damping valve 12 changing the damping force of the oil path in a way of changing the flow size. Preferably, the hydraulic valve 8 can receive external control signals to control the reversing valve and the damping valve 12 to achieve the effect of changing the oil path interconnection mode and the damping force of the oil path.

[0049] According to a preferred embodiment, the chambers of the damping system 1 are connected to each other by oil paths, and the oil paths are provided with hydraulic valves 8 for adjusting the damping force. Preferably, the hydraulic valve 8 can receive external control signals to achieve remote control. Preferably, the first damping assembly 1-1 comprises a first rod chamber 4-1 and a first rodless chamber 5-1, both of which are connected to the hydraulic valve 8 by two oil pipes that do not interfere with each other; the second damping assembly 1-2 comprises a second rod chamber 4-2 and a second rodless chamber 5-2, both of which are also connected to the hydraulic valve 8 by two oil pipes that do not interfere with each other, and the above-mentioned connection forms at least four hydraulic branches extending outward from the hydraulic valve 8. Preferably, under the action of the reversing valve provided in the hydraulic valve 8, the four hydraulic branches can be connected to each other in different ways to form at least three types of oil paths for the hydraulic medium to flow between at least two chambers. Optionally, as shown in Figure 5 , the first rod chamber 4-1 is connected to the second rodless chamber 5-2 to form a second oil path 7, and the first rodless chamber 5-1 is connected to the second rod chamber 4-2 to form a first oil path 6; or as shown in Figure 6 , the first rod chamber 4-1 is connected to the first rodless chamber 5-1 to form a first oil path 6, and the second rod chamber 4-2 is connected to the second rodless chamber 5-2 to form a second oil path 7; or as shown in Figure 7 , the first rodless chamber 5-1 is connected to the second rodless chamber 5-2 to form a first oil path 6, and the first rod chamber 4-1 is connected to the second rod chamber 4-2 to form a second oil path 7.

[0050] According to a preferred embodiment, at least two damping valves 12 arranged in the hydraulic valve 8 are connected in a variable damping manner to the first oil line 6 and the second oil line 7, so that the flow rate of the hydraulic medium flowing through the damping valves 12 on the two oil lines changes due to the regulation of the damping valves 12 under the action of the pressure difference, and further, the damping force experienced by the hydraulic medium flowing through the damping valves 12 changes accordingly, due to the incompressible nature of the hydraulic medium and the mutual force interaction, the damping force experienced by the hydraulic medium can be transmitted through the oil lines to the chambers of the damping assembly 1 and act on the damper piston and the damper cylinder 3, and finally fed back to the vehicle body 10 and the bogie 9 connected to the damping system 1, playing a role of anti-snaking motion.

[0051] According to a preferred embodiment, the components (cylinder, valve rod) of the first damping assembly 1-1 located on the first side of the vehicle and the second damping assembly 1-2 located on the second side of the vehicle are connected to the bogie 9 / vehicle body 10 of the vehicle, so that when the vehicle is in snaking motion or has a tendency of snaking motion, the vehicle applies damping forces in opposite directions to the two sides of the vehicle respectively to resist the snaking motion or the tendency of snaking motion of the vehicle. Alternatively, the damper cylinder 3 is fixedly or detachably connected to the bogie 9 / vehicle body 10, and the damper valve rod 2 is fixedly or detachably connected to the vehicle body 10 / bogie 9, i.e. when one damper cylinder 3 is connected to the bogie 9, its damper valve rod 2 is connected to the vehicle body 10; or the damper cylinder 3 and the damper valve rod 2 are interchanged, i.e. when the damper cylinder 3 is connected to the vehicle body 10, the corresponding damper valve rod 2 is connected to the bogie 9. Preferably, the damper cylinder 3 of the first damping assembly 1-1 and the second damping assembly 1-2 are both connected to the vehicle body 10, and the damper valve rod 2 is connected to the bogie 9.

[0052] When the car body 10 and the bogie 9 have a certain angle of relative movement, the two sides of the car body 10 and the two sides of the bogie 9 can have a certain degree of position change, for example, one side of the car body 10 relative to one side of the bogie 9 has a relative displacement in the same direction as the vehicle travels, then the other side of the car body 10 relative to the other side of the bogie 9 has a relative displacement in the opposite direction of the vehicle travel, the relative position change of the car body 10 and the bogie 9 will bring corresponding mechanical action and transmit the action to the two sides of the damping system 1, the phenomenon is that one side of the damper valve rod 2 is compressed into the damper cylinder 3, the other side of the damper valve rod 2 is stretched out of the damper cylinder 3, and then drives the movement of the two sides of the damper piston, so that the pressure difference between the hydraulic medium in the chambers of the two sides of the damping system 1 is generated, so as to flow along the first oil way 6 and the second oil way 7 which have been set, at this time, the hydraulic valve 8 arranged on the two oil ways can change the damping force of the hydraulic medium by applying a control signal to the damping valve 12 to change the flow size, and the damping can be directly fed back to the car body 10 and the bogie 9, and finally achieve the purpose of changing the size of the damping force output by the damping system 1. In the above connection mode, preferably, as shown in Figure 5 the hydraulic valve 8 receives an external control signal to make the reversing valve work, and then the first rod chamber 4-1 and the second rodless chamber 5-2 are connected to form the first oil way 6 for the hydraulic medium to flow, and the first rodless chamber 5-1 and the second rod chamber 4-2 are connected to form the second oil way 7 for the hydraulic medium to flow.

[0053] According to a preferred embodiment, an accumulator 11 is arranged on the oil way, which can provide buffering and supplementing hydraulic oil action for the oil way, preferably, as shown in Figure 5As shown, at least two accumulators 11 are arranged on the first oil circuit 6 and the second oil circuit 7 respectively to enable them to act on the first oil circuit 6 and the second oil circuit 7 independently respectively, preferably, the first accumulator 11-1 is arranged on the first oil circuit 6, and the second accumulator 11-2 is configured the same as the first accumulator 11-1 and arranged on the second oil circuit 7. When the damping system 1 is working, the pressure in the oil circuit will be conducted to every place that the hydraulic medium can reach on the circuit at a very fast speed, inevitably generating a large hydraulic impact force to each component connected by the oil circuit, which is not conducive to the continuous and stable operation of the damping system 1, so that the service life of the damping system 1 is shortened, and the arrangement of the accumulator 11 enables the instantaneous hydraulic impact force in the oil circuit to be at least partially converted into mechanical energy and internal energy and stored in the accumulator 11, that is, at least part of the hydraulic medium can be stored in the accumulator 11 and enable the accumulator 11 itself to obtain a part of elastic potential energy / gravity potential energy and part of internal energy, preferably, after the hydraulic impact is completed, the accumulator 11 gradually releases the mechanical energy and internal energy stored therein in a manner of sending the stored hydraulic medium back to the oil circuit, so as to convert the instantaneous hydraulic impact force into energy absorption and release with smaller peak value and longer time, so as to achieve the effect of buffering the entire oil circuit.

[0054] According to a preferred embodiment, the damping system 1 is arranged as shown in the accompanying drawings, and when the rail vehicle occurs the snake motion, at least the following states can be divided: Figure 3

[0055] ​When the vehicle travels in a straight line, C1: the vehicle travels in a straight line and the vehicle body 10 rotates counterclockwise relative to the bogie 9, then the first damping assembly 1-1 located on the first side of the vehicle works in a compression mode, and the second damping assembly 1-2 located on the second side of the vehicle also works in a compression mode, that is, the first valve rod 2-1 is compressed into the first cylinder body 3-1, and the second valve rod 2-2 is also compressed into the second cylinder body 3-2; the pressure in the first rod chamber 4-1 of the first damping assembly 1-1 decreases, and the pressure in the second rodless chamber 5-2 of the second damping assembly 1-2 increases, so that the hydraulic medium located in the second rodless chamber 5-2 flows to the first rod chamber 4-1 through the first oil path 6 under the action of the pressure difference, and the hydraulic valve 8 controls the first damping valve 12-1 arranged on the first oil path 6 to exert a damping force on the hydraulic medium flowing through the first oil path 6 under the action of the external control signal, thereby changing the damping force on the first oil path 6; at the same time, the pressure in the first rodless chamber 5-1 of the first damping assembly 1-1 increases, and the pressure in the second rod chamber 4-2 of the second damping assembly 1-2 decreases, so that the hydraulic medium located in the first rodless chamber 5-1 flows to the second rod chamber 4-2 through the second oil path 7 under the action of the pressure difference, and the hydraulic valve 8 controls the damping valve 12 arranged on the second oil path 7 to exert a damping force on the hydraulic medium flowing through the second oil path 7 under the action of the external control signal; preferably, the hydraulic valve 8 can control the two damping valves 12 at the same time based on the same signal so that the two damping valves 12 can exert the same size of damping force on the oil path in the same operation mode, and the first damping assembly 1-1 and the second damping assembly 1-2 exert equivalent anti-snaking damping on both sides of the vehicle under the action of the same damping force.

[0056] C2: the vehicle travels in a straight line and rotates clockwise relative to the bogie 9, then the first damping assembly 1-1 located on the first side of the vehicle works in a stretching mode, and the second damping assembly 1-2 located on the second side of the vehicle also works in a stretching mode, that is, the first valve rod 2-1 is stretched out of the first cylinder body 3-1, and the second valve rod 2-2 is stretched out of the second cylinder body 3-2. The pressure in the first rod chamber 4-1 increases, and the pressure in the second rodless chamber 5-2 decreases, which causes the hydraulic medium in the first rod chamber 4-1 to flow into the second rodless chamber 5-2 through the first oil path 6 under the action of the pressure difference; the pressure in the first rodless chamber 5-1 decreases, and the pressure in the second rod chamber 4-2 increases, which causes the hydraulic medium in the second rod chamber 4-2 to flow into the first rodless chamber 5-1 through the second oil path 7 under the action of the pressure difference. Preferably, the hydraulic valve 8 adjusts the output damping of the damping system 1 in the same way as in the C1 case.

[0057] Preferably, when the vehicle is turning, the hydraulic valve 8 can control the disconnection of the damping valve 12 to unload the damping force exerted by the first damping valve 12-1 and the second damping valve 12-2 on the first oil passage 6 and the second oil passage 7 in anti-snaking, so that the anti-snaking damping system 1 does not significantly affect the steering of the vehicle.

[0058] When the vehicle turns left in the driving direction, the vehicle body 10 has formed an angle with the bogie 9 due to the counterclockwise rotation of the vehicle body 10 relative to the bogie 9. C3: The vehicle body 10 simultaneously occurs the snaking motion relative to the bogie 9 in the clockwise direction, and the change of the angle between the vehicle body 10 and the bogie 9 due to the snaking motion is smaller than the angle formed when the vehicle turns, at this time, the damping systems 1 on both sides of the vehicle operate in the stretching mode on the basis of compression; C4: The vehicle body 10 simultaneously occurs the snaking motion relative to the bogie 9 in the counterclockwise direction, then the damping systems 1 on both sides of the vehicle continue to operate in the compression mode on the basis of compression.

[0059] When the vehicle turns right in the driving direction, the vehicle body 10 has formed an angle with the bogie 9 due to the clockwise rotation of the vehicle body 10 relative to the bogie 9. Similar to the case of turning left, the corresponding states are: C5: the damping systems 1 on both sides of the vehicle operate in the compression mode on the basis of stretching; C6: the damping systems 1 on both sides of the vehicle continue to operate in the stretching mode on the basis of stretching.

[0060] According to a preferred embodiment, the output damping force of the anti-snaking damping system 1 can be adjusted by the hydraulic valve 8, which meets the needs of the vehicle in different operating states for the anti-snaking damping force, and unloads the damping force when the vehicle turns, so as to realize the smooth steering of the vehicle. The damping force adjustment of the damping system 1 is realized by the hydraulic valve 8, and the adjustment of the hydraulic valve 8 can be automatically adjusted according to the programmed logic with the signals of the vehicle speed, acceleration, relative rotation angle between the vehicle body 10 and the bogie 9, and angular acceleration as the judgment input. The remote control can also be realized by issuing instructions by the vehicle-mounted control unit.

[0061] According to a preferred embodiment, the hydraulic valve 8 can be arranged on the vehicle body 10 / bogie 9, which can take the sensor signals arranged on the vehicle body 10 or bogie 9 to monitor the running state of the vehicle as its own basis for judgment, and adjust the damping size generated by the damping valve 12 on the oil circuit. Preferably, the sensors include: a speed sensor for monitoring the size of the vehicle speed; an acceleration sensor for monitoring the size of the vehicle speed change rate; a rotational speed sensor and an angle sensor for monitoring the relative rotational speed and angle between the vehicle and the bogie 9; and an angular acceleration sensor for monitoring the angular acceleration between the vehicle and the bogie 9. Preferably, the hydraulic valve 8 is also provided with an adjustment module, which can read the speed signal monitored by the speed sensor, the acceleration signal monitored by the acceleration sensor, the rotational speed signal monitored by the rotational speed sensor, the angle signal monitored by the angle sensor, and the angular acceleration signal monitored by the angular acceleration sensor, and can analyze and process these signals to determine the running state of the vehicle and control the two damping valves 12 according to the state, which includes adjusting the size of the damping output by the damping valve 12 and changing the change rate when adjusting the damping.

[0062] Embodiment 2

[0063] This embodiment is a supplement to the foregoing embodiments, and the repeated contents will not be described again.

[0064] The hydraulic valve 8 can have multiple adjustment modes according to the running state of the vehicle:

[0065] When the vehicle travels approximately in a straight line:

[0066] S1: Obtain the running speed of the vehicle, and adjust the size of the damping output by the damping valve 12 in real time according to the change of the speed, and obtain the acceleration of the vehicle on the straight line at the same time so that the hydraulic valve 8 can calculate according to the speed and acceleration and make real-time calculation on the motion state of the vehicle at the next moment based on the current moment, so as to adjust the damping valve 12 in advance according to the size of the damping force required by the vehicle speed at the next moment, and compensate for the influence of the damping lag caused by the system signal response delay and the system mechanical response delay. For example, the delay response time of the system is 0.1S, and the vehicle travels at a speed of 30m / S at the current moment, then the hydraulic valve 8 can calculate the motion speed of the vehicle after 0.1S based on the time interval of 0.1S, and control the damping valve 12 according to the damping size required by the motion speed after 0.1S, then the mechanical action of the damping valve 12 will be conveyed and acted on the vehicle after 0.1S. Preferably, the relationship between the speed and the required damping force can be obtained through a limited number of experiments in advance and stored in the hydraulic valve 8 for easy retrieval and comparison of data by the hydraulic valve 8.

[0067] S2: On the basis of S1, the hydraulic valve 8 obtains the angle between the vehicle body 10 and the bogie 9 at the present moment from the angle sensor, preferably, since the angle between the vehicle body 10 and the bogie 9 is changing in real time during the hunting motion, the hydraulic valve 8 can draw an angle change curve in its database according to the angle change at each moment, the curve is configured as a time-angle curve, thus can reflect the frequency and vibration amplitude of the hunting motion, preferably, the hydraulic valve 8 can apply appropriate control signals to the damping valve 12 according to the amplitude and frequency of the hunting motion. For example, in the case of larger amplitude of the hunting motion, the hydraulic valve 8 controls the damping valve 12 to output greater damping to cope with stronger hunting motion, in the case of smaller amplitude, controls the damping valve 12 to output smaller damping to reduce the system load and provide greater freedom to the bogie 9. At the same time, the hydraulic valve 8 can also apply damping force step by step according to each stage of vibration, for example, at the zero point of the curve (the length direction of the vehicle body 10 and the bogie 9 is in the same straight line), according to the motion law of the harmonic oscillator, the energy of the oscillator here is the largest, the damping valve 12 can be controlled by the hydraulic valve 8 to output a larger instantaneous damping force to reduce the existing energy of the hunting motion to the greatest extent at this point. Since the curve can reflect the position and time of the hunting motion itself to obtain energy, the time of the hunting motion to obtain energy can be selected according to the curve, and the damping valve 12 is controlled to output a stronger control signal at this time, for example, at the extreme point of the curve, the hunting motion itself can obtain energy, then the damping valve 12 is controlled to output greater damping force at the extreme point (the position of the largest amplitude of the hunting motion) to offset the energy obtained by the hunting motion. In addition, the hydraulic valve 8 can also directly judge the state of the hunting motion according to the data of the angular velocity sensor and the angular acceleration sensor to save the calculation of curve fitting. The hydraulic valve 8 configured in the above manner can appropriately adjust the output damping of the damping valve 12 according to the different states of the vehicle motion, so that the damping system 1 can more accurately and easily provide damping force for anti-hunting motion, and at the same time, can also reduce the pressure load of the system to prolong the service life.

[0068] When the vehicle is driving along the curve:

[0069] S3: The vehicle can monitor the acceleration direction of the vehicle at the moment according to the acceleration sensor. If the result is not the length direction of the vehicle body 10, it can be considered that the vehicle is currently in the state of driving on the curve. At this time, the hydraulic valve 8 obtains the acceleration value and the angular velocity value to obtain the steering curvature of the vehicle. Since the vehicle is steering, an angle different from the snake motion will be generated between the bogie 9 and the vehicle body 10. The generation of the angle will cause at least part of the steering torque to be transmitted to the damping valve 12 through the damping system 1. Preferably, the hydraulic valve 8 can also judge the size of the steering torque applied to the damping system 1 (especially the damping valve 12) when the vehicle is steering in combination with the driving speed and acceleration of the vehicle. If the steering torque is too large, it may cause greater pressure on the damping valve 12. Preferably, the hydraulic valve 8 can directly unload the damping force on the damping valve 12 to avoid damage to the damping system 1 and avoid causing steering obstacles.

[0070] It should be noted that the above specific embodiments are exemplary, and those skilled in the art can think of various solutions under the inspiration of the disclosure of the present application, and these solutions also belong to the disclosed range of the present application and fall within the protection scope of the present application. Those skilled in the art should understand that the specification and drawings of the present application are illustrative and not constitute a limitation on the claims. The protection scope of the present application is defined by the claims and their equivalents. The specification of the present application contains multiple inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", which means that the corresponding paragraph discloses an independent concept, and the applicant reserves the right to file a divisional application according to each inventive concept. Throughout the text, the features introduced by "preferably" are only optional ways and should not be understood as necessarily provided, so the applicant reserves the right to abandon or delete the relevant preferred features at any time.

Claims

1. A rail vehicle control structure configured with a hydraulic valve (8), characterized in that, The hydraulic valve (8) is configured to: receive the "first opening and closing signal" generated based on the frequency and amplitude of the acquired vehicle snake motion from the control system, process it to obtain a signal that it can directly identify and execute, and adjust its working state to the opening degree corresponding to the "first opening and closing signal" based on the identified control signal information; wherein when the vehicle travels in a straight line, the hydraulic valve (8) obtains the included angle between the vehicle body (10) and the bogie (9) at this moment from the angle sensor; then draw a time-angle curve of the included angle change in its own database according to the included angle change at each moment, to reflect the frequency and amplitude of the snake motion; then apply a control signal to the damping valve (12) according to the amplitude and frequency of the snake motion.

2. The control structure of claim 1, wherein, The hydraulic valve (8) includes at least four inlet / outlet ports, and is internally provided with a reversing valve having a reversing function and the damping valve (12) for changing the oil path damping force in a way to change the flow size, wherein the hydraulic valve (8) can receive external signal control to regulate the reversing valve and the damping valve (12) to change the oil path interconnection mode and the damping force of the oil path.

3. The control structure of claim 2, wherein, At least two damping valves (12) provided in the hydraulic valve (8) can be connected to the first oil path (6) and the second oil path (7) in a variable damping manner, so that the flow size of the hydraulic medium flowing through the damping valve (12) on the two oil paths changes due to the regulation of the damping valve (12) under the action of the pressure difference.

4. The control structure of claim 3, wherein, The hydraulic valve (8) receives external control signals to make the reversing valve work, thereby connecting the first rod chamber (4-1) and the second rodless chamber (5-2) to form the first oil path (6) for the flow of hydraulic medium, and connecting the first rodless chamber (5-1) and the second rod chamber (4-2) to form the second oil path (7) for the flow of hydraulic medium.

5. The control structure of claim 4, wherein, The hydraulic valve (8) is further provided with an adjustment module, which can read speed signals, acceleration signals, rotational speed signals, angle signals and angular acceleration signals, and can analyze and process these signals to determine the running state of the vehicle and apply control to the two damping valves (12) according to the state, which includes adjusting the size of the damping output by the damping valve (12) and changing the rate of change when adjusting the damping.

6. The control structure of claim 5, wherein, When the vehicle travels in a straight line, the hydraulic valve (8) can calculate according to the speed and acceleration and make real-time prediction of the motion state of the vehicle at the next moment based on the current moment, so as to adjust the damping valve (12) in advance according to the size of the damping force required by the vehicle speed at the next moment.

7. The control structure of claim 6, wherein, When the vehicle travels along a curve, the hydraulic valve (8) obtains the acceleration value and the angular velocity value to obtain the turning curvature of the vehicle, and can judge the size of the steering torque applied to the damping valve (12) when the vehicle turns in combination with the driving speed and acceleration of the vehicle, wherein the hydraulic valve (8) directly unloads the damping force on the damping valve (12) based on the judgment result.

8. A rail vehicle control system, characterized by The control system adjusts the oil circuit interconnection mode of the damping system (1) arranged between the car body (10) and the bogie (9), the oil flow speed and direction in the oil circuit based on the state parameters of the track vehicle running to generate a damping force to suppress the snake motion of the vehicle, The control system controls the opening / closing size of the hydraulic valve (8) in the oil circuit to control the damping force provided by the damping system (1); When the vehicle runs along a straight line, the hydraulic valve (8) obtains the included angle between the car body (10) and the bogie (9) at the current time from the angle sensor; According to the included angle change at each time, a time-angle curve of the included angle change is drawn in the database of the hydraulic valve (8) to reflect the frequency and vibration amplitude of the snake motion; According to the amplitude and frequency of the snake motion, a control signal is applied to the damping valve (12).

9. A rail vehicle control method, characterized by, The control method comprises: The control system adjusts the oil circuit interconnection mode of the damping system (1) arranged between the car body (10) and the bogie (9), the oil flow speed and direction in the oil circuit based on the state parameters of the track vehicle running to generate a damping force to suppress the snake motion of the vehicle, The control system controls the opening / closing size of the hydraulic valve (8) in the oil circuit to control the damping force provided by the damping system (1); When the vehicle runs along a straight line, the hydraulic valve (8) obtains the included angle between the car body (10) and the bogie (9) at the current time from the angle sensor; According to the included angle change at each time, a time-angle curve of the included angle change is drawn in the database of the hydraulic valve (8) to reflect the frequency and vibration amplitude of the snake motion; According to the amplitude and frequency of the snake motion, a control signal is applied to the damping valve (12).

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