A semi-actively controllable hydraulic guide mechanism

Abstract

This invention relates to the field of forced steering technology and discloses a semi-actively controllable hydraulic steering mechanism, including a car body and a bogie. A front wheel set and a rear wheel set are located at the bottom of the bogie, connected together by a forced steering linkage mechanism. Steering seats are fixed to both sides of the top of the bogie, and each steering seat is equipped with a hydraulic mechanism, including a first hydraulic cylinder and a second hydraulic cylinder. One end of the first hydraulic cylinder is hinged to the bottom of the car body, and the other end is hinged to the steering seat. One end of the second hydraulic cylinder is hinged to the forced steering linkage mechanism, and the other end is hinged to the steering seat. The first hydraulic cylinder is connected to the second hydraulic cylinder via an electromagnetic reversing mechanism. By controlling the electromagnetic reversing valve, the activation and deactivation of the forced steering mechanism are controlled. This solves the problem of vibration transmission between the car body and wheelsets while meeting curve-passing performance requirements, greatly improving vehicle stability and safety.

Description

Technical Field

[0001] This invention relates to the field of forced guidance technology, specifically to a semi-actively controllable hydraulic forced guidance mechanism. Background Technology

[0002] Currently, self-guided bogies, forced-guided bogies, and active radial bogies have been put into use to improve the curve-passing ability of railway vehicles. However, self-guided bogies have insufficient radial capacity, and active radial bogie systems are complex, require cumbersome maintenance, and have a high failure rate. Therefore, forced-guided bogies are more widely used. However, traditional forced-guided bogies use a linkage mechanism to connect the wheelsets and the car body. Therefore, when the vehicle experiences a serpentine instability on the track, the vibration of the car body is transmitted to the wheelsets, causing the wheelsets to serpentine and affecting the stability and safety of the vehicle. When the vehicle experiences bogie serpentine instability under a large equivalent cone, the vibration is also transmitted upward to the car body through the forced-guided mechanism, causing a "swaying phenomenon" and affecting the comfort of the vehicle. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a semi-actively controllable hydraulic guide mechanism. By controlling the electromagnetic reversing valve, the activation and deactivation of the hydraulic guide mechanism are controlled. While meeting the curve passing performance requirements, the problem of vibration transmission between the vehicle body and wheelsets is solved, which greatly improves the stability and safety of the vehicle.

[0004] The objective of this invention is achieved through the following technical solution: a semi-actively controllable hydraulically guided mechanism, comprising a car body and a bogie, wherein a front wheel set and a rear wheel set are provided at the bottom of the bogie, and the front wheel set and the rear wheel set are connected together by a forced guide linkage mechanism; both sides of the top of the bogie are fixed with steering seats, and each of the two steering seats is provided with a hydraulic mechanism, the hydraulic mechanism comprising a first hydraulic cylinder and a second hydraulic cylinder, one end of the first hydraulic cylinder being hinged to the bottom of the car body and the other end being hinged to the steering seat, one end of the second hydraulic cylinder being hinged to the forced guide linkage mechanism and the other end being hinged to the steering seat, the first hydraulic cylinder being connected to the second hydraulic cylinder through an electromagnetic reversing mechanism.

[0005] In some embodiments, the first hydraulic cylinder includes a first cylinder body and a first piston rod. The first cylinder body is hinged to the steering seat. A first piston is slidably disposed in the first cylinder body. The first piston divides the first cylinder body into a first rod chamber and a first rodless chamber. The first piston rod is disposed in the first rod chamber. One end of the first piston rod is fixedly connected to the first piston, and the other end extends out of the first rod chamber and is hinged to the vehicle body.

[0006] In some embodiments, the second hydraulic cylinder includes a second cylinder body and a second piston rod. The second cylinder body is hinged to the steering seat. A second piston is slidably disposed in the second cylinder body. The second piston divides the second cylinder body into a second rod chamber and a second rodless chamber. The second piston rod is disposed in the second rod chamber. One end of the second piston rod is fixedly connected to the second piston, and the other end extends out of the second rod chamber and is hinged to the guide linkage mechanism.

[0007] In some embodiments, the electromagnetic reversing mechanism includes a three-position four-way electromagnetic reversing valve a and a three-position four-way electromagnetic reversing valve b. The first rodless chamber of the first cylinder is connected to the A port of the three-position four-way electromagnetic reversing valve a. A first oil passage is formed between the outer wall and the inner wall of the first cylinder. One end of the first oil passage is connected to the B port of the three-position four-way electromagnetic reversing valve a, and the other end is connected to the first rod chamber.

[0008] The second rodless chamber of the second cylinder is connected to the A port of the three-position four-way solenoid valve b. A second oil passage is formed between the outer wall and the inner wall of the second cylinder. One end of the first oil passage is connected to the B port of the three-position four-way solenoid valve b.

[0009] The P port of the three-position four-way solenoid directional valve a is connected to the T port of the three-position four-way solenoid directional valve b through a first oil pipe, and the T port of the three-position four-way solenoid directional valve a is connected to the P port of the three-position four-way solenoid directional valve b through a second oil pipe.

[0010] The beneficial effects of this invention are:

[0011] By controlling the switching of the valve ports of the three-position four-way solenoid valve a and the three-position four-way solenoid valve b, the coupling and decoupling of the car body and wheelset can be achieved. This not only ensures excellent curve passing performance when passing curves, but also solves the problem that when a traditional forced-guide bogie vehicle experiences a serpentine movement, the forced-guide mechanism will transmit the instability downwards, causing bogie serpentine movement, and when bogie serpentine movement occurs, the instability will transmit the instability upwards, causing vehicle swaying. This improves the stability, comfort, and safety of vehicles using forced-guide bogies. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the structure of a semi-actively controllable hydraulic guide mechanism according to the present invention;

[0013] Figure 2 This is a schematic diagram of the connection of the hydraulic mechanism in a semi-actively controllable hydraulic guide mechanism of the present invention.

[0014] Figure 3 This is a schematic diagram of the hydraulic circuit of the right-side hydraulic mechanism in a semi-actively controllable hydraulic guide mechanism of the present invention. Figure 1 ;

[0015] Figure 4 This is a schematic diagram of the hydraulic circuit of the right-side hydraulic mechanism in a semi-actively controllable hydraulic guide mechanism of the present invention. Figure 2 ;

[0016] Figure 5 This is a schematic diagram of a traditional forced-guide bogie structure.

[0017] Figure 6 This is a schematic diagram of the principle of a traditional forced-guide bogie.

[0018] Figure 7 This is a schematic diagram of a switch-type hydraulic radial-radial mechanism.

[0019] Figure 8 This is a schematic diagram comparing the stability of serpentine motion;

[0020] Figure 9 A comparative diagram showing the lateral acceleration of the vehicle body at a speed of 120 km / h;

[0021] Figure 10 For comparison of vehicle running stability;

[0022] Figure 11 For comparison of ride comfort;

[0023] In the diagram, 1-car body, 2-bogie, 3-front wheelset, 4-rear wheelset, 5-first hydraulic cylinder, 6-second hydraulic cylinder, 7-steering seat, 8-first cylinder body, 9-first piston rod, 10-first piston, 11-first rod chamber, 12-first rodless chamber, 13-second cylinder body, 14-second piston rod, 15-second piston, 16-second rod chamber, 17-second rodless chamber, 18-three-position four-way solenoid directional valve a, 19-three-position four-way solenoid directional valve b, 20-first oil pipe, 21-second oil pipe. Detailed Implementation

[0024] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited to the following description.

[0025] like Figures 1 to 9As shown, a semi-actively controllable hydraulically guided mechanism includes a car body 1 and a bogie 2. A front wheel set 3 and a rear wheel set 4 are located at the bottom of the bogie 2. The front wheel set 3 and the rear wheel set 4 are connected together by a forced-guide linkage mechanism. Steering seats 7 are fixed to both sides of the top of the bogie 2. Each steering seat 7 is equipped with a hydraulic mechanism, including a first hydraulic cylinder 5 and a second hydraulic cylinder 6. One end of the first hydraulic cylinder 5 is hinged to the bottom of the car body 1, and the other end is hinged to the steering seat 7. One end of the second hydraulic cylinder 6 is hinged to the forced-guide linkage mechanism, and the other end is hinged to the steering seat 7. The first hydraulic cylinder 5 is connected to the second hydraulic cylinder 6 via an electromagnetic reversing mechanism. The structure of a conventional forced-guide bogie is as follows: Figure 5 As shown, its guiding structure is generally composed of a four-bar linkage. The car body and the bogie are connected by linkages, which convert the relative rotation angle between the car body and the wheelset into longitudinal displacement and transmit it to the swing arm fixed on the side of the frame. The lower end of the swing arm has two linkages and is connected to the front and rear wheelset axle boxes respectively. The working principle diagram of this guiding bogie is shown in the figure. Figure 6 As shown, the reason why the wheelset can produce a radial effect on the curve is that when the vehicle passes through the curve, the bogie rotates with the curve, but the car body is always in a position tangent to the curve. Therefore, a relative rotation angle is generated between the car body and the bogie. At this time, the connecting rod on the inner side of the curve, which is connected to the car body, will drive the swing arm on the frame to move counterclockwise, thereby causing the two connecting rods connected to the axle boxes to pull the axle boxes inward. On the outer side of the curve, the situation is the opposite, and the two axle box connecting rods push the axle boxes outward. In this way, the two wheelsets are forced to pass through the curve in a radially inclined figure-eight posture. In the forced-guide bogie structure, whether the wheelset can achieve a better radial effect depends on the determination of the guide gain coefficient. The theoretical guide gain coefficient g is the ratio of the relative rotation angle α to the required rotation angle β of the wheelset. Since:

[0026]

[0027]

[0028] Therefore, the theoretical steering gain coefficient is:

[0029]

[0030] In the above formula: R is the curve radius; b is half of the wheelbase; L is half of the vehicle distance.

[0031] Since the structure of a forced-guide bogie typically uses a linkage mechanism to connect the car body and wheelsets, when the vehicle experiences serpentine instability at low equivalent cone or low speed, the serpentine motion of the car body, which is a combination of head-shaking and lateral movement, generates periodic rotational motions with the same frequency as the serpentine motion. This is transmitted to the wheelsets through the forced-guide linkage mechanism, reducing wheelset stability. Simultaneously, the forced-guide bogie linkage mechanism weakens the vibration isolation effect of the secondary suspension, thus transmitting wheel-rail vibrations upwards, reducing vehicle comfort and stability. This application, however, controls the activation and deactivation of the forced-guide mechanism by controlling an electromagnetic reversing valve. While maintaining curve-passing performance, it solves the problem of vibration transmission between the car body and wheelsets, greatly improving vehicle stability and safety. The guiding linkage mechanism in this application is the same as the linkage structure in the prior art, consisting of a swing arm and two connecting rods. The connecting rods linking the car body and bogie are replaced with a second hydraulic cylinder 6.

[0032] Furthermore, such as Figures 1 to 4As shown, the first hydraulic cylinder 5 includes a first cylinder body 8 and a first piston rod 9. The first cylinder body 8 is hinged to the steering seat 7. A first piston 10 is slidably disposed inside the first cylinder body 8, dividing the first cylinder body 8 into a first rod chamber 11 and a first rodless chamber 12. The first piston rod 9 is disposed in the first rod chamber 11, with one end of the first piston rod 9 fixedly connected to the first piston 10 and the other end extending out of the first rod chamber 11 and hinged to the vehicle body 1. The second hydraulic cylinder 6 includes a second cylinder body 13 and a second piston rod 14. The second cylinder block 13 is hinged to the steering seat 7. A second piston 15 is slidably disposed inside the second cylinder block 13, dividing the second cylinder block 13 into a second rod chamber 16 and a second rodless chamber 17. A second piston rod 14 is disposed in the second rod chamber 16, with one end of the second piston rod 14 fixedly connected to the second piston 15 and the other end extending out of the second rod chamber 16 and hinged to the guide linkage mechanism. The electromagnetic reversing mechanism includes a three-position four-way electromagnetic reversing valve a18 and a three-position four-way electromagnetic reversing valve b19. The first cylinder block... The first rodless chamber 12 of cylinder 8 is connected to port A of the three-position four-way solenoid valve a18. A first oil passage is formed between the outer and inner walls of the first cylinder 8. One end of the first oil passage is connected to port B of the three-position four-way solenoid valve a18, and the other end is connected to the first rod chamber 11. The second rodless chamber 17 of the second cylinder 13 is connected to port A of the three-position four-way solenoid valve b19. A second oil passage is formed between the outer and inner walls of the second cylinder 13. One end of the first oil passage is connected to port B of the three-position four-way solenoid valve b19. Oil ports; the P port of the three-position four-way solenoid directional valve a18 is connected to the T port of the three-position four-way solenoid directional valve b19 through the first oil pipe 20. The T port of the three-position four-way solenoid directional valve a18 is connected to the P port of the three-position four-way solenoid directional valve b19 through the second oil pipe 21. When passing through a curve, a relative turning angle is generated between the car body and the bogie. If the car body rotates counterclockwise relative to the bogie, the solenoid directional valve is in the left position, and the hydraulic cylinders 1 and 2 on both sides are connected. The hydraulic circuit diagram of the right hydraulic mechanism is shown in the figure. Figure 3As shown, the relative displacement between the vehicle body 1 and the bogie 2 causes the first piston 10 of the first hydraulic cylinder 5 to move to the right, pushing oil from the first rodless chamber 12 of the first hydraulic cylinder 5 through the A port of the three-position four-way solenoid valve a and the first oil pipe 20 into the second rodless chamber 17 of the second hydraulic cylinder 6. This pushes the second piston rod 14 of the second hydraulic cylinder 6 to extend and force the rotating arm of the guide linkage mechanism, thereby driving the front wheel set 3 and the rear wheel set 4 to rotate radially. Meanwhile, the oil in the second rod chamber 16 of the second hydraulic cylinder 6 is squeezed through the normally open hole in the second hydraulic cylinder 6 into the second oil passage, and then returns to the first rod chamber 11 of the first hydraulic cylinder 5 through the three-position four-way solenoid valve b, the second oil pipe 21 and the first oil passage to fill the missing oil. The hydraulic circuit on the left side is the opposite of that on the right side. When the vehicle is in a straight line... When the vehicle is in motion, the three-position four-way solenoid valves a18 and b19 are switched to the neutral position, thus disconnecting the first hydraulic cylinder 5 from the second hydraulic cylinder 6. If the vehicle shakes, the vehicle body 1 drives the first hydraulic cylinder 5 to move as a piston. The oil flows directly from the first rodless chamber 12 through the three-position four-way solenoid valve a18 back to the first oil passage of the first hydraulic cylinder, and then through the normally open hole back to the first rod chamber 11, forming a closed loop. In this way, the vibration of the vehicle body will not be transmitted to the wheelset. Similarly, if the wheelset moves in a serpentine manner, it will drive the piston rod of the second hydraulic cylinder 6 to move through the guide linkage mechanism. The oil flows out from the second rodless chamber 17 through the three-position four-way solenoid valve b19 and directly into the second oil passage of the second hydraulic cylinder 6, and then through the normally open hole into the second rod chamber 16. In this way, the vibration of the wheelset will not be transmitted upward to the vehicle body 1. In summary, by controlling the switching of the valve ports of the three-position four-way solenoid directional valve a and the three-position four-way solenoid directional valve b to achieve coupling and decoupling between the car body and the wheelset, excellent curve-passing performance can be guaranteed when passing through curves. At the same time, it solves the problem that when a traditional forced-guide bogie vehicle experiences a serpentine movement, it will transmit the problem downward through the forced-guide mechanism, causing bogie instability, and when a bogie instability occurs, it will transmit the problem upward, causing vehicle swaying. This improves the stability, comfort, and safety of vehicles using forced-guide bogies.

[0033] Furthermore, such as Figures 5 to 9As shown, the advantages of the hydraulic guide mechanism are specifically demonstrated through experiments. Compared with the traditional forced guide mechanism, the switch-type hydraulic radial mechanism replaces the connecting rod connected to the car body in the traditional forced guide linkage mechanism with two hydraulic cylinders connected by oil pipes, namely the first hydraulic cylinder 5 and the second hydraulic cylinder 6. When the first hydraulic cylinder 5 and the second hydraulic cylinder 6 are disconnected, the serpentine motion of the car body will still cause the car body 1 and the bogie 2 to produce periodic rotational motion with the same frequency as the serpentine motion of the car body 1. However, since the two hydraulic cylinders will no longer transmit force, the serpentine motion of the car body 1 will not be directly transmitted to the wheelset. Similarly, when the vehicle passes through a relatively bad track, the interaction between the wheel and the rail will cause the wheelset to produce a certain lateral vibration. At this time, the lateral vibration of the wheelset will not be directly transmitted to the car body.

[0034] To analyze the impact of traditional forced-guided bogies and switchable hydraulically controlled radial bogies on vehicle stability during a single hunting maneuver, simulations were conducted on both types of vehicles at speeds of 120 km / h and 50 km / h on a straight line and a curve with a radius of 500 m without track excitation, respectively. External excitation signals were input to the SIMPACK via Simulink to apply harmonic excitation to the vehicle bodies, thus reproducing the hunting instability motion. The hunting stability of the two radial bogies was then determined by observing the lateral displacement of the wheelsets and their convergence. The simulation results are as follows: Figure 8 As shown in the simulation results, it can be seen that when a conventional forced-guided bogie experiences serpentine instability of car body 1 on a straight road section, the serpentine motion of car body 1 is directly transmitted to the wheelsets (front wheelset 3 and rear wheelset 4), causing the wheelsets to also begin serpentine motion. However, the lateral displacement of the wheelsets in this situation can be reduced to about 10% of that of the conventional forced-guided bogie. Figure 8 As shown in (a) above. When the switchable hydraulic radial bogie exhibits body 1 swerving on a curve, it can quickly switch from forced steering mode to self-steering mode. The overall wheel set lateral displacement increases slightly, but the wheel set swerving amplitude decreases significantly, as shown in (a). Figure 8 As shown in (b) above. Meanwhile, after the excitation ends, the wheelset lateral displacement of the hydraulically controlled radial bogie converges rapidly, while the wheelset serpentine convergence speed of the conventional forced-guide bogie is relatively slow.

[0035] To investigate the impact of the switchable hydraulic radial mechanism on vehicle stability and comfort, a conventional forced-guide bogie and a hydraulic radial bogie were driven at 120 km / h through a straight section with random excitation. The track excitation was set to the US Level 5 spectrum. The lateral acceleration of the vehicle body was observed and compared, and the stability and comfort of the two bogies at different speeds were calculated. Figure 9 As shown, when traveling at 120 km / h over an induced section of road, the hydraulically controlled radial bogie can reduce the lateral vibration transmitted upwards from the wheelset to about 40% of that of a conventional forced-guide bogie. Figure 10 As shown, the hydraulically controlled radial bogie exhibits superior lateral stability compared to the traditional forced-guided bogie at various speeds. While the vertical stability of the hydraulically controlled radial bogie is roughly similar to that of the traditional forced-guided bogie, its comfort index is significantly better. Figure 11 As shown in the comparison of ride comfort, according to the comfort index rating given in GB / T 5599, its comfort index at all speeds is at level 1, while the comfort index of traditional forced-guided bogies is mostly at level 2. It is evident that the linkage mechanism of traditional lever-type forced-guided bogies transmits most of the wheel-rail vibrations to the car body, reducing the vehicle's lateral stability and passenger comfort, while the switchable hydraulic radial bogie does not have this problem.

[0036] In the description of this invention, it should be understood that the terms "coaxial," "bottom," "one end," "top," "middle," "other end," "upper," "side," "top," "inner," "front," "center," and "both ends," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention. Furthermore, those skilled in the art will understand that the beneficial effects to be achieved by this invention are merely to achieve better beneficial effects compared with the current embodiments in the prior art under specific conditions, rather than to directly achieve the best use effect in the industry.

[0037] The above description is merely a preferred embodiment of the present invention. It should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the concept described herein through the above teachings or related technologies or knowledge. Modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

Claims

1. A semi-actively controllable hydraulically pressurized guiding mechanism, comprising a car body (1) and a bogie (2), wherein a front wheel pair (3) and a rear wheel pair (4) are provided at the bottom of the bogie (2), and the front wheel pair (3) and the rear wheel pair (4) are connected together by a hydraulically pressurized guiding linkage mechanism, characterized in that, Both sides of the top of the bogie (2) are fixed with steering seats (7), and both steering seats (7) are equipped with hydraulic mechanisms. The hydraulic mechanisms include a first hydraulic cylinder (5) and a second hydraulic cylinder (6). One end of the first hydraulic cylinder (5) is hinged to the bottom of the vehicle body (1), and the other end is hinged to the steering seat (7). One end of the second hydraulic cylinder (6) is hinged to the guide linkage mechanism, and the other end is hinged to the steering seat (7). The first hydraulic cylinder (5) is connected to the second hydraulic cylinder (6) through an electromagnetic reversing mechanism. The electromagnetic reversing mechanism includes a three-position four-way electromagnetic reversing valve a (18) and a three-position four-way electromagnetic reversing valve b (19). By controlling the valve port switching of the three-position four-way electromagnetic reversing valve a (18) and the three-position four-way electromagnetic reversing valve b (19), the coupling and decoupling of the vehicle body (1) and the wheelset can be realized.

2. The semi-actively controllable hydraulic guide mechanism according to claim 1, characterized in that, The first hydraulic cylinder (5) includes a first cylinder body (8) and a first piston rod (9). The first cylinder body (8) is hinged to the steering seat (7). A first piston (10) is slidably disposed in the first cylinder body (8). The first piston (10) divides the first cylinder body (8) into a first rod chamber (11) and a first rodless chamber (12). The first piston rod (9) is disposed in the first rod chamber (11). One end of the first piston rod (9) is fixedly connected to the first piston (10), and the other end extends out of the first rod chamber (11) and is hinged to the vehicle body (1).

3. The semi-actively controllable hydraulic guide mechanism according to claim 2, characterized in that, The second hydraulic cylinder (6) includes a second cylinder body (13) and a second piston rod (14). The second cylinder body (13) is hinged to the steering seat (7). A second piston (15) is slidably disposed inside the second cylinder body (13). The second piston (15) divides the second cylinder body (13) into a second rod chamber (16) and a second rodless chamber (17). The second piston rod (14) is disposed inside the second rod chamber (16). One end of the second piston rod (14) is fixedly connected to the second piston (15), and the other end extends out of the second rod chamber (16) and is hinged to the guide linkage mechanism.

4. The semi-actively controllable hydraulic guide mechanism according to claim 3, characterized in that, The first rodless chamber (12) of the first cylinder (8) is connected to the A port of the three-position four-way solenoid valve a (18). A first oil passage is formed between the outer wall and the inner wall of the first cylinder (8). One end of the first oil passage is connected to the B port of the three-position four-way solenoid valve a (18), and the other end is connected to the first rod chamber (11). The second rodless chamber (17) of the second cylinder (13) is connected to the A port of the three-position four-way solenoid valve b (19). A second oil passage is formed between the outer wall and the inner wall of the second cylinder (13). One end of the first oil passage is connected to the B port of the three-position four-way solenoid valve b (19). The P port of the three-position four-way solenoid valve a (18) is connected to the T port of the three-position four-way solenoid valve b (19) through the first oil pipe (20), and the T port of the three-position four-way solenoid valve a (18) is connected to the P port of the three-position four-way solenoid valve b (19) through the second oil pipe (21).

Images