A hydraulic anti-roll device for a train

Abstract

The application discloses a hydraulic anti-rolling device for a train, which comprises a left hydraulic cylinder, a right hydraulic cylinder, a hydraulic flow channel, a left side force returning device and a right side force returning device. The left hydraulic cylinder and the right hydraulic cylinder are respectively connected with a carriage and a bogie at the left side and the right side of the bogie. The hydraulic flow channel is connected with the left hydraulic cylinder and the right hydraulic cylinder. The left side force returning device and the right side force returning device are respectively arranged on the telescopic parts of the left hydraulic cylinder and the right hydraulic cylinder. When the carriage rolls, the force received by the left hydraulic cylinder is transmitted to the right hydraulic cylinder in the form of a counterforce through the hydraulic flow channel. The right hydraulic cylinder applies the force to the bogie and the carriage. Meanwhile, the left side force returning device and the right side force returning device buffer the rolling force of the carriage and form a restoring force for restoring the posture and the position of the carriage before the rolling. The hydraulic pipeline can be arbitrarily bent and arranged, and the valuable space and position on the bogie are not occupied, so that the overall design of the bogie is more scientific and reasonable.

Description

Technical Field

[0001] This invention relates to a hydraulic anti-roll device for trains, belonging to the field of train anti-roll technology. Background Technology

[0002] The train's running gear consists of bogies independent of the carriages. A bogie is a four-wheeled trolley that runs on the tracks; in some countries, it is simply called a "train car." Above the bogies are two air springs, one on each side, used to dampen vibrations in the carriages. The front and rear ends of the train carriages rest on the air springs of the front and rear bogies, respectively.

[0003] When the train passes through a curved section of the track, the strong centrifugal force causes the pressure of the air springs on the inside of the bogie (relative to the curved section of the track) to decrease sharply, and the air springs on that side immediately rise upwards. Meanwhile, the pressure of the air springs on the outside of the bogie (relative to the curved section of the track) increases significantly, and the air springs on that side sink further downwards, causing the entire car to roll to a certain extent.

[0004] This side roll needs to be intervened for two purposes: first, to suppress the magnitude of the carriage roll and eliminate the risk of overturning if the roll continues; and second, to promptly restore both sides of the carriage 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 must not be forcibly secured to the bogie; otherwise, the strong lateral rolling force of the car body will cause it to roll along with the bogie, thereby causing the wheels to derail.

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

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

[0009] like Figure 8 , 9 As shown, the anti-roll device includes an anti-roll torsion bar 24, a tie rod 25, and supports 26. The anti-roll torsion bar 24 has a torsion bar portion 241 and torsion arms 242 at both ends of the torsion bar portion 241. The torsion bar portion 241 is horizontally mounted laterally at the bottom of the bogie frame 27 via the supports 26 at both ends, and the torsion arms 242 at both ends remain basically horizontal when the train passes over a straight road. The outer ends of the two torsion arms 242 are connected to both sides of the car body 28 via tie rods. The torsion bar portion 241 of the anti-roll torsion bar 24 has torsional elasticity, and its stiffness is determined according to actual needs.

[0010] The following description uses the example of carriage 28 rolling from left to right to illustrate the working principle of the anti-roll device:

[0011] When the left side of carriage 28 rolls to the right, the left side of carriage 28 is pulled by the left-side tie rod towards the outer end of the left-side torsion arm 242, while the right side of carriage 28 is subjected to downward pressure by the right-side tie rod towards the outer end of the right-side torsion arm 242. According to the principle of action and reaction, this process is actually as follows: when the left side of carriage 28 rolls to the right, the left torsion arm 242 of the anti-roll torsion bar 24 is pulled by the left-side tie rod towards the left side of carriage 28 to prevent the left side of carriage 28 from rolling to the right; the right torsion arm 242 of the anti-roll torsion bar 24 is subjected to upward pressure by the right-side tie rod towards the right side of carriage 28 to prevent the right side of carriage 28 from sinking downward. In the above process, the actual function of the anti-roll torsion bar 24 is that when the left side of the carriage 28 rolls to the right side, the left carriage 28 applies a pulling force to the outer end of the left torsion arm 242 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 242 through the torsion bar part 241. This lifting force is an active lifting force applied to the right side of the carriage 28 by the right torsion arm 242. This active upward lifting force applied to the right side of the carriage 28 cooperates with the downward pulling force applied to the left side of the carriage 28 by the left side tie rod, thereby effectively resisting the left side to right side roll of the carriage 28.

[0012] Because the torsion bar portion 241 of the anti-roll torsion bar 24 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 242 of the anti-roll torsion bar 24 to the left side of the car 28 will also increase, and the torsion bar portion 241 will undergo torsional deformation, so as to allow the left side of the car 28 to be moderately raised relative to the bogie, avoiding lifting the left bogie upward and causing derailment.

[0013] Because the torsion bar portion 241 of the anti-roll torsion bar 24 has torsional elasticity, when the left side of the carriage 28 rolls to the right, the left torsion arm 242 maintains tension on the left side of the carriage 28. Therefore, when the train enters a straight section from a curve and the centrifugal force on the carriage is released, the left torsion arm 242 can pull down the left side of the carriage 28, and the right torsion arm 242 can lift up the right side of the previously sunken carriage 28, so that the two sides of the carriage return to the same height.

[0014] Since the two supports 26 are installed on the torsion bar 241, the torsion bar 241 can rotate around its own axis. Therefore, when the outer ends of the left and right torsion arms 242 are pressed down or pulled up simultaneously on both sides of the carriage 28, the torsion bar 241 rotates around its own axis, so the simultaneous and equal-amplitude rise and fall of the carriage 28 is not interfered with.

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

[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 the bogie suitable for installing other components. When the installation of the existing anti-roll torsion bar is required, the setting of other components must give way to it, and the bogie cannot achieve a more reasonable layout.

[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 did 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," describes an adjustable torsion bar system and anti-roll method. This system utilizes adjustable hydraulic linkages to form an adjustable torsion bar system. By controlling the flow of a liquid medium, the characteristics of the hydraulic rods are altered, allowing the linkage length to exhibit either a constant length, 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] A hydraulic anti-rollover device for trains includes a left hydraulic cylinder, a right hydraulic cylinder, a hydraulic channel, a left return device, and a right return device. The left and right hydraulic cylinders are connected to the car and the bogie on the left and right sides, respectively. The hydraulic channel connects the left and right hydraulic cylinders. The left and right return devices are respectively installed on the telescopic components of the left and right hydraulic cylinders. When the car rolls, the hydraulic cylinder on one side transmits the force it receives as a reaction force to the hydraulic cylinder on the other side through the hydraulic channel. The hydraulic cylinder on the other side then applies this reaction force to the bogie and the car. At the same time, the left and right return devices buffer the rolling force of the car and generate a restoring force that restores the car to its pre-rollover posture and position.

[0026] Furthermore, the left hydraulic cylinder and the right hydraulic cylinder each have a left cylinder piston and a right cylinder piston; the upper cavity and the lower cavity of the left cylinder piston in the left hydraulic cylinder are respectively the upper left hydraulic chamber and the lower left hydraulic chamber, and the upper cavity and the lower cavity of the right cylinder piston in the right hydraulic cylinder are respectively the upper right hydraulic chamber and the lower right hydraulic chamber; the left hydraulic cylinder and the right hydraulic cylinder each have a left piston rod and a right piston rod connecting the left cylinder piston and the right cylinder piston.

[0027] Furthermore, the hydraulic flow channel is configured as pipe one and pipe two; pipe one connects the upper left hydraulic chamber and the lower right hydraulic chamber, and pipe two connects the lower left hydraulic chamber and the upper right hydraulic chamber.

[0028] Furthermore, the cylinder bodies of the left and right hydraulic cylinders are vertically fixed to the carriage, and the outer ends of the left and right piston rods are respectively connected to the bogie. The hydraulic flow channel is located at the bottom of the carriage between the left and right hydraulic cylinders.

[0029] Furthermore, the inner diameters of pipe one and pipe two are greater than or equal to the cylinder diameter of the left hydraulic cylinder or the right hydraulic cylinder.

[0030] Furthermore, the left-side return mechanism includes an upper left elastic element, a lower left elastic element, and a left mounting plate. The upper left elastic element, lower left elastic element, and left mounting plate have rod holes through which the left piston rod can pass and move. The lower outer periphery of the left piston rod is respectively provided with an upper left stop flange and a lower left stop flange. The upper left elastic element and lower left elastic element are respectively fitted onto the left piston rod below the upper left stop flange and above the lower left stop flange. The left mounting plate is fitted onto the left piston between the upper left elastic element and the lower left elastic element. The right-side return mechanism includes an upper right elastic element, a lower right elastic element, and a right mounting plate. The upper right elastic element, the lower right elastic element, and the right mounting plate have rod holes that allow the right piston rod to pass through and move. The lower outer periphery of the right piston rod is provided with an upper right stop flange and a lower right stop flange, respectively. The upper right elastic element and the lower right elastic element are respectively fitted onto the right piston rod below the upper right stop flange and above the lower right stop flange. The right mounting plate is fitted onto the right piston rod between the upper right elastic element and the lower right elastic element.

[0031] Furthermore, the upper left elastic element, lower left elastic element, upper right elastic element, and lower right elastic element are all rubber parts or metal springs.

[0032] Furthermore, a variable stiffness adjuster is provided on the hydraulic flow channel. The variable stiffness adjuster includes a hydraulic chamber one, an elastic configuration chamber one, a hydraulic chamber two, and an elastic configuration chamber two. A piston one is provided between the hydraulic chamber one and the elastic configuration chamber one, and a piston two is provided between the hydraulic chamber two and the elastic configuration chamber two. The liquid in pipe one flows through the hydraulic chamber one, and the liquid in pipe two flows through the hydraulic chamber two. The elastic configuration chamber one and the elastic configuration chamber two are respectively provided with metal spring one and metal spring two that can be compressed by piston one and piston two. The stiffness of metal spring one and metal spring two is less than the stiffness of the elastic element in the return device.

[0033] Furthermore, there are gap one and gap two between piston one and metal spring one, and between piston two and metal spring two, respectively.

[0034] Furthermore, the cylinder bodies of the left and right hydraulic cylinders are vertically fixed on the carriage, and the outer ends of the left and right piston rods are respectively connected to the bogie. Pipeline 1 and Pipeline 2 are installed on the bogie between the left and right hydraulic cylinders, and Pipeline 1 and Pipeline 2 are high-pressure hoses. 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 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 anti-roll device for trains according to Embodiment 1;

[0039] Figure 2 This is a simplified schematic diagram of the installation of the hydraulic anti-roll device for trains between the car and the bogie in Example 1. The air springs that should be present are not shown in the figure. Pipes 1 and 2 in the figure can be installed at the bottom of the car or on the bogie. When installed on the bogie, pipes 1 and 2 should be high-pressure hoses.

[0040] Figure 3 This is a simplified diagram of the hydraulic anti-rollover device for trains in Embodiment 1, where pipes 1 and 2 are represented by curves.

[0041] Figure 4 This is an exploded view of the upper left elastic member, lower left elastic member, and left mounting plate in Embodiment 1;

[0042] Figure 5 This is a cross-sectional schematic diagram of a hydraulic anti-roll device for trains according to Embodiment 2;

[0043] Figure 6 This is a simplified diagram of the hydraulic anti-roll device for trains in Embodiment 3. In the diagram, curves represent pipes 1 and 2, and the variable stiffness adjuster is shown.

[0044] Figure 7 This is a schematic diagram of the variable stiffness adjuster in Example 4;

[0045] Figure 8 This is a three-dimensional schematic diagram of an anti-roll torsion bar in the prior art;

[0046] Figure 9 This is a simplified schematic diagram of the assembly of the anti-roll torsion bar between the car body and the bogie in the prior art.

[0047] 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. Pipe 1; 8. Pipe 2; 9. Upper left elastic element; 10. Lower left elastic element; 11. Left mounting plate; 12. Upper left stop flange; 13. Lower left stop flange; 14. Upper right elastic element; 15. Lower right elastic element; 16. Right mounting plate; 17. Upper right stop flange; 18. Lower right stop flange; 19. Left return cylinder; 191. Upper left pneumatic chamber ; 192. Lower left air chamber; 20. Left return piston; 21. Right return cylinder; 211. Upper right air chamber; 212. Lower right air chamber; 22. Right return piston; 23. Variable stiffness adjuster; 231. Hydraulic chamber one; 232. Elastic configuration chamber one; 233. Piston one; 234. Metal spring one; 2321. Spacing one; 235. Hydraulic chamber two; 236. Elastic configuration chamber two; 2361. Spacing two; 237. Piston two; 238. Metal spring two; 24. Anti-roll torsion bar; 241. Torsion bar section; 242. Torsion arm; 25. Tie rod; 26. Support; 27. Bogie; 28. Car body. Detailed Implementation

[0048] The present invention will be further described below with reference to embodiments and accompanying drawings: Example 1

[0049] like Figure 1 As shown in Figure 4, a hydraulic anti-roll device for trains includes a left hydraulic cylinder 1, a right hydraulic cylinder 2, a hydraulic flow channel, a left return device, and a right return device. The left hydraulic cylinder 1 and the right hydraulic cylinder 2 are connected to the car 28 and the bogie 27 on the left and right sides of the bogie, respectively. The hydraulic flow channel connects the left hydraulic cylinder 1 and the right hydraulic cylinder 2. The left and right return devices are respectively installed on the telescopic components of the left hydraulic cylinder 1 and the right hydraulic cylinder 2. When the car rolls, the hydraulic cylinder on one side transmits the force it receives as a reaction force to the hydraulic cylinder on the other side through the hydraulic flow channel. The hydraulic cylinder on the other side then applies this reaction force to the bogie 27 and the car 28. At the same time, the left and right return devices buffer the rolling force of the car and generate a restoring force that restores the car to its pre-roll posture and position. The hydraulic flow channel, with this configuration, can be arbitrarily bent and arranged, eliminating the need for the anti-roll torsion bars in existing technologies that require occupying valuable space and position on the bogie, allowing for a more scientific and rational overall bogie design.

[0050] When the car body rolls sideways, the hydraulic cylinder on one side transmits the force it receives as a reaction force to the hydraulic cylinder on the other side through the hydraulic channel. The hydraulic cylinder on the other side then applies this reaction force to the bogie 27 and the car body 28. This means that if the left hydraulic cylinder 1 on the left side is subjected to a tension between the car body 28 and the bogie 27, it is equivalent to the left hydraulic cylinder 1 applying a tension force to the car body 28 and the bogie 27. Then, the right hydraulic cylinder 2 on the right side applies pressure to the car body 28 and the bogie 27.

[0051] The left hydraulic cylinder 1 and the right hydraulic cylinder 2 each have a left cylinder piston 3 and a right cylinder piston 4, respectively. The cavities above and below the left cylinder piston 3 in the left hydraulic cylinder 1 are respectively the upper left hydraulic chamber 101 and the lower left hydraulic chamber 102. Similarly, the cavities above and below the right cylinder piston 4 in the right hydraulic cylinder 2 are respectively the upper right hydraulic chamber 201 and the lower right hydraulic chamber 202. The left hydraulic cylinder 1 and the right hydraulic cylinder 2 are respectively equipped with a left piston rod 5 and a right piston rod 6 connecting the left cylinder piston 3 and the right cylinder piston 4. The hydraulic flow channels are configured as pipe one 7 and pipe two 8. Pipe one 7 connects the upper left hydraulic chamber 101 to the lower right hydraulic chamber 202, and pipe two 8 connects the lower left hydraulic chamber 102 to the upper right hydraulic chamber 201. The cylinder bodies of the left hydraulic cylinder 1 and the right hydraulic cylinder 2 are vertically fixed to the carriage. The outer ends of the left piston rod 5 and the right piston rod 6 are respectively connected to the bogie. The hydraulic flow channels are located at the bottom of the carriage between the left hydraulic cylinder 1 and the right hydraulic cylinder 2. To ensure that the flow of hydraulic oil is not subject to excessive unintended resistance, 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 28 rolls to the right, the carriage 28 applies a pulling force to the cylinder body of the left hydraulic cylinder 1, causing the piston 3 of the left cylinder to compress the lower left hydraulic chamber 102 downward. The hydraulic oil in the lower left hydraulic chamber 102 is injected into the upper right hydraulic chamber 201 through pipe 8, and the cylinder body of the right hydraulic cylinder 2 receives upward pressure to press against the right side of the carriage. When the carriage 28 rolls to the left, the carriage 28 applies a pulling force to the cylinder body of the right hydraulic cylinder 2, causing the piston 4 of the right cylinder to compress the lower right hydraulic chamber 202 downward. The hydraulic oil in the lower right hydraulic chamber 202 is injected into the upper left hydraulic chamber 101 through pipe 7, and the cylinder body of the left hydraulic cylinder 1 receives upward pressure to press against the left side of the carriage. As the carriage 28 descends, the left cylinder piston 3 and the right cylinder piston 4 simultaneously and equally press upwards on the upper left hydraulic chamber 101 and the upper right hydraulic chamber 201. The hydraulic oil in the upper left and upper right hydraulic chambers 101 and 201 can flow unimpeded through pipes 7 and 8 to the lower right and lower left hydraulic chambers 202, which are simultaneously and equally stretched. In this way, the problem of achieving the goal of hydraulic anti-rollover while ensuring that the carriage's sinking and floating are not interfered with is solved.

[0052] The left-side return mechanism includes an upper left elastic element 9, a lower left elastic element 10, and a left mounting plate 11. The upper left elastic element 9, lower left elastic element 10, and left mounting plate 11 have rod holes through which the left piston rod 5 passes and moves. The lower outer periphery of the left piston rod 5 is respectively provided with an upper left stop flange 12 and a lower left stop flange 13. The upper left elastic element 9 and lower left elastic element 10 are respectively fitted onto the left piston rod 5 below the upper left stop flange 12 and above the lower left stop flange 13. The left mounting plate 11 is fitted onto the left piston rod 5 between the upper left elastic element 9 and the lower left elastic element 10. The right-side return mechanism... The device includes an upper right elastic element 14, a lower right elastic element 15, and a right mounting plate 16. The upper right elastic element 14, the lower right elastic element 15, and the right mounting plate 16 have rod holes that allow the right piston rod 6 to pass through and move. The lower outer periphery of the right piston rod 6 is provided with an upper right stop flange 17 and a lower right stop flange 18, respectively. The upper right elastic element 14 and the lower right elastic element 15 are respectively fitted onto the right piston rod 6 below the upper right stop flange 17 and above the lower right stop flange 18. The right mounting plate 16 is fitted onto the right piston rod 6 between the upper right elastic element 14 and the lower right elastic element 15. The working principle of this setup is as follows: Taking the side roll of the car body to the right as an example, the left side of the car body pulls the cylinder of the left hydraulic cylinder 1 upward, while the right side of the car body presses down on the cylinder of the right hydraulic cylinder 2. The pressure in the lower left hydraulic chamber 102 and the upper right hydraulic chamber 201 connected by pipe 2 8 increases, while the pressure in the upper left hydraulic chamber 101 and the lower right hydraulic chamber 202 connected by pipe 1 7 decreases, forcing the left piston rod 5 to rise and the right piston rod 6 to fall. Since the left mounting plate 11 and the right mounting plate 16 are fixed to the bogie, the lower left elastic element 10 and the upper right elastic element 14 will be compressed. Thus, the process of the lower left elastic element 10 and the upper right elastic element 14 being compressed is also the process of the side roll force of the car body being buffered, and at the same time, it also forms a restoring force for finally pulling back the left side of the car body 28 and lifting the right side of the car body 28.

[0053] It is particularly important to emphasize that, from the overall design perspective: when the train carriage 28 is in a floating / sinking motion, the fluid flow resistance in pipes 7 and 8 is very small, and in this application, it is considered not to affect the free floating / sinking of the carriage. The left piston rod 5 and right piston rod 6 experience very little force, and in this application, it is considered to be restricted by the elastic element in the return device and not to move up or down. When the train carriage 28 rolls sideways, the pressure in one of pipes 7 and 8 will increase while the pressure in the other pipe decreases, forcing the left piston rod 5 and right piston rod 6 to move up and down in opposite directions, thereby compressing the elastic element in the return device, thus obtaining the buffered side-rolling force and restoring force. This scientifically solves the problem of achieving the purpose of anti-rolling through hydraulic means while also ensuring the free floating / sinking of the carriage.

[0054] The upper left elastic element 9, the lower left elastic element 10, the upper right elastic element 14, and the lower right elastic element 15 are all rubber parts or metal springs. Example 2

[0055] like Figure 5 As shown, the difference between this embodiment and Embodiment 1 is that: the left-side return device includes a left return cylinder 19 located below the left hydraulic cylinder 1 and a left return piston 20 fixed to the left piston rod 5 inside the left return cylinder 19. The left return piston 20 divides the inner cavity of the left return cylinder 19 into an upper left pressure chamber 191 and a lower left pressure chamber 192; the right-side return device includes a right return cylinder 21 located below the right hydraulic cylinder 2 and a right return piston 22 fixed to the right piston rod 6 inside the right return cylinder 21. The right return piston 22 divides the inner cavity of the right return cylinder 21 into an upper right pressure chamber 211 and a lower right pressure chamber 212; high-pressure gas is injected into the upper left pressure chamber 191, lower left pressure chamber 192, upper right pressure chamber 211, and lower right pressure chamber 212. Gas nozzles for injecting gas are provided on the left return cylinder 19 and the right return cylinder 21. In application, the left return piston 20 and right return piston 22 compress gas to generate the side-rolling restoring force, while simultaneously buffering the side-rolling force. Its advantage is that the restoring force can be adjusted by adding or releasing gas to regulate the gas pressure. Example 3

[0056] The difference from Embodiment 1 is that the cylinder bodies of the left hydraulic cylinder 1 and the right hydraulic cylinder 2 are vertically fixed to the carriage, the outer ends of the left piston rod 5 and the right piston rod 6 are respectively connected to the bogie, and the first pipe 7 and the second pipe 8 are installed on the bogie 27 between the left hydraulic cylinder 1 and the right hydraulic cylinder 2. The first pipe 7 and the second pipe 8 are high-pressure hoses to ensure that the first pipe 7 and the second pipe 8 can swing up and down with the left hydraulic cylinder 1 and the right hydraulic cylinder 2. This embodiment can be referred to Figure 2 . Example 4

[0057] like Figure 6As shown, its difference from the above embodiment lies in that: a variable stiffness adjuster 23 is provided on the hydraulic flow channel, which includes a hydraulic chamber 231, a spring configuration chamber 232, a hydraulic chamber 235, and a spring configuration chamber 236. A piston 233 is provided between the hydraulic chamber 231 and the spring configuration chamber 232, and a piston 237 is provided between the hydraulic chamber 235 and the spring configuration chamber 236. The liquid in pipe 7 flows through the hydraulic chamber 231, and the liquid in pipe 28 flows through the hydraulic chamber 235. The spring configuration chambers 232 and 236 are respectively provided with metal springs 234 and 238 that can be compressed by pistons 233 and 237. The stiffness of metal springs 234 and 238 is less than the stiffness of the elastic element in the return device. This configuration works as follows: In the initial stage of roll, when the hydraulic pressure in pipe 7 or pipe 8 increases, piston 233 or piston 237 first compresses the less stiff metal spring 234 or metal spring 238. As the roll amplitude increases and the hydraulic pressure in pipe 7 or pipe 8 continues to rise, the more stiff elastic element in the return device then begins to compress, achieving a single change in anti-roll stiffness. The advantage of this configuration is that in many cases, the roll amplitude is not large, and applying a small stiffness anti-roll can avoid excessive and frequent stress between the car body and the bogie, improving the natural coordination between them. Example 5

[0058] like Figure 7 As shown, the difference from Embodiment 3 above is that there are gaps 2321 and 2361 between piston 233 and metal spring 234, and between piston 237 and metal spring 238, respectively. This arrangement allows for the initial roll resistance during the rolling phase. When the hydraulic pressure in pipe 7 or pipe 8 increases, piston 233 or piston 237 initially travels a free-flowing stroke, bringing its stiffness close to zero, and the carriage 28 experiences almost no roll resistance. As the roll amplitude increases, piston 233 or piston 237 begins to compress the less stiff metal spring 234 or metal spring 238, achieving the first change in roll resistance stiffness. As the roll amplitude continues to increase and the hydraulic pressure in pipe 7 or pipe 8 continues to rise, the more stiff elastic element in the return device begins to compress, achieving the second change in roll resistance stiffness. This arrangement is more conducive to improving the natural coordination between the carriage 28 and the bogie 27.

[0059] 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 hydraulic anti-roll device for trains, characterized in that: The system includes a left hydraulic cylinder (1), a right hydraulic cylinder (2), a hydraulic flow channel, a left return device, and a right return device. The left hydraulic cylinder (1) and the right hydraulic cylinder (2) are connected to the car body (24) and the bogie (27) on the left and right sides of the bogie, respectively. The hydraulic flow channel connects the left hydraulic cylinder (1) and the right hydraulic cylinder (2). The left return device and the right return device are respectively installed on the telescopic components of the left hydraulic cylinder (1) and the right hydraulic cylinder (2). When the car body rolls to the side, the hydraulic cylinder on one side will transmit the force it receives as a reaction force to the hydraulic cylinder on the other side through the hydraulic flow channel, and the other side will then... The hydraulic cylinder applies the reaction force to the bogie (27) and the car body (24). At the same time, the left and right return devices buffer the side rolling force of the car body and form a restoring force that restores the car body to its pre-roll posture and position. The left hydraulic cylinder (1) and the right hydraulic cylinder (2) have a left cylinder piston (3) and a right cylinder piston (4), respectively. The upper cavity and the lower cavity of the left cylinder piston (3) in the left hydraulic cylinder (1) are the upper left hydraulic chamber (101) and the lower left hydraulic chamber (102), respectively. The upper cavity and the lower cavity of the right cylinder piston (4) in the right hydraulic cylinder (2) are the upper right hydraulic chamber (102). The hydraulic chamber (201) and the lower right hydraulic chamber (202) are respectively provided with a left piston rod (5) and a right piston rod (6) connecting the left cylinder piston (3) and the right cylinder piston (4); the hydraulic flow channel is configured as pipe one (7) and pipe two (8); pipe one (7) connects the upper left hydraulic chamber (101) and the lower right hydraulic chamber (202), and pipe two (8) connects the lower left hydraulic chamber (102) and the upper right hydraulic chamber (201); the left return device includes an upper left elastic element (9), a lower left elastic element (10) and a left mounting plate (1). 1) The upper left elastic element (9), the lower left elastic element (10) and the left mounting plate (11) have rod holes that allow the left piston rod (5) to pass through and move. The lower outer periphery of the left piston rod (5) is provided with an upper left stop flange (12) and a lower left stop flange (13). The upper left elastic element (9) and the lower left elastic element (10) are respectively fitted on the left piston rod (5) below the upper left stop flange (12) and above the lower left stop flange (13). The left mounting plate (11) is fitted on the left piston rod (5) between the upper left elastic element (9) and the lower left elastic element (10).The right-side return device includes an upper right elastic element (14), a lower right elastic element (15), and a right mounting plate (16). The upper right elastic element (14), the lower right elastic element (15), and the right mounting plate (16) have rod holes that allow the right piston rod (6) to pass through and move. The lower outer periphery of the right piston rod (6) is provided with an upper right stop flange (17) and a lower right stop flange (18). The upper right elastic element (14) and the lower right elastic element (15) are respectively fitted on the right piston rod (6) below the upper right stop flange (17) and above the lower right stop flange (18). The right mounting plate (16) is fitted on the right piston rod (6) between the upper right elastic element (14) and the lower right elastic element (15). A variable stiffness adjuster (23) is provided on the hydraulic flow channel. The variable stiffness adjuster (23) 23) Includes hydraulic chamber one (231), elastic configuration chamber one (232), hydraulic chamber two (235), and elastic configuration chamber two (236). A piston one (233) is provided between hydraulic chamber one (231) and elastic configuration chamber one (232), and a piston two (237) is provided between hydraulic chamber two (235) and elastic configuration chamber two (236). Liquid from pipe one (7) flows through hydraulic chamber one (231), and liquid from pipe two (8) flows through hydraulic chamber two (235). Elastic configuration chamber one (232) and elastic configuration chamber two (236) are respectively provided with metal spring one (234) and metal spring two (238) that can be compressed by piston one (233) and piston two (237); the stiffness of metal spring one (234) and metal spring two (238) is less than the stiffness of the elastic element in the return device.

2. The hydraulic anti-rollover device for trains according to claim 1, characterized in that: The cylinder bodies of the left hydraulic cylinder (1) and the right hydraulic cylinder (2) are vertically fixed on the carriage. The outer ends of the left piston rod (5) and the right piston rod (6) are respectively connected to the bogie. The hydraulic flow channel is set at the bottom of the carriage between the left hydraulic cylinder (1) and the right hydraulic cylinder (2).

3. The hydraulic anti-rollover device for trains according to claim 1, characterized in that: 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).

4. The hydraulic anti-rollover device for trains according to claim 1, characterized in that: The upper left elastic element (9), lower left elastic element (10), upper right elastic element (14), and lower right elastic element (15) are all rubber parts or metal springs.

5. The hydraulic anti-rollover device for trains according to claim 1, characterized in that: The left return device includes a left return cylinder (19) located below the left hydraulic cylinder (1) and a left return piston (20) located inside the left return cylinder (19) and fixed to the left piston rod (5). The left return piston (20) divides the inner cavity of the left return cylinder (19) into an upper left air pressure chamber (191) and a lower left air pressure chamber (192). The right return device includes a right return cylinder (21) located below the right hydraulic cylinder (2) and a right return piston (22) located inside the right return cylinder (21) and fixed to the right piston rod (6). The right return piston (22) divides the inner cavity of the right return cylinder (21) into an upper right air pressure chamber (211) and a lower right air pressure chamber (212). High-pressure gas is injected into the upper left air pressure chamber (191), the lower left air pressure chamber (192), the upper right air pressure chamber (211), and the lower right air pressure chamber (212).

6. The hydraulic anti-rollover device for trains according to claim 1, characterized in that: There are gap one (2321) between piston one (233) and metal spring one (234), and gap two (2361) between piston two (237) and metal spring two (238).

7. A hydraulic anti-roll device for trains, characterized in that: The system includes a left hydraulic cylinder (1), a right hydraulic cylinder (2), a hydraulic flow channel, a left return device, and a right return device. The left hydraulic cylinder (1) and the right hydraulic cylinder (2) are connected to the car body (24) and the bogie (27) on the left and right sides of the bogie, respectively. The hydraulic flow channel connects the left hydraulic cylinder (1) and the right hydraulic cylinder (2). The left return device and the right return device are respectively installed on the telescopic components of the left hydraulic cylinder (1) and the right hydraulic cylinder (2). When the car body rolls to the side, the hydraulic cylinder on one side transmits the force it receives as a reaction force to the hydraulic cylinder on the other side through the hydraulic flow channel, and the hydraulic cylinder on the other side then uses the reaction force to generate a reaction force. Used for bogies (27) and cars (24), while the left and right return devices buffer the side rolling force of the cars and form a restoring force that restores the cars to their pre-roll posture and position; the left hydraulic cylinder (1) and the right hydraulic cylinder (2) have a left cylinder piston (3) and a right cylinder piston (4) respectively; the upper cavity and the lower cavity of the left cylinder piston (3) in the left hydraulic cylinder (1) are the upper left hydraulic chamber (101) and the lower left hydraulic chamber (102) respectively, and the upper cavity and the lower cavity of the right cylinder piston (4) in the right hydraulic cylinder (2) are the upper right hydraulic chamber (201) and the lower right hydraulic chamber (202) respectively; left The hydraulic cylinder (1) and the right hydraulic cylinder (2) are respectively provided with a left piston rod (5) and a right piston rod (6) connecting the left cylinder piston (3) and the right cylinder piston (4); the hydraulic flow channel is configured as pipe one (7) and pipe two (8); pipe one (7) connects the upper left hydraulic chamber (101) and the lower right hydraulic chamber (202), and pipe two (8) connects the lower left hydraulic chamber (102) and the upper right hydraulic chamber (201); the left return device includes a left return cylinder (19) located below the left hydraulic cylinder (1) and a left return piston (20) located inside the left return cylinder (19) and fixed to the left piston rod (5), the left return The piston (20) divides the inner cavity of the left return cylinder (19) into the upper left air pressure chamber (191) and the lower left air pressure chamber (192); the right return device includes a right return cylinder (21) located below the right hydraulic cylinder (2) and a right return piston (22) located inside the right return cylinder (21) and fixed to the right piston rod (6). The right return piston (22) divides the inner cavity of the right return cylinder (21) into the upper right air pressure chamber (211) and the lower right air pressure chamber (212); the upper left air pressure chamber (191), the lower left air pressure chamber (192), the upper right air pressure chamber (211) and the lower right air pressure chamber (212) are filled with high-pressure gas;A variable stiffness adjuster (23) is provided on the hydraulic flow channel. The variable stiffness adjuster (23) includes a hydraulic chamber one (231), an elastic configuration chamber one (232), a hydraulic chamber two (235), and an elastic configuration chamber two (236). A piston one (233) is provided between the hydraulic chamber one (231) and the elastic configuration chamber one (232), and a piston two (237) is provided between the hydraulic chamber two (235) and the elastic configuration chamber two (236). The liquid in pipe one (7) flows through the hydraulic chamber one (231), and the liquid in pipe two (8) flows through the hydraulic chamber two (235). The elastic configuration chamber one (232) and the elastic configuration chamber two (236) are respectively provided with a metal spring one (234) and a metal spring two (238) that can be compressed by the piston one (233) and the piston two (237). The stiffness of the metal spring one (234) and the metal spring two (238) is less than the stiffness of the elastic element in the return device.

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