A method for hydraulically damping the roll of a train car

Abstract

The application discloses a method for suppressing train carriage side roll by hydraulic mode, which comprises the following steps: setting hydraulic mechanism and return device on a bogie, connecting two sides of a carriage; when the carriage side rolls, transmitting the force on one side of the carriage to the other side of the carriage in the form of reaction force through the hydraulic flow channel of the hydraulic mechanism, buffering the side roll force by the return device and forming reset force on both sides of the carriage; and ensuring that the carriage can still smoothly sink and float relative to the bogie after setting the hydraulic mechanism and the return device. The method has the advantages that the hydraulic pipeline can be arbitrarily bent and arranged, the valuable space and position on the bogie are not needed to be occupied like the setting of the anti-side roll torsion bar in the prior art, the overall design of the bogie can be more scientific and reasonable, and the difficult problem that the carriage needs to freely sink and float while achieving the purpose of resisting side roll by hydraulic mode is solved.

Description

Technical Field

[0001] This invention relates to a method for suppressing the side roll of train carriages using hydraulic means, belonging to the field of train anti-roll technology. Background Technology

[0002] like Figure 7 , Figure 8 As shown, the train's running gear is a bogie 16 independent of the carriage 17. The bogie 16 is a four-wheeled trolley that runs on the track, and in some countries it is simply called a "trolley". On the bogie 16, there are two air springs (not shown in the figure) arranged on the left and right sides to dampen the vibration of the carriage 17. The front and rear ends of the train carriage 17 rest on the air springs of the front and rear bogies 16, respectively.

[0003] When the train passes through a curved section of the track, the strong centrifugal force causes the pressure of the air spring on the inner side of the bogie 16 relative to the curved section of the track to decrease sharply. The air spring on that side immediately rises. Meanwhile, the pressure of the air spring on the outer side of the bogie 16 relative to the curved section of the track may change. The air spring on that side sinks further, causing the entire car 17 to roll to a certain extent.

[0004] This side roll needs to be intervened for two purposes: first, to suppress the side roll amplitude of carriage 17 and eliminate the risk of overturning that may occur from further side roll; and second, to promptly restore both sides of carriage 17 to the same height after the train enters a straight section of track.

[0005] However, the intervention measures taken must achieve the following two points:

[0006] First, the car body 17 must not be forcibly secured to the bogie 16; otherwise, the strong lateral rolling force of the car body 17 will cause it to roll along with the bogie 16, thereby causing the wheels to derail.

[0007] Second, it must not affect the synchronous and equal-amplitude sinking and floating of both sides of carriage 17.

[0008] Traditional intervention measures employ anti-roll devices, the composition, structure, and working principle of which are as follows:

[0009] The anti-roll device includes an anti-roll torsion bar 13, a tie rod 14, and supports 15. The anti-roll torsion bar 13 has a torsion bar portion 131 and torsion arms 132 at both ends of the torsion bar portion 131. The torsion bar portion 131 is horizontally mounted laterally at the bottom of the bogie frame 16 via the supports 15 at both ends, and the torsion arms 132 at both ends remain basically horizontal when the train passes over a straight road. The outer ends of the two torsion arms 132 are connected to both sides of the car body 17 via tie rods. The torsion bar portion 131 of the anti-roll torsion bar 13 has torsional elasticity, and its stiffness is determined according to actual needs.

[0010] The following description uses the example of carriage 17 rolling from left to right to illustrate the working principle of the anti-roll device:

[0011] When the left side of carriage 17 rolls to the right, the left side of carriage 17 is pulled by the left-side tie rod towards the outer end of the left-side torsion arm 132, while the right side of carriage 17 is subjected to downward pressure by the right-side tie rod towards the outer end of the right-side torsion arm 132. According to the principle of action and reaction, this process is actually as follows: when the left side of carriage 17 rolls to the right, the left torsion arm 132 of the anti-roll torsion bar 13 is pulled by the left-side tie rod towards the left side of carriage 17 to prevent the left side of carriage 17 from rolling to the right; the right torsion arm 132 of the anti-roll torsion bar 13 is subjected to upward pressure by the right-side tie rod towards the right side of carriage 17 to prevent the right side of carriage 17 from sinking downward. In the above process, the actual function of the anti-roll torsion bar 13 is that when the left side of the carriage 17 rolls to the right side, the left carriage 17 applies a pulling force to the outer end of the left torsion arm 132 through the left side tie rod. This pulling force is converted into an upward lifting force at the outer end of the right torsion arm 132 through the torsion bar part 131. This lifting force is an active lifting force applied to the right side of the carriage 17 by the right torsion arm 132. This active upward lifting force applied to the right side of the carriage 17 cooperates with the downward pulling force applied to the left side of the carriage 17 by the left side tie rod, thereby effectively resisting the left side to right side roll of the carriage 17.

[0012] Because the torsion bar portion 131 of the anti-roll torsion bar 13 has torsional elasticity, when the centrifugal force of the train increases as it passes through a curve, the tension applied by the left torsion arm 132 of the anti-roll torsion bar 13 to the left side of the car 17 will also increase, and the torsion bar portion 131 will undergo torsional deformation, so as to allow the left side of the car 17 to be moderately raised relative to the bogie 16, avoiding lifting the left bogie 16 upward and causing derailment.

[0013] Because the torsion bar portion 131 of the anti-roll torsion bar 13 has torsional elasticity, when the left side of the carriage 17 rolls to the right, the left torsion arm 132 maintains tension on the left side of the carriage 17. Therefore, when the train enters a straight section from a curve and the centrifugal force on the carriage 17 is released, the left torsion arm 132 can pull down the left side of the carriage 17, and the right torsion arm 132 can lift up the right side of the previously sunken carriage 17, thereby restoring both sides of the carriage 17 to the same height.

[0014] Since the two supports 15 are installed on the torsion bar 131, the torsion bar 131 can rotate around its own axis. Therefore, when the outer ends of the left and right torsion arms 132 are pressed down or pulled up simultaneously on both sides of the carriage 17, the torsion bar 131 rotates around its own axis, so the simultaneous and equal-amplitude sinking and floating of the carriage 17 is not interfered with.

[0015] As can be seen from the above, the existing anti-roll device effectively interferes with the side roll of the carriage 17 in a simple yet ingenious way, eliminating the risks caused by the side roll of the carriage 17.

[0016] However, existing anti-roll devices also have the following drawbacks:

[0017] First, the existing anti-roll torsion bar installation location is also a valuable space on bogie 16 suitable for installing other components. When the installation of the existing anti-roll torsion bar is satisfied, the setting of other components must give way to it, and bogie 16 cannot achieve a more reasonable layout setting.

[0018] Second, the existing anti-roll torsion bar is a very heavy steel component, weighing 150-200 kg, which does not meet the requirements for lightweight rail trains.

[0019] Third, some foreign bogies were manufactured without considering the design of existing anti-roll torsion bar devices, and they do not meet the requirements for the location and space to install existing anti-roll torsion bar devices.

[0020] To address the aforementioned issues, our company conducted a specialized study and performed a patent search to determine if there were any technical solutions in the industry that addressed similar problems. The results showed that no patent documents were found that addressed the aforementioned issues, but patent documents were found that addressed other issues and were technically related to some of the technical solutions in this application.

[0021] Application number 202210466160.X, entitled "An Adjustable Torsion Bar System and Anti-Roll Method," discloses an adjustable torsion bar system and anti-roll method. The system employs adjustable hydraulic linkages to form the adjustable torsion bar system. By controlling the flow of the liquid medium, the characteristics of the hydraulic rods are altered, allowing the linkage length to exhibit characteristics such as: remaining constant, unidirectional elongation, or unidirectional shortening. This enables the anti-roll torsion bar system to provide either bidirectional or unidirectional anti-roll torque to meet the safe operation requirements of rail vehicles on different tracks.

[0022] Therefore, it is evident that the technical solution provided in this patent document cannot solve the aforementioned problems raised in this application. Summary of the Invention

[0023] The technical problem to be solved by the present invention is to provide a hydraulic anti-roll device that, while having the functions of existing anti-roll torsion bar devices, can overcome the defect that existing anti-roll torsion bars require valuable assembly space on the bogie.

[0024] To address the above problems, the technical solution proposed by this invention is as follows:

[0025] One method for suppressing train car roll using hydraulic means involves installing a hydraulic mechanism and a return force device on the bogie connecting the two sides of the car. When the car rolls, the force on one side of the car is transmitted to the other side of the car in the form of a reaction force through the hydraulic channel of the hydraulic mechanism. At the same time, the return force device buffers the roll force and forms a restoring force on both sides of the car. This ensures that after installing the hydraulic mechanism and the return force device, the car can still smoothly rise and fall relative to the bogie.

[0026] Furthermore, a left hydraulic cylinder and a right hydraulic cylinder with equal diameter are installed on the left and right sides of the bogie, respectively, and a left cylinder piston and a right cylinder piston are installed in the left hydraulic cylinder and the right hydraulic cylinder, respectively; the cavity above the left cylinder piston and the cavity below the left cylinder piston in the left hydraulic cylinder are respectively set as the upper left hydraulic chamber and the lower left hydraulic chamber, so that when the left cylinder piston compresses one hydraulic chamber, it can stretch the other hydraulic chamber by the same capacity; the cavity above the right cylinder piston and the cavity below the right cylinder piston in the right hydraulic cylinder are respectively set as the upper right hydraulic chamber and the lower right hydraulic chamber, so that when the right cylinder piston compresses one hydraulic chamber, it can stretch the other hydraulic chamber by the same capacity.

[0027] Furthermore, a left piston rod and a right piston rod are provided. One end of the left piston rod is connected to the left cylinder piston, and the other end extends out of the left hydraulic cylinder. One end of the right piston rod is connected to the right cylinder piston, and the other end extends out of the right hydraulic cylinder.

[0028] Furthermore, the left and right hydraulic cylinders are vertically fixed on the bogie, and the outer ends of the left and right piston rods are connected to the left and right sides of the car body, respectively.

[0029] Furthermore, the hydraulic flow channels are configured as pipe one and pipe two; the force applied to one side of the carriage is transmitted to the other side of the carriage in the form of a reaction force through the hydraulic flow channels of the hydraulic mechanism, by connecting pipe one to the upper left hydraulic chamber and the lower right hydraulic chamber, and connecting pipe two to the lower left hydraulic chamber and the upper right hydraulic chamber. When the carriage rolls to the right, the carriage applies a pulling force to the left piston rod, causing the left cylinder piston to compress the upper left hydraulic chamber upward. The hydraulic oil in the upper left hydraulic chamber is injected into the lower right hydraulic chamber through pipe one, and the right piston rod receives upward pressure to press against the right side of the carriage. When the carriage rolls to the left, the carriage applies a pulling force to the right piston rod, causing the right cylinder piston to compress the upper right hydraulic chamber upward. The hydraulic oil in the upper right hydraulic chamber is injected into the lower left hydraulic chamber through pipe two, and the left piston rod receives upward pressure to press against the left side of the carriage.

[0030] Furthermore, the carriage can still smoothly rise and fall relative to the bogie by ensuring that the inner diameter of pipe one and pipe two is greater than or equal to the cylinder diameter of the left or right hydraulic cylinder. When the carriage sinks downward, the pistons of the left and right cylinders simultaneously and equally press down on the lower left and lower right hydraulic chambers. The hydraulic oil in the lower left and lower right hydraulic chambers can flow without resistance through pipe one and pipe two to the upper right and upper left hydraulic chambers, which are simultaneously stretched with equal capacity.

[0031] Furthermore, the method of using the return device to buffer the lateral rolling force and generate a restoring force on both sides of the carriage is achieved by configuring the first and second pipes as follows: the return device is configured as a return pressure chamber for the first pipe and a return pressure chamber for the second pipe. In the return pressure chamber of the first pipe, a hydraulic chamber 1 through which the hydraulic oil in the first pipe flows and a return pressure chamber 1 that is elastically configured are configured, and a return pressure piston 1 is configured between the hydraulic chamber 1 and the return pressure chamber 1; in the return pressure chamber of the second pipe, a hydraulic chamber 2 through which the hydraulic oil in the second pipe flows and a return pressure chamber 2 that is elastically configured are configured, and a return pressure piston 2 is configured between the hydraulic chamber 2 and the return pressure chamber 2.

[0032] Furthermore, high-pressure gas is injected into back pressure chamber one and back pressure chamber two.

[0033] Optionally, steel high-pressure springs are installed in back pressure chamber one and back pressure chamber two.

[0034] Optionally, rubber bodies are provided in back pressure chamber one and back pressure chamber two. Beneficial effects

[0035] 1. The hydraulic lines can be bent and laid out arbitrarily, without having to take up valuable space and position on the bogie as the anti-roll torsion bar is set up in the existing technology, so that the overall bogie design can be more scientific and reasonable;

[0036] 2. It scientifically solved the problem of achieving anti-rollover effect through hydraulic means while also allowing the carriage to float freely;

[0037] 3. The anti-roll torsion bar is replaced by a hydraulic pipeline, which reduces the weight by more than 50%, meeting the overall requirements of lightweighting and saving operating energy in rail transit. Attached Figure Description

[0038] Figure 1 This is a cross-sectional schematic diagram of a hydraulic mechanism designed according to a method for suppressing the side roll of a train car using hydraulic means, as shown in Embodiment 1.

[0039] Figure 2 for Figure 1 Simplified schematic diagram of pipe 1 and pipe 2;

[0040] Figure 3 for Figure 2 Schematic diagram of high-pressure gas filling the first and second back pressure chambers;

[0041] Figure 4 This is a schematic diagram showing the installation of steel high-pressure springs in back pressure chamber one and back pressure chamber two in Example 2;

[0042] Figure 5 This is a schematic diagram of the rubber bodies installed in back pressure chamber one and back pressure chamber two in Example 3;

[0043] Figure 6 This is a simplified schematic diagram of the installation relationship between the hydraulic mechanism described in this application and the car body and the bogie. The air spring between the car body and the bogie is not shown in the figure. In reality, pipes one and two are not laid out as shown in the figure, but are installed on the bogie according to the actual situation.

[0044] Figure 7 Anti-roll torsion bar used in existing technology;

[0045] Figure 8 A simplified schematic diagram illustrating the installation relationship of the anti-roll torsion bar used in the prior art between the car body and the bogie.

[0046] In the diagram: 1. Left hydraulic cylinder; 101. Upper left hydraulic chamber; 102. Lower left hydraulic chamber; 2. Right hydraulic cylinder; 201. Upper right hydraulic chamber; 202. Lower right hydraulic chamber; 3. Left cylinder piston; 4. Right cylinder piston; 5. Left piston rod; 6. Right piston rod; 7. Pipeline 1; 8. Pipeline 2; 9. Return device; 901. Back pressure chamber of pipeline 1; 9011. Hydraulic chamber 1; 9012. Back pressure chamber 1; 9013. Back pressure piston 1; 902. Back pressure chamber of pipeline 2; 9021. Hydraulic chamber 2; 9022. Back pressure chamber 2; 9023. Back pressure piston 2; 10. High-pressure gas; 11. Steel high-pressure spring; 12. Rubber body; 13. Anti-roll torsion bar; 131. Torsion bar section; 132. Torsion arm; 14. Tie rod; 15. Support; 16. Bogie; 17. Car body. Detailed Implementation

[0047] The present invention will be further described below with reference to embodiments and accompanying drawings: Example 1

[0048] like Figure 1 , 2As shown in Figures 3 and 6, a method for suppressing train car roll using hydraulic means involves installing a hydraulic mechanism and a return force device 9 on the bogie 16 to connect the two sides of the car 17. When the car 17 rolls, the force on one side of the car 17 is transmitted to the other side of the car 17 in the form of a reaction force through the hydraulic flow channel of the hydraulic mechanism. At the same time, the return force device 9 buffers the rolling force and forms a restoring force on both sides of the car 17. This ensures that after installing the hydraulic mechanism and the return force device 9, the car 17 can still smoothly rise and fall relative to the bogie 16. Here, we still use the example of carriage 17 rolling from left to right to illustrate this method: When carriage 17 rolls from left to right, the left side of carriage 17 rises upward while the right side presses down. The hydraulic mechanism applies a downward pulling force to the left side of carriage 17 to inhibit its upward movement. At the same time, the hydraulic mechanism is also subjected to the pulling force from the left side of carriage 17. The hydraulic mechanism converts this pulling force into pressure, which is transmitted to the right side of carriage 17 through the hydraulic channel, and applies upward pressure to the right side of carriage 17. This thus plays a role in preventing carriage 17 from rolling. The function of the return device 9 is twofold: first, to buffer the rolling force, allowing the left side of carriage 17 to rise moderately relative to bogie 16, preventing the left bogie 16 from being lifted upward and causing derailment; second, to generate a restoring force on both sides of carriage 17, so that it can promptly return to a stable posture when the train enters a straight section of track. In the case of carriage 17 rolling, where both sides of carriage 17 rise and fall synchronously and at the same amplitude during operation, the hydraulic mechanism set up according to this method does not affect the rising and falling of carriage 17.

[0049] The above method involves installing a left hydraulic cylinder 1 and a right hydraulic cylinder 2 with equal cylinder diameters on the left and right sides of the bogie 16, respectively. A left cylinder piston 3 and a right cylinder piston 4 are installed within the left hydraulic cylinder 1 and right hydraulic cylinder 2, respectively. The cavity above and below the left cylinder piston 3 within the left hydraulic cylinder 1 are designated as the upper left hydraulic chamber 101 and the lower left hydraulic chamber 102, respectively, so that when the left cylinder piston 3 compresses one hydraulic chamber, it can extend the other hydraulic chamber by an equal capacity. Similarly, the cavity above and below the right cylinder piston 4 within the right hydraulic cylinder 2 are designated as the upper right hydraulic chamber 201 and the lower right hydraulic chamber 202, respectively, so that when the right cylinder piston 4 compresses one hydraulic chamber, it can extend the other hydraulic chamber by an equal capacity. The left piston rod 5 and right piston rod 6 are conventionally arranged, with one end of the left piston rod 5 connected to the left cylinder piston 3 and the other end extending out of the left hydraulic cylinder 1. One end of the right piston rod 6 is connected to the right cylinder piston 4, and the other end extends out of the right hydraulic cylinder 2.

[0050] Furthermore, the left hydraulic cylinder 1 and the right hydraulic cylinder 2 are vertically fixed on the bogie 16, and the outer ends of the left piston rod 5 and the right piston rod 6 are respectively connected to the left and right sides of the carriage 17.

[0051] A further measure is to configure the hydraulic flow channels as pipe 7 and pipe 8; the force acting on one side of the carriage 17 is transmitted to the other side of the carriage 17 in the form of a reaction force through the hydraulic flow channels of the hydraulic mechanism by connecting pipe 7 to the upper left hydraulic chamber 101 and the lower right hydraulic chamber 202, and connecting pipe 8 to the lower left hydraulic chamber 102 and the upper right hydraulic chamber 201. When the carriage 17 rolls to the right, the carriage 17 applies a pulling force to the left piston rod 5, causing the left cylinder piston 3 to compress upward. The hydraulic oil in the upper left hydraulic chamber 101 is injected into the lower right hydraulic chamber 202 through pipe 7. The right piston rod 6 receives upward pressure and presses against the right side of the carriage 17. When the carriage 17 rolls to the left, the carriage 17 applies a pulling force to the right piston rod 6, causing the right cylinder piston 4 to compress the upper right hydraulic chamber 201 upward. The hydraulic oil in the upper right hydraulic chamber 201 is injected into the lower left hydraulic chamber 102 through pipe 8. The left piston rod 5 receives upward pressure and presses against the left side of the carriage 17.

[0052] The carriage 17 can still smoothly rise and fall relative to the bogie 16 by ensuring that the inner diameters of pipe 7 and pipe 8 are greater than or equal to the cylinder diameter of the left hydraulic cylinder 1 or the right hydraulic cylinder 2. When the carriage 17 sinks downwards, the left cylinder piston 3 and the right cylinder piston 4 simultaneously and equally press down the lower left hydraulic chamber 102 and the lower right hydraulic chamber 202. The hydraulic oil in the lower left hydraulic chamber 102 and the lower right hydraulic chamber 202 can flow without resistance through pipe 7 and pipe 8 to the simultaneously and equally stretched upper right hydraulic chamber 201 and upper left hydraulic chamber 101. This scientifically solves the problem of achieving anti-rollover effect through hydraulic means while also allowing the carriage 17 to float freely.

[0053] The method of using the return device 9 to buffer the lateral rolling force and generate a restoring force on both sides of the carriage 17 is achieved by the following configuration on pipe 7 and pipe 8: the return device 9 is configured as a return pressure chamber 901 of pipe 1 and a return pressure chamber 902 of pipe 2. In the return pressure chamber 901 of pipe 1, a hydraulic chamber 9011 through which the hydraulic oil in pipe 7 flows and a return pressure chamber 9012 that is elastically configured are configured, and a return pressure piston 9013 is configured between the hydraulic chamber 9011 and the return pressure chamber 9012. In the return pressure chamber 902 of pipe 2, a hydraulic chamber 9021 through which the hydraulic oil in pipe 8 flows and a return pressure chamber 9022 that is elastically configured are configured, and a return pressure piston 9023 is configured between the hydraulic chamber 9021 and the return pressure chamber 9022. The principle behind this design is as follows: when one of the upper left hydraulic chamber 101 and the lower right hydraulic chamber 202 is compressed, while the other chamber is not stretched to the corresponding capacity, the hydraulic oil delivery in pipe 7 is obstructed. Hydraulic chamber 9011 is pressurized and filled with hydraulic oil, which pushes the back pressure piston 9013 to compress the elastic setting in the back pressure chamber 9012. The process of compressing the elastic setting is the process of buffering the side rolling force. The compressed elastic setting has a restoring force.

[0054] The above-mentioned flexible setting involves injecting high-pressure gas 10 into back pressure chamber 1 (9012) and back pressure chamber 2. Example 2

[0055] like Figure 4 As shown, the difference between this embodiment and the first embodiment is that the elastic setting involves installing steel high-pressure springs 11 in the first back pressure chamber 9012 and the second back pressure chamber. Example 3

[0056] like Figure 5 As shown, its difference from the above embodiment is that the elastic setting is to provide a rubber body 12 in the back pressure chamber 1 9012 and the back pressure chamber 2.

[0057] The above embodiments are only used to describe the present invention more clearly, and should not be regarded as limiting the scope of protection covered by the present invention. Any equivalent modifications should be regarded as falling within the scope of protection covered by the present invention.

Claims

1. A method for suppressing the side roll of train carriages using hydraulic means, characterized in that, A hydraulic mechanism and a return device (9) connecting the two sides of the car body (17) are installed on the bogie (16). When the car body (17) rolls sideways, the force on one side of the car body (17) is transmitted to the other side of the car body (17) in the form of a reaction force through the hydraulic flow channel of the hydraulic mechanism. At the same time, the return device (9) buffers the side rolling force and forms a restoring force on both sides of the car body (17). It is ensured that after the hydraulic mechanism and the return device (9) are installed, the car body (17) can still smoothly rise and fall relative to the bogie (16). A left hydraulic cylinder (1) and a right hydraulic cylinder (2) with equal cylinder diameter are installed on the left and right sides of the bogie (16). A left cylinder piston (3) and a right cylinder piston (4) are installed in the left hydraulic cylinder (1) and the right hydraulic cylinder (2) respectively. The upper and lower cavities of the left cylinder piston (3) in the left hydraulic cylinder (1) are respectively designated as the upper left hydraulic chamber (101) and the lower left hydraulic chamber (102), so that when the left cylinder piston (3) compresses one hydraulic chamber, it can stretch the other hydraulic chamber by the same capacity; the upper and lower cavities of the right cylinder piston (4) in the right hydraulic cylinder (2) are respectively designated as the upper right hydraulic chamber (201) and the lower right hydraulic chamber (202), so that when the right cylinder piston (4) compresses one hydraulic chamber, it can stretch the other hydraulic chamber by the same capacity; a left piston rod (5) and a right piston rod (6) are provided, one end of the left piston rod (5) is connected to the left cylinder piston (3), and the other end extends out of the left hydraulic cylinder (1), one end of the right piston rod (6) is connected to the right cylinder piston (4), and the other end extends out of the right cylinder piston (4). Outside the right hydraulic cylinder (2); the hydraulic flow channels are set as pipe one (7) and pipe two (8); the force on one side of the carriage (17) is transmitted to the other side of the carriage (17) in the form of reaction force through the hydraulic flow channels of the hydraulic mechanism, that is, pipe one (7) is connected to the upper left hydraulic chamber (101) and the lower right hydraulic chamber (202), and pipe two (8) is connected to the lower left hydraulic chamber (102) and the upper right hydraulic chamber (201); the carriage (17) can still smoothly rise and fall relative to the bogie (16), that is, the inner diameter of pipe one (7) and pipe two (8) is greater than or equal to the cylinder diameter of the left hydraulic cylinder (1) or the right hydraulic cylinder (2); the return device (9) is used to buffer the side rolling force and form a force on both sides of the carriage (17). The reset force is configured on pipe one (7) and pipe two (8) as follows: the return force device (9) is configured as the return pressure chamber (901) of pipe one and the return pressure chamber (902) of pipe two. In the return pressure chamber (901) of pipe one, a hydraulic chamber one (9011) through which the hydraulic oil in pipe one (7) flows and a return pressure chamber one (9012) configured elastically are configured. A return pressure piston one (9013) is configured between the hydraulic chamber one (9011) and the return pressure chamber one (9012). In the return pressure chamber (902) of pipe two, a hydraulic chamber two (9021) through which the hydraulic oil in pipe two (8) flows and a return pressure chamber two (9022) configured elastically are configured. A return pressure piston two (9023) is configured between the hydraulic chamber two (9021) and the return pressure chamber two (9022).

2. The method for suppressing train car roll using hydraulic means according to claim 1, characterized in that, The left hydraulic cylinder (1) and the right hydraulic cylinder (2) are vertically fixed on the bogie (16), and the outer ends of the left piston rod (5) and the right piston rod (6) are respectively connected to the left and right sides of the carriage (17).

3. The method for suppressing train car roll using hydraulic means according to claim 2, characterized in that, When the carriage (17) rolls to the right, the carriage (17) applies a pulling force to the left piston rod (5), causing the left cylinder piston (3) to compress the upper left hydraulic chamber (101) upward. The hydraulic oil in the upper left hydraulic chamber (101) is injected into the lower right hydraulic chamber (202) through pipe one (7). The right piston rod (6) receives upward pressure and presses against the right side of the carriage (17). When the carriage (17) rolls to the left, the carriage (17) applies a pulling force to the right piston rod (6), causing the right cylinder piston (4) to compress the upper right hydraulic chamber (201) upward. The hydraulic oil in the upper right hydraulic chamber (201) is injected into the lower left hydraulic chamber (102) through pipe two (8). The left piston rod (5) receives upward pressure and presses against the left side of the carriage (17).

4. The method for suppressing train carriage roll using hydraulic means according to claim 3, characterized in that, When the carriage (17) sinks downward, the left cylinder piston (3) and the right cylinder piston (4) simultaneously and equally press down the lower left hydraulic chamber (102) and the lower right hydraulic chamber (202). The hydraulic oil in the lower left hydraulic chamber (102) and the lower right hydraulic chamber (202) can flow without resistance through pipe one (7) and pipe two (8) to the upper right hydraulic chamber (201) and the upper left hydraulic chamber (101) which are stretched simultaneously and equally.

5. The method for suppressing train car roll using hydraulic means according to claim 1, characterized in that, High-pressure gas (10) is injected into back pressure chamber one (9012) and back pressure chamber two.

6. The method for suppressing train car roll using hydraulic means according to claim 1, characterized in that, Steel high-pressure springs (11) are installed in back pressure chamber one (9012) and back pressure chamber two.

7. The method for suppressing train car roll using hydraulic means according to claim 1, characterized in that, Rubber bodies (12) are installed in back pressure chamber one (9012) and back pressure chamber two.

Images