An air spring height control system for a rail articulated vehicle and a rail articulated vehicle

Abstract

The present application relates to a kind of air spring height control system of rail articulated vehicle and rail articulated vehicle, including first height valve and second height valve, first height valve controls to first additional air chamber, third additional air chamber simultaneously fills and discharges;Second height valve controls to second additional air chamber, fourth additional air chamber simultaneously fills and discharges;First height valve and second height valve set the same car body floor surface working height.It also includes differential pressure valve, differential pressure valve is set between first additional air chamber and second additional air chamber and / or is set between third additional air chamber and fourth additional air chamber.The number of height valve and differential pressure valve of the present application is reduced, which reduces the production cost of vehicle;Reduce the overall air consumption of vehicle, improve train air economy, improve the service life of air compressor;Front and rear two height valves control front and rear car body floor surface height respectively, which can keep the front and rear car body floor surface height consistent, reduce the additional load at articulated structure, and improve the service life of articulated structure.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more particularly to an air spring height control system for a rail articulated vehicle and the rail articulated vehicle itself. Background Technology

[0002] Articulated rail vehicles typically use an articulated bogie to connect the two car bodies. Each articulated bogie has two sets of air springs, one for the front and one for the rear car bodies. During operation, if any one air spring leaks or ruptures, the other three air springs on the bogie must be vented to maintain a consistent operating height for all four air springs, preventing the vehicle from tipping over due to uneven air spring support surfaces.

[0003] Currently, there are two main types of air spring height control technologies for articulated vehicles. One type uses a single-point control mechanism to control all four air springs, with airflow between the auxiliary air chambers of the four air springs. The other type uses four separate height adjustment mechanisms to control the corresponding four air springs at four points, with differential pressure valves between the auxiliary air chambers of the four air springs. Both technologies can maintain a consistent working height for all four air springs in the event of a malfunction in any one air spring. However, during normal vehicle operation, when the vehicle curves or experiences varying loads on the front and rear car bodies, causing air springs to circulate, these two different height control technologies have shortcomings in terms of train air consumption economy and the impact on the additional loads on the articulated structure between the front and rear car bodies.

[0004] Specifically, the patent with publication number CN113247038A describes an articulated bogie connecting two longitudinally adjacent car bodies. It features two sets of air spring assemblies (a total of four air springs) along the longitudinal direction at the bogie side beams. Each set connects one car body, and the air springs are connected in series, allowing for gas exchange and maintaining consistent internal pressure. A height valve controls the inflation and deflation of the four air springs, enabling synchronous raising and lowering of the two car bodies. However, when the load on the front and rear car bodies is dynamically uneven, the interconnected air springs cause changes in load to lead to a decrease in the working surface height of the air spring on the increased load side and an increase in the working surface height of the air spring on the decreased load side. With single-point control, simultaneously inflating all four air springs via the height valve exacerbates the rise of the air spring on the decreased load side, resulting in a difference in floor height between the front and rear car bodies. This generates an additional vertical load on the articulated structure connecting the two car bodies, reducing its service life.

[0005] Patent CN108928360A describes a system with four air springs and four height valves, each controlling the charging and decharging of its respective air spring, ensuring independent gas supply to each spring. Four differential pressure valves connect the four air springs. Under normal operating conditions, these valves are closed, allowing for independent gas supply to each spring. In case of air spring failure, the valves open, and all four air springs decharge together. During a rollover, the adjustment levers of the four height valves control the charging and decharging of the four air springs, ensuring that their working surfaces are at the same height. However, this frequent charging and decharging increases overall air consumption, reduces train air efficiency, and shortens the lifespan of the air compressor. Summary of the Invention

[0006] In response to the aforementioned technical problems, this invention provides an air spring height control system for a rail articulated vehicle and the rail articulated vehicle itself. This invention reduces the number of height valves and differential pressure valves, reduces overall air consumption, lowers vehicle costs, improves the economic efficiency of train air use, and extends the service life of the air compressor. It also reduces the additional load on the articulated structure at the connection between the front and rear car bodies, thereby extending the service life of the articulated structure.

[0007] The technical means employed in this invention are as follows:

[0008] An air spring height control system for a rail-articulated vehicle includes four air springs mounted on a bogie, an air supply system, and a height valve. A first and third air spring located at the front support the front body, while a second and fourth air spring located at the rear support the rear body adjacent to the front body. The first and second air springs are located on the left side of the vehicle, and the third and fourth air springs are located on the right side. The height valve detects the floor height. Both the air springs and the height valve are connected to the air supply system.

[0009] The height valve includes a first height valve and a second height valve. The first air spring is connected to a first auxiliary air chamber, the third air spring is connected to a third auxiliary air chamber, the second air spring is connected to a second auxiliary air chamber, and the fourth air spring is connected to a fourth auxiliary air chamber. The first height valve is connected in parallel with the first and third auxiliary air chambers to control the simultaneous filling and venting of the first and third auxiliary air chambers. The second height valve is connected in parallel with the second and fourth auxiliary air chambers to control the simultaneous filling and venting of the second and fourth auxiliary air chambers. The first height valve and the second height valve are set to the same working height of the vehicle floor.

[0010] It also includes a differential pressure valve, which is disposed between the first auxiliary air chamber and the second auxiliary air chamber and / or between the third auxiliary air chamber and the fourth auxiliary air chamber.

[0011] Furthermore, the first height valve is located on the longitudinal centerline of the vehicle and is connected to the front vehicle floor; the second height valve is located on the longitudinal centerline of the vehicle and is connected to the rear vehicle floor.

[0012] Furthermore, under normal operating conditions, the differential pressure valve is closed, and the first auxiliary air chamber and the second auxiliary air chamber are not connected; under fault conditions where the air spring leaks or is damaged, the pressure difference between the first auxiliary air chamber and the second auxiliary air chamber reaches the differential pressure valve threshold, the differential pressure valve opens, and the first auxiliary air chamber and the second auxiliary air chamber are connected.

[0013] Furthermore, the front body is fixed to the front end of the articulation device with bolts, and the rear body is fixed to the rear end of the articulation device with bolts. The front and rear ends of the articulation device are connected through a middle rubber node. The articulation device is used to transmit the lateral and longitudinal forces between the two bodies and decouple the movement attitude of the front and rear bodies. Based on the control of the floor height of the front and rear bodies by two height valves, the front end and rear end of the articulation structure connecting the front and rear bodies are at the same height.

[0014] Furthermore, the air supply system includes an air compressor connected to each auxiliary air chamber, and each auxiliary air chamber is also in communication with the atmosphere.

[0015] The present invention also discloses a rail articulated vehicle, including the air spring height control system of the aforementioned rail articulated vehicle.

[0016] Compared with existing technologies, this invention has the following advantages: Compared with four-point control, the reduction in the number of height valves and differential pressure valves in the two-point control scheme of this invention lowers the vehicle's production cost; when the vehicle body rolls, the height valves do not operate, reducing the overall air consumption of the vehicle, improving the train's air economy, and extending the service life of the air compressor; compared with single-point control, the front and rear height valves control the height of the front and rear vehicle body floors respectively, ensuring that the heights of the front and rear vehicle body floors remain consistent, reducing the additional load at the hinge structure, and extending the service life of the hinge structure. When an air spring ruptures or leaks, this invention can simultaneously lower the height of all four air springs to prevent the vehicle from overturning and improve operational safety. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram illustrating a specific implementation of Embodiment 1 of the present invention.

[0019] Figure 2 This is a schematic diagram of the vehicle's motion posture.

[0020] Figure 3 This is a schematic diagram before the height valve is adjusted.

[0021] Figure 4 This is a schematic diagram after the height valve has been adjusted.

[0022] Figure 5 This is a schematic diagram illustrating the specific implementation of Embodiment 2 of the present invention.

[0023] In the diagram: 1a, first height valve; 1b, second height valve; 2a, first auxiliary air chamber; 2b, second auxiliary air chamber; 2c, third auxiliary air chamber; 2d, fourth auxiliary air chamber; 3a, first air spring; 3b, second air spring; 3c, third air spring; 3d, fourth air spring; 4a, first differential pressure valve; 4b, second differential pressure valve; 5a, front body; 5b, rear body; 6, articulated structure; 6a, front end of articulated structure; 6b, rear end of articulated structure; 6c, rubber joint. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0027] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0028] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0029] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0030] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0031] like Figure 1As shown, Embodiment 1 of the present invention discloses an air spring height control system for a rail articulated vehicle, comprising: a first height valve 1a, a second height valve 1b, a first auxiliary air chamber 2a, a second auxiliary air chamber 2b, a third auxiliary air chamber 2c, a fourth auxiliary air chamber 2d, a first air spring 3a, a second air spring 3b, a third air spring 3c, a fourth air spring 3d, and a differential pressure valve. In this embodiment, the differential pressure valve 4a is disposed between the first auxiliary air chamber and the second auxiliary air chamber. In other optional embodiments, the second differential pressure valve 4b may also be disposed between the third auxiliary air chamber and the fourth auxiliary air chamber. Or as... Figure 5 The embodiment 2 shown uses both a first differential pressure valve 4a and a second differential pressure valve 4b, with the two differential pressure valves connecting the front and rear sets of air springs on the left and right sides. This achieves the same effect as the embodiment 1, which uses a single differential pressure valve to connect the front and rear sets of air springs.

[0032] The vehicle's motion postures mainly include longitudinal motion along the x-axis, lateral motion along the y-axis, vertical motion along the z-axis, lateral roll motion around the x-axis, pitching motion around the y-axis, and head-shaking motion around the z-axis, such as... Figure 2 The schematic diagram of the vehicle's motion posture is shown. It should be noted that, for the sake of describing the present invention, the longitudinal direction along the x-axis is defined as the front and rear directions, and the transverse direction along the y-axis is defined as the left and right directions.

[0033] The first air spring 3a and the third air spring 3c are used to support the front vehicle body 5a, and the second air spring 3b and the fourth air spring 3d are used to support the rear vehicle body 5b connected to the front vehicle body 5a.

[0034] The first air spring 3a is connected to the first auxiliary air chamber 2a, the third air spring 3c is connected to the third auxiliary air chamber 2c, the second air spring 3b is connected to the second auxiliary air chamber 2b, and the fourth air spring 3d is connected to the fourth auxiliary air chamber 2d.

[0035] The first auxiliary air chamber 2a is connected to the third auxiliary air chamber 2c, and the second auxiliary air chamber 2b is connected to the fourth auxiliary air chamber 2d. A first differential pressure valve 4a is provided between the first auxiliary air chamber 2a and the second auxiliary air chamber 2b. In the event of a leak or damage to the air spring, if the pressure difference between the first auxiliary air chamber 2a and the second auxiliary air chamber 2b reaches the threshold of the differential pressure valve, the first differential pressure valve 4a opens, connecting the first auxiliary air chamber 2a and the second auxiliary air chamber 2b. Under normal operating conditions, the first differential pressure valve 4a closes, and the first auxiliary air chamber 2a and the second auxiliary air chamber 2b are not connected.

[0036] The first height valve 1a is located on the longitudinal centerline of the vehicle and connected to the floor surface of the front body 6a. The first height valve 1a is connected in parallel with the first auxiliary air chamber 2a and the third auxiliary air chamber 2c, controlling the simultaneous filling and exhaust of the first auxiliary air chamber 2a and the third auxiliary air chamber 2c. The second height valve 1b is located on the longitudinal centerline of the vehicle and connected to the floor surface of the rear body 5b. The second height valve 1b is connected in parallel with the second auxiliary air chamber 2b and the fourth auxiliary air chamber 2d, controlling the simultaneous filling and exhaust of the second auxiliary air chamber 2b and the fourth auxiliary air chamber 2d. The first height valve 1a and the second height valve 1b are set to the same working height on the vehicle floor surface.

[0037] The front vehicle body 5a is fixed to the front end 6a of the hinge device 6 with bolts, and the rear vehicle body 5b is fixed to the rear end 6b of the hinge device 6 with bolts. The front end 6a and the rear end 6b of the hinge device are connected by an intermediate rubber node 6c. The hinge device 6 is used to transmit lateral and longitudinal forces between the two vehicle bodies and to decouple the motion postures of the front vehicle body 5a and the rear vehicle body 5b.

[0038] Specifically, when a vehicle passes through a curve or is subjected to uneven road conditions, especially torsional disturbances, the dynamic load on the left and right sides of the vehicle body becomes uneven. This is illustrated by an example of the front vehicle body 5a rolling clockwise around the longitudinal centerline and the rear vehicle body 5b rolling counterclockwise around the longitudinal centerline. During the roll, the vehicle body continues to rotate around the longitudinal centerline, the floor height at the longitudinal centerline remains unchanged, and height valves 1a and 1b remain inactive, preventing the air springs from being charged or bleeded.

[0039] Differential pressure valve 4 is closed, and the first auxiliary air chamber 2a and the third auxiliary air chamber 3a are not connected. When the load increases on the left side of the front body 5a, the first air spring 3a is compressed, the working surface height decreases, and the internal pressure increases; when the load decreases on the right side, the third air spring 3c is stretched, the working surface height increases, and the internal pressure decreases. The high-pressure gas in the first air spring 3a flows through the first auxiliary air chamber 2a to the third auxiliary air chamber 2c and then to the third air spring 3c. The internal pressure of the first air spring 3a decreases, and the internal pressure of the third air spring 3c increases until the internal pressures of the two air springs are equal.

[0040] The rear body 5b rolls counterclockwise around its longitudinal centerline, increasing the load on the right side of the rear body 5b. This compresses the fourth air spring 3d, lowering its working surface height and increasing its internal pressure. Conversely, the load decreases on the right side, stretching the second air spring 3b, raising its working surface height and decreasing its internal pressure. The high-pressure gas in the fourth air spring 3d flows through the fourth auxiliary air chamber 2d to the second auxiliary air chamber 2b and then to the second air spring 3b. The internal pressure of the fourth air spring 3d decreases, while the internal pressure of the second air spring 3b increases until the internal pressures of the two air springs are equal.

[0041] The following example illustrates the dynamic imbalance of load between the front and rear vehicle bodies, with the front body 5a being loaded more and the rear body 5b being unloaded. When the differential pressure valve 4a is closed, the front body 5a is loaded more, causing the first air spring 3a and the third air spring 3c to be compressed simultaneously, lowering the working surface height of the air springs and consequently lowering the floor height of the front body 5a. Conversely, when the rear body 5b is unloaded, the second air spring 3b and the fourth air spring 3d are stretched simultaneously, raising the working surface height of the air springs and consequently raising the floor height of the rear body 5b. Figure 3 The diagram shows the height valve before adjustment.

[0042] The first height valve 1a starts working, simultaneously inflating the first auxiliary air chamber 2a and the third auxiliary air chamber 2c, and replenishing the first air spring 3a and the third air spring 3c respectively. The working surface height of the air springs gradually increases, and the floor height of the front vehicle body 5a also gradually increases until the floor height returns to the initial floor height value set by the first height valve 1a, at which point the first height valve 1a stops working. The second height valve 1b starts working, opening the exhaust port. The gas from the second air spring 3b and the fourth air spring 3d is discharged through the second auxiliary air chamber 2b and the fourth auxiliary air chamber 2d respectively. The working surface height of the air springs gradually decreases, and the floor height of the rear vehicle body 5b also gradually decreases until the floor height returns to the initial floor height value set by the second height valve 1b, at which point the second height valve 1b stops working. Figure 4 The diagram after the height valve adjustment is shown. At this time, the height of the front and rear vehicle body floor surfaces is the same, and the height of the front end 6a and the rear end 6b of the articulated structure connected to the front and rear vehicle bodies is also the same. The articulated structure 6 no longer bears the additional vertical load caused by the difference in height between the front vehicle body 6a and the rear vehicle body 6b, thereby improving the service life of the articulated structure.

[0043] The following explanation illustrates the scenario where any one of the vehicle's air springs malfunctions, i.e., breaks or leaks. Taking the first air spring 3a as an example, a malfunction in the first air spring 3a reduces the internal pressure of both the first air spring 3a and the first auxiliary air chamber 2a. This lowers the working surface height of the first air spring 3a, causing gas to flow from the third air spring 3c and the third auxiliary air chamber 2c towards the first auxiliary air chamber 2a and the first air spring 3a. The working surface height of the third air spring 3c then decreases until it reaches the same height as the first air spring 3a. When the gas pressure difference between the first auxiliary air chamber 2a and the third auxiliary air chamber 2c reaches the threshold of the first differential pressure valve 4a, the first differential pressure valve 4a opens. Gas from the fourth air spring 3d, the fourth auxiliary air chamber 2d, the second air spring 3b, and the second auxiliary air chamber 2b then flows towards the first auxiliary air chamber 2a and the first air spring 3a. The working surface heights of the fourth air spring 3d and the second air spring 3b then decrease until they reach the same height as the first air spring 3a. Ultimately, the four air springs operate at the same working height, thus preventing the vehicle from overturning due to inconsistent heights of the air spring support surfaces at the front and rear of the vehicle.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An air spring height control system for a rail articulated vehicle, comprising four air springs mounted on a bogie, an air supply system, and a height valve, wherein a first and third air spring located at the front support the front body, and a second and fourth air spring located at the rear support the rear body adjacent to the front body; wherein, The first and second air springs are located on the left side of the vehicle, and the third and fourth air springs are located on the right side of the vehicle; the height valve is used to detect the floor height value; both the air springs and the height valve are connected to the air supply system. Its features are, The height valve includes a first height valve and a second height valve. The first air spring is connected to a first auxiliary air chamber, the third air spring is connected to a third auxiliary air chamber, the second air spring is connected to a second auxiliary air chamber, and the fourth air spring is connected to a fourth auxiliary air chamber. The first height valve is connected in parallel with the first and third auxiliary air chambers to control the simultaneous filling and venting of the first and third auxiliary air chambers. The second height valve is connected in parallel with the second and fourth auxiliary air chambers to control the simultaneous filling and venting of the second and fourth auxiliary air chambers. The first height valve and the second height valve are set to the same working height of the vehicle floor. It also includes a differential pressure valve, which is disposed between the first auxiliary air chamber and the second auxiliary air chamber and / or between the third auxiliary air chamber and the fourth auxiliary air chamber.

2. The air spring height control system for a rail-articulated vehicle according to claim 1, characterized in that, The first height valve is located on the longitudinal centerline of the vehicle and is connected to the front vehicle floor; the second height valve is located on the longitudinal centerline of the vehicle and is connected to the rear vehicle floor.

3. The air spring height control system for a rail-articulated vehicle according to claim 1, characterized in that, Under normal operating conditions, the differential pressure valve is closed, and the first auxiliary air chamber and the second auxiliary air chamber are not connected. In the event of a fault condition where the air spring leaks or is damaged, the pressure difference between the first auxiliary air chamber and the second auxiliary air chamber reaches the threshold of the differential pressure valve, the differential pressure valve opens, and the first auxiliary air chamber and the second auxiliary air chamber are connected.

4. The air spring height control system for a rail-articulated vehicle according to claim 1, characterized in that, The front body is fixed to the front end of the articulation device with bolts, and the rear body is fixed to the rear end of the articulation device with bolts. The front and rear ends of the articulation device are connected by a rubber joint in the middle. The articulation device is used to transmit the lateral and longitudinal forces between the two bodies and decouple the movement of the front and rear bodies. Based on the control of the floor height of the front and rear bodies by two height valves, the front end and rear end of the articulation structure connecting the front and rear bodies are at the same height.

5. The air spring height control system for a rail-articulated vehicle according to claim 1, characterized in that, The air supply system includes an air compressor connected to each auxiliary air chamber, which is also connected to the atmosphere.

6. A rail-articulated vehicle, characterized in that, Including the air spring height control system for the rail articulated vehicle as described in any one of claims 1-5.

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