An inertial-capacitance suspension mechanism and a simulation method for the inertial-capacitance suspension mechanism.

Abstract

This invention relates to the field of rail train technology, specifically to an inertial capacity suspension mechanism and a simulation method for such a mechanism. The shock-absorbing component includes a suspension cover, an airbag disposed on the end face of the suspension cover, and a rubber block disposed on the outer wall of the airbag. The inertial capacity component includes a first outer shell, a lead screw disposed inside the first outer shell, and a first valve disposed inside the first outer shell. This invention reduces the vibration caused by directional fluctuations during train operation by adding a hydraulic buffer device based on the inertial capacity principle to the air spring, thereby optimizing the train's stability during operation. By establishing a corresponding mathematical model and performing corresponding data simulations before and after adding the inertial capacity component, the invention verifies that the inertial capacity suspension mechanism can better dampen and buffer the vibration of a moving train.

Description

Technical Field

[0001] This invention relates to the field of rail train technology, and in particular to an inertial-capacity suspension mechanism and a simulation method for such a mechanism. Background Technology

[0002] Rail vehicles consist of a car body and bogies. The car body and bogies share load through a secondary suspension system, while traction and braking forces are transmitted from the bogies to the car body via traction rods. Low-floor rail vehicles, due to their large passenger capacity and high speed and convenience, are increasingly becoming the preferred mode of urban transportation. However, their compact structure and limited space restrict the selection of secondary suspension systems. Existing secondary suspension systems mostly use air springs or single-steel coil springs. Air springs and single-steel coil springs cannot meet the requirements of large passenger capacity. When the vehicle passes through small curves, the car body and bogie experience a large turning angle, causing significant horizontal displacement of the secondary springs, which can easily lead to lateral instability of the vehicle.

[0003] The secondary suspension system of a rail vehicle can elastically and evenly distribute the weight of the car body onto the bogie frame and play a role in shock absorption, thereby improving the stability of the rail vehicle when it is running on the track. In order to further reduce the impact of fluctuations on the vehicle, this invention is proposed. Summary of the Invention

[0004] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0005] In view of the existing problems, the present invention is proposed.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a shock-absorbing component, comprising a suspension cover, an airbag disposed on the end face of the suspension cover, and a rubber block disposed on the outer wall of the airbag; and,

[0007] The inertial capacitive assembly includes a first housing, a lead screw disposed inside the first housing, and a first valve disposed inside the first housing.

[0008] As a preferred embodiment of the inertial suspension mechanism of the present invention, the end face of the rubber block is provided with a first base, and the end of the first base away from the rubber block is connected to a second base.

[0009] As a preferred embodiment of the inertial capacity suspension mechanism of the present invention, the inertial capacity assembly is provided in four sets, two of which are disposed on the end face of the second base, and the other two are disposed on the outer wall of the rubber block.

[0010] As a preferred embodiment of the inertial suspension mechanism of the present invention, the first housing is provided with a first oil cavity and a second oil cavity, the inner wall of the first housing is fixedly connected with a first limiting platform, and the end face of the lead screw is provided with a pushing platform that can slide along the inner wall of the second oil cavity.

[0011] As a preferred embodiment of the inertial suspension mechanism of the present invention, the outer wall of the lead screw is provided with a second limiting platform, the lead screw extends to the outside of the first housing, and the outer wall is fitted with a track shell, the inner wall of the track shell is provided with a track thread.

[0012] In a preferred embodiment of the inertial suspension mechanism of the present invention, the outer wall of the lead screw is provided with a bearing, the outer wall of the lead screw is provided with a second outer shell, one end of the second outer shell is connected to a ball head, the ball head is connected to the second base, the outer wall of the bearing is connected to the inner wall of the second outer shell, and a frustum is fixedly provided on the outer wall of the lead screw.

[0013] The beneficial effects of the present invention are as follows: The present invention reduces the vibration caused by fluctuations in different directions during train operation by adding a hydraulic buffer device based on the inertial capacity principle to the air spring, thereby optimizing the stability of the train during operation.

[0014] As a preferred embodiment of the inertial-capacitance suspension mechanism of the present invention, the following steps are included: Step 1: Establishing a dynamic model of a rail vehicle;

[0015] Step 2: Conduct simulations to obtain the vertical stability index and lateral stability index of the vehicle during driving.

[0016] Step 3: Connect the inertial capacitance component and the shock absorber in series through a mechanical structure and connect them to an air spring to form a new type of inertial shock absorber;

[0017] Step 4: Import the new suspension into the dynamic model to replace the original secondary suspension;

[0018] Step 5: Simulate the dynamic model with the new suspension to obtain the vertical stability index and lateral stability index of the vehicle during driving.

[0019] Step 6: Compare the vertical and lateral stability indices obtained from the simulation with the dynamic model without the new suspension.

[0020] As a preferred embodiment of the inertial capacity suspension mechanism of the present invention, the inertial capacity component and the shock absorber are connected in series through a mechanical structure design and connected to an air spring in the vertical and lateral directions.

[0021] As a preferred embodiment of the inertial-capacitance suspension mechanism of the present invention, a mathematical model of the inertial-capacitance component is established, and the mathematical model of the inertial-capacitance component is as follows: QUOTE

[0022] Where F is the force applied to both ends of the component in the same magnitude but opposite direction, b is the inertial coefficient, and vi is the velocity of end i.

[0023] As a preferred embodiment of the inertial-capacitance suspension mechanism described in this invention, a rigid body model of a novel inertial-capacitance damper is established, and vertical and lateral force hinges are established with the bogie frame of the rail vehicle. Based on the time-varying characteristics of the output force of the novel inertial-capacitance damper and the mechanical characteristics of the working condition, the time-varying forces of the inertial-capacitance element, the car body, and the frame are established. Through simulation, the lateral stability index and vertical stability index of the rail vehicle under the working condition are recorded.

[0024] The beneficial effects of this invention are as follows: By establishing a corresponding mathematical model and performing corresponding data simulations before and after adding the inertial capacity component, the inertial capacity suspension mechanism can better provide shock absorption and buffering for trains in motion. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0026] Figure 1 This is a schematic diagram of the external structure of the present invention.

[0027] Figure 2 This is a front view schematic diagram of the structure in this invention.

[0028] Figure 3 This is a top view schematic diagram of the present invention.

[0029] Figure 4 This is a schematic diagram of the AA cross-section in this invention.

[0030] Figure 5 This is a schematic diagram of the conventional mathematical model used in this invention.

[0031] Figure 6 This is a schematic diagram of the mathematical model of the inertial capacitive component in this invention. Detailed Implementation

[0032] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0033] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0034] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0035] Example 1

[0036] Reference Figures 1-5 This is the first embodiment of the present invention, which provides an inertial-capacity suspension mechanism and a simulation method for the inertial-capacity suspension mechanism. By improving the existing air spring shock absorber, the shock absorption and buffering effect is optimized.

[0037] Specifically, the shock-absorbing assembly 100 includes a suspension cover 101, an airbag 102 disposed on the end face of the suspension cover 101, and a rubber block 103 disposed on the outer wall of the airbag 102; and,

[0038] The inertial capacity assembly 200 includes a first housing 201, a lead screw 202 disposed inside the first housing 201, and a first valve 203 disposed inside the first housing 201.

[0039] Among them, the lower surface of the suspension cover 101 is connected to an airbag 102, and the lower end of the airbag 102 is connected to a rubber block 103 to form an air spring; the interior of the first outer shell 201 is hollow, forming an oil chamber with the first valve 203. The first valve 203 can allow oil to pass through, and its total area of ​​the oil passage is smaller than the radius of the internal cavity. When the lead screw 202 moves, it generates oil pressure to slow down the movement.

[0040] In summary, the inertial capacity component 200 and the vibration damper elements are connected in series through mechanical structure design to form a new type of inertial capacity suspension. Vertically, the new inertial capacity suspension is connected to the car body at one end and to the frame at the other, arranged vertically on both sides of the original air spring; laterally, it is connected to the car body at one end and to the frame at the other, arranged horizontally below the original air spring chamber; together, they constitute the secondary inertial capacity suspension type of this rail vehicle. This effectively improves the lateral and vertical stability indicators during rail vehicle operation.

[0041] Example 2

[0042] Reference Figures 1-6 This is the second embodiment of the present invention. This embodiment is based on the previous embodiment, but the difference is that the rotational inertia is increased by optimizing the inertia capacity component 200, thereby achieving a buffering effect.

[0043] Specifically, the end face of the rubber block 103 is provided with a first base 104, and the end of the first base 104 away from the rubber block 103 is connected to a second base 105.

[0044] The inertial capacity assembly 200 has four sets, two of which are located on the end face of the second base 105, and the other two are located on the outer wall of the rubber block 103.

[0045] The first outer shell 201 is provided with a first oil cavity 201a and a second oil cavity 201b. A first limiting platform 201c is fixedly connected to the inner wall of the first outer shell 201. A pushing platform 202a that can slide along the inner wall of the second oil cavity 201b is provided on the end face of the lead screw 202.

[0046] The lead screw 202 has a second limiting platform 202b on its outer wall. The lead screw 202 extends to the outside of the first outer shell 201, and a track shell 204 is fitted on its outer wall. The track shell 204 has a track thread 204a on its inner wall.

[0047] The first oil chamber 201a and the second oil chamber 201b are connected by a first valve 203, which provides oil resistance. The oil inlet of the first valve 203 is smaller than the radius of the second oil chamber 201b. When the oil is squeezed, it cannot flow normally, thus providing a buffer. The radius of the push platform 202a is matched with the radius of the second oil chamber 201b to prevent oil from entering below the push platform 202a. The radius of the second limiting platform 202b is smaller than the radius of the second oil chamber 201b. It mainly works with the first limiting platform 201c to prevent the lead screw 202 from rotating and slipping out. The thread on the outer wall of the lead screw 202 is matched with the track thread 204a on the inner wall of the track housing 204.

[0048] The outer wall of the lead screw 202 is provided with a bearing 205, and the outer wall of the lead screw 202 is provided with a second outer shell 206. One end of the second outer shell 206 is connected to a ball head 206a, which is connected to the second base 105. The outer wall of the bearing 205 is connected to the inner wall of the second outer shell 206. A frustum 207 is fixedly provided on the outer wall of the lead screw 202.

[0049] The bearing 205 is mainly used to realize the rotational connection between the lead screw 202 and the second housing 206. While the lead screw 202 rotates, the second housing 206 does not rotate. The ball head 206a is located inside the second base 105 or inside the first base 105. The frustum 207 is fixed on the outer wall of the lead screw 202 between the track housing 204 and the second housing 206.

[0050] In summary, when a moving vehicle experiences fluctuations, while the airbag 102 is compressed, relative movement begins between the first outer shell 201 and the lead screw 203. The pusher 202a begins to push the oil in the second oil chamber 201b from the first valve 203 into the first oil chamber 201a. During this process, the lead screw 203 is subjected to force, and simultaneously, with the cooperation of the track thread 204a on the inner wall of the track shell 204, the lead screw 202 begins to rotate. While rotating, it drives the frustum 207 to rotate. At this time, the frustum 207 generates centrifugal force, increasing the rotational inertia of the lead screw 202, thereby relatively increasing the relative movement between the first outer shell 201 and the lead screw 202. However, since the first valve 203 cannot pass too much oil, the oil resistance is increased, thus achieving buffering. Similarly, when the fluctuation returns to normal, the frustum 207 also uses the principle of increasing inertia to slow down the return rate, thereby achieving buffering.

[0051] Example 3

[0052] Reference Figures 1-6 This is the third embodiment of the present invention, which provides a theoretical verification for the above-described device.

[0053] Specifically, step one is to establish a dynamic model of the rail vehicle;

[0054] Step 2: Conduct simulations to obtain the vertical stability index and lateral stability index of the vehicle during driving.

[0055] Step 3: Connect the inertial capacitance component and the shock absorber in series through a mechanical structure and connect them to an air spring to form a new type of inertial shock absorber;

[0056] Step 4: Import the new suspension into the dynamic model to replace the original secondary suspension;

[0057] Step 5: Simulate the dynamic model with the new suspension to obtain the vertical stability index and lateral stability index of the vehicle during driving.

[0058] Step 6: Compare the vertical and lateral stability indices obtained from the simulation with the dynamic model without the new suspension.

[0059] The inertial capacitance component and the shock absorber are connected in series through a mechanical structural design and connected to air springs in the vertical and lateral directions.

[0060] A mathematical model of the inertial capacitance component is established. The mathematical model of the inertial capacitance component is as follows: QUOTE , where F is the force applied to both ends of the component in the same direction, b is the inertial coefficient, and vi is the velocity of end i.

[0061] A rigid body model of a novel inertial capacitance damper is established, and vertical and lateral force hinges are established with the bogie frame of the rail vehicle. Based on the time-varying characteristics of the output force of the novel inertial capacitance damper and the mechanical characteristics of this working condition, the time-varying forces of the inertial capacitance element, the car body, and the frame are established. Through simulation, the lateral stability index and vertical stability index of the rail vehicle under this working condition are recorded.

[0062] The process involves establishing a dynamic model of the rail vehicle, then importing the corresponding vehicle condition data into the software. The vertical and lateral stability indices during operation are analyzed using simulation software to obtain the corresponding index data. This analysis is publicly available in existing technology and will not be elaborated upon further. Subsequently, model data with inertial capacitance components and shock absorbers is established, and the results are obtained through mathematical formulas. A mathematical model analysis of the inertial capacitance component was performed, and the following data were obtained through calculation;

[0063] Speed ​​(km / h) No inertial container added Add inertial container 100 0.91151114 0.65611487 120 0.97080714 0.87740029 140 1.1201065 0.94827174 160 1.1770832 0.96968666 180 1.2296736 0.97137902 200 1.2843585 0.93014055 220 1.3393547 0.89988888 240 1.3903587 0.87190244 260 1.4455721 0.96117081 270 1.6258948 1.0641502 290 1.6826152 1.1777717

[0064] Horizontal stationarity index

[0065] Speed ​​(km / h) No inertial container added Add inertial container 100 0.76863927 0.73347533 120 0.80176 0.75649425 140 0.93273004 0.85809855 160 0.96820537 0.89132533 180 0.99859709 0.92186001 200 1.0259526 0.93288303 220 1.0475623 0.95544457 240 1.0661042 0.97410076 260 1.0862962 0.99075469 270 1.227097 1.1120668 290 1.2617294 1.1450504

[0066] Vertical stability index

[0067] In summary, a rigid body model of a novel inertial capacitance damper was established, and vertical and lateral force hinges were created with the bogie frame of the rail vehicle. Based on the time-varying characteristics of the output force of the novel inertial capacitance damper and the mechanical characteristics of the working condition, the time-varying forces of the inertial capacitance component, the car body, and the frame were established. The above data were obtained through simulation. It is easy to see from the lateral stability index table and the vertical stability index that the train with the addition of the inertial capacitance component 200 is significantly less affected by the fluctuations during high-speed travel. The dampers and inertial capacitance components in the lateral and vertical directions are connected in series through mechanical structure design to form a novel inertial capacitance damper, which is then connected in parallel with air springs in the lateral and vertical directions to form an inertial capacitance suspension device for rail vehicles, thereby optimizing the shock absorption effect of the air spring commonly used in the existing technology.

[0068] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., changes in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application). For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise altered, and the nature or number or position of discrete elements may be changed or altered. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure performing the function described herein, and not only structural equivalents but also equivalent structures. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0069] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A simulation method for an inertial-capacitance suspension mechanism, characterized in that: The inertial suspension mechanism includes: The shock absorption assembly (100) includes a suspension cover (101), an airbag (102) disposed on the end face of the suspension cover (101), and a rubber block (103) disposed on the outer wall of the airbag (102). The inertial capacity assembly (200) includes a first housing (201), a lead screw (202) disposed inside the first housing (201), and a first valve (203) disposed inside the first housing (201). The end face of the rubber block (103) is provided with a first base (104), and a second base (105) is connected to the end of the first base (104) away from the rubber block (103). The inertial capacity assembly (200) is provided with four sets, two of which are disposed on the end face of the second base (105), and the other two are disposed on the outer wall of the rubber block (103); The first outer shell (201) is provided with a first oil cavity (201a) and a second oil cavity (201b) respectively. A first limiting platform (201c) is fixedly connected to the inner wall of the first outer shell (201). The end face of the lead screw (202) is provided with a pushing platform (202a) that can slide along the inner wall of the second oil cavity (201b). The lead screw (202) has a second limiting platform (202b) on its outer wall. The lead screw (202) extends to the outside of the first outer shell (201) and is fitted with a track shell (204) on its outer wall. The track shell (204) has a track thread (204a) on its inner wall. The lead screw (202) has a bearing (205) on its outer wall and a second housing (206) on its outer wall. One end of the second housing (206) is connected to a ball head (206a). The ball head (206a) is connected to the second base (105). The outer wall of the bearing (205) is connected to the inner wall of the second housing (206). A frustum (207) is fixedly provided on the outer wall of the lead screw (202). The experimental steps of the simulation method are as follows: Step 1: Establish a dynamic model for the rail vehicle; Step 2: Conduct simulations to obtain the vertical stability index and lateral stability index of the vehicle during driving. Step 3: Connect the inertial-capacitance component and the shock absorber in series via a mechanical structure and connect them to the air spring to form an inertial-capacitance suspension mechanism; Step 4: Import the inertial-capacitance suspension mechanism into the dynamic model to replace the original secondary suspension; Step 5: Simulate the dynamic model with the inertial-capacitance suspension mechanism to obtain the vertical stability index and lateral stability index of the vehicle during driving. Step 6: Compare the vertical and lateral stability indices obtained from the simulation with the vertical and lateral stability indices obtained from the dynamic model without using the inertial-capacity suspension mechanism.

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