A rail transit intelligent secondary suspension system and vehicle

Abstract

The present invention relates to an intelligent two-stage suspension system for rail transit and a vehicle. The system comprises: an acquisition and control system, a power unit, and two sets of two-stage springs symmetrically arranged between a vehicle body and a bogie; each set of two-stage springs comprises: a rail vehicle air bag and an auxiliary height adjustment device; the rail vehicle air bag is arranged above the auxiliary height adjustment device; the auxiliary height adjustment device comprises: an elevator or a hydraulic spring; the acquisition and control system detects and processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the heights of the two sets of two-stage springs respectively; the power unit outputs corresponding power to the auxiliary height adjustment device on each side according to the control signal, so that the auxiliary height adjustment device can adjust the distance between the rail vehicle air bag and the bogie on the same side by corresponding expansion and contraction, thereby adjusting the height of the two-stage springs.

Description

Technical Field

[0001] The present invention relates to the technical field of rail train vibration reduction systems, and in particular to an intelligent secondary suspension system and a vehicle for rail transportation. Background Art

[0002] With the continuous development of rail vehicle technology and the increasing trend towards electrification, the use of traditional air supply systems in rail vehicles has gradually decreased. Air supply systems mainly provide high-pressure air for air brakes, air bags, coupler opening and closing mechanisms, automatic door openings, and toilets in trains.

[0003] However, as train technology advances, many traditional pneumatic systems are being replaced by electrified systems.

[0004] For example, air brake systems were once the primary method of braking trains, using compressed air to act on brake cylinders to slow and stop the train. However, modern subways and other rail vehicles are gradually adopting electromechanical brake systems, which utilize technologies such as electromagnetic braking and regenerative braking. This not only improves braking efficiency but also reduces reliance on air supply systems.

[0005] For example, traditional coupler opening and closing mechanisms use pneumatic devices to connect and disconnect the coupler, but with the development of electric technology, electric couplers are becoming increasingly popular. Electric couplers are driven by motors, providing more precise and reliable operation.

[0006] In the past, automatic door opening and closing mainly relied on pneumatic systems, but now most modern train vehicles have adopted electric systems. Electric doors not only operate more smoothly, but also provide higher reliability and safety.

[0007] In addition, subway vehicles do not require toilets, and only the air bags in the entire vehicle require an air supply system.

[0008] Although air supply systems are widely used in traditional rail vehicles, they have some significant technical flaws and limitations, which have become more prominent with the trend towards electrification. The air supply system includes compressors, air tanks, piping, and multiple pneumatic actuators, which increase the complexity of the train. The system requires regular maintenance and inspections, increasing operating costs and maintenance difficulties. The air supply system occupies internal space, and the energy loss during air compression and transmission is significant, affecting the overall energy efficiency of the train. As train design evolves towards lightweight and efficient designs, the air supply system has become a limiting factor.

[0009] With the advancement of electrification, rail vehicle design will continue to evolve towards eliminating air supply systems. To this end, it is necessary to develop new suspension systems that can provide the necessary suspension and vibration reduction functions while eliminating the reliance on air supply systems, reducing vehicle weight, thereby improving energy efficiency, and enhancing system reliability and safety. Summary of the Invention

[0010] The present invention addresses the shortcomings of existing technologies and provides an intelligent secondary suspension system for rail transit and a vehicle. The intelligent secondary suspension system for rail transit is installed between the vehicle body and the bogie. It requires no wind source, can withstand the weight of the vehicle body, and provides the required stiffness and displacement in all directions.

[0011] To achieve the above objectives, in a first aspect, the present invention provides an intelligent two-stage suspension system for rail transit, comprising: a data acquisition and control system, a power unit, and two sets of two-stage springs symmetrically arranged between the vehicle body and the bogie; wherein each set of two-stage springs comprises: a rail vehicle air bag and an auxiliary height adjustment device; the rail vehicle air bag is arranged above the auxiliary height adjustment device; the auxiliary height adjustment device comprises: an elevator or a hydraulic spring;

[0012] The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of second tie springs respectively;

[0013] The power unit outputs corresponding power to the auxiliary height adjustment device on each side according to the control signal, so that the auxiliary height adjustment device is extended and retracted accordingly to adjust the distance between the rail vehicle air bag and the bogie on the same side, thereby adjusting the height of the secondary spring.

[0014] Preferably, the acquisition and control system includes: two displacement sensors and a control system; the two displacement sensors are symmetrically arranged between the car body and the bogie on both sides;

[0015] The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of second springs respectively, specifically including:

[0016] The two displacement sensors respectively detect the height information of the vehicle bodies on both sides;

[0017] The control system receives and processes the height information and outputs two sets of control signals for adjusting the heights of the two sets of second tie springs respectively.

[0018] Further preferably, the control system is specifically used to: based on the target height, control and adjust the height of the auxiliary height adjustment device so that the actual height of the second tie spring is consistent with the target height;

[0019] One end of the power unit is connected to the oil tank, and the other end is the output end of the power unit;

[0020] When the auxiliary height adjustment device is a hydraulic spring, the control system for single-side double-spring height adjustment control specifically includes: three sets of solenoid switch valves; one end of each of the three sets of solenoid switch valves is connected to the output end of the power unit via a pipeline; the other end of the first solenoid switch valve is connected to the auxiliary height adjustment device; the other end of the second solenoid switch valve is connected to the oil-filled accumulator; and the other end of the third solenoid switch valve is connected to the oil tank via an oil drain pipeline.

[0021] When the displacement sensor detects that the height between the car body and the bogie on one side is less than the set working height threshold of the second tie spring, the control system controls the first solenoid switch valve connected to the auxiliary height adjustment device on that side to open, and opens the second solenoid switch valve, and fills the auxiliary height adjustment device with oil through the oil-filled accumulator, so that the height of the second tie spring is increased until the set working height is reached;

[0022] When the displacement sensor detects that the height between the car body and the bogie on one side is greater than the set working height threshold of the second spring, the control system controls the first solenoid switch valve connected to the auxiliary height adjustment device on that side to open, and opens the third solenoid switch valve, and drains oil from the auxiliary height adjustment device through the oil drain pipeline, so that the height of the second spring is reduced until the set working height is reached.

[0023] Further preferably, a throttle valve is provided on the oil discharge pipeline;

[0024] The secondary spring further includes a pressure sensor, which is arranged on a pipeline connecting the power unit, the stiffness accumulator and the auxiliary height adjustment device, and is used to detect the pressure of the hydraulic fluid in the pipeline.

[0025] Preferably, the acquisition and control system includes: two height valves and two oil-filled accumulators; the two height valves are symmetrically arranged between the car body and the bogie on both sides; each oil-filled accumulator is connected to the oil source interface of a height valve through an oil circuit; the oil supply interface of the height valve is connected to the auxiliary height adjustment device through an oil circuit; the auxiliary height adjustment device is a hydraulic spring;

[0026] The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of second springs respectively, specifically including:

[0027] Each of the height valves dynamically senses the height change between the car body and the bogie, performs oil filling or oil draining, and outputs a control signal for adjusting the height of a corresponding set of two-tied springs.

[0028] Further preferably, the height valve comprises: a valve body and a lever;

[0029] The valve body is fixed to the vehicle body via a connecting member, the connecting end of the lever is connected to the valve body, and the end of the lever is fixed to the bogie via another connecting member;

[0030] When the height between the car body and the bogie is less than the set working height of the two-tied spring, the lever end of the height valve rotates upward, causing the control element in the height valve to produce a first movement, allowing hydraulic oil to flow from the oil-charged accumulator through the oil passage and the height valve into the auxiliary height adjustment device, filling the auxiliary height adjustment device with oil, so that the height of the two-tied spring increases until the set working height is reached, the lever of the height valve is horizontal, and the height valve is closed;

[0031] When the height between the car body and the bogie is greater than the set working height of the two-spring, the end of the lever of the height valve rotates downward, causing the control element in the height valve to produce a second movement, allowing hydraulic oil to flow from the auxiliary height adjustment device through the oil circuit and the height valve back to the oil-filled accumulator or oil tank, draining the auxiliary height adjustment device, so that the height of the two-spring is reduced until the set working height is reached, the lever of the height valve is horizontal, and the height valve is closed.

[0032] Further preferably, each of the oil-filled accumulators is provided with a second hydraulic pressure sensor for monitoring the hydraulic pressure in the oil-filled accumulator;

[0033] When the second sensor detects that the pressure in the oil-filled accumulator drops below a set minimum value, the second sensor sends an oil-filling signal to the power unit;

[0034] The power unit charges the oil-charging accumulator to a specified pressure according to the oil-charging signal.

[0035] Preferably, the hydraulic spring specifically includes: a cylinder body, a cylinder head, a piston, a pipeline, a stiffness accumulator and a first hydraulic sensor; the cylinder head is arranged on the cylinder body and fixed by screws; the first hydraulic sensor is arranged on the pipeline to detect the pressure of the hydraulic fluid in the pipeline; the stiffness accumulator is connected to the cylinder body through a pipeline; one end of the piston is arranged in the cylinder body, and the other end extends out of the cylinder body from the cylinder head and is connected to the bottom of the rail vehicle air bag.

[0036] Preferably, the system further comprises: two air pressure sensors; the two air pressure sensors are respectively used to detect the air pressure inside the two rail vehicle air bags;

[0037] The rail vehicle air bag comprises: an empty spring upper cover, a buckle, an air bag body, a support seat, an inflation and exhaust port and a friction block;

[0038] The friction block is fixed on the support seat;

[0039] The upper opening of the airbag is vulcanized and bonded to the buckle, and the lower opening of the airbag is vulcanized and bonded to the support seat to form an integrated structure;

[0040] The inflation and exhaust ports are provided on the support seat;

[0041] The empty spring upper cover is fixed on the buckle by screws.

[0042] In a second aspect, an embodiment of the present invention provides a vehicle comprising the rail transit intelligent secondary suspension system described in the first aspect.

[0043] The intelligent secondary suspension system for rail transit provided by the present invention uses a collection and control system to detect vehicle height information on both sides, process and output control signals for adjusting the height of two sets of secondary springs. This system then adjusts the distance between the rail vehicle's airbags and the bogie on both sides, thereby adjusting the height of the secondary springs. This system not only provides the necessary suspension and vibration reduction functions, but also eliminates reliance on the air supply system, providing the required stiffness and displacement in all directions, improving energy efficiency, and enhancing the overall reliability and safety of the rail vehicle's vibration reduction system. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A schematic structural diagram of the rail transit intelligent secondary suspension system provided in Example 1 of the present invention;

[0045] Figure 2 A structural diagram of a rail vehicle air bag provided by an embodiment of the present invention;

[0046] Figure 3 A structural diagram of an auxiliary height adjustment device provided by an embodiment of the present invention;

[0047] Figure 4 A control principle diagram provided for an embodiment of the present invention;

[0048] Figure 5 A structural diagram of the two-tied spring, power unit, and control system provided in Example 2 of the present invention;

[0049] Figure 6 A schematic structural diagram of the rail transit intelligent secondary suspension system provided in Example 3 of the present invention;

[0050] Figure 7 This is a schematic structural diagram of the height valve provided in Example 3 of the present invention. DETAILED DESCRIPTION

[0051] To make the objectives, technical solutions, and advantages of the present invention more apparent, the present invention will be further described in detail below with reference to the accompanying drawings. It is apparent that the embodiments described are only some, not all, of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

[0052] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments.

[0053] The first embodiment of the present invention provides a rail transit intelligent two-stage suspension system, the structure of which is as follows: Figure 1 The rail transit intelligent secondary suspension system includes: an acquisition and control system, a power unit 200, and two sets of secondary springs 100 symmetrically distributed between the car body and the bogie.

[0054] Each set of two-stage springs 100 includes: a rail vehicle air bag 10 and an auxiliary height adjustment device 20; the rail vehicle air bag 10 is arranged on the auxiliary height adjustment device 20; the auxiliary height adjustment device 20 can specifically include: a lift or a hydraulic spring; Figure 1 In the structure shown, the auxiliary height adjustment device 20 is a hydraulic spring.

[0055] The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of secondary springs 100 respectively;

[0056] The power unit 200 outputs corresponding power to the auxiliary height adjustment device 20 on each side according to the control signal, so that the auxiliary height adjustment device 20 is extended and retracted accordingly to adjust the distance between the rail vehicle air bag 10 and the bogie on the same side, thereby adjusting the height of the secondary spring 100.

[0057] The following first describes the acquisition and control system, the power unit 200 and the two-coupling spring 100 respectively.

[0058] The secondary spring 100 includes a rail vehicle air bag 10 and an auxiliary height adjustment device 20 .

[0059] Railway vehicle air bag 10 Figure 2 As shown, combined Figure 1 and Figure 2 It can be seen that the rail vehicle air bag 10 includes: an empty spring upper cover 2 and an air bag assembly 3; wherein, the air bag assembly includes: an air bag body 32, a buckle 33, a support seat 35 and a friction block 36.

[0060] The friction block 36 is secured to the support base 35 via screws 31. The upper opening of the airbag body 32 is vulcanized and bonded to the retaining ring 33, while the lower opening of the airbag body 32 is vulcanized and bonded to the support base 35, forming a single piece. The friction block 36 is mounted on the support base 35 before vulcanization. The friction block 35 is designed with ample wear margin.

[0061] The support base 35 is also provided with an inflation / exhaust port 4 for nitrogen injection during the vulcanization process and for inflating the interior of the airbag assembly after installation. Because the upper and lower openings of the airbag body 32 are vulcanized and sealed to the retaining ring 33 and the support base 35, a properly sealed inflation / exhaust port 4 ensures the airtightness of the airbag assembly 3. This allows for regular inflation every six months to a year, significantly reducing maintenance costs and simplifying maintenance operations.

[0062] The empty spring upper cover 2 is fixed to the buckle 33 by screws 37 .

[0063] For example Figure 1 As shown, the system further includes two air pressure sensors 6 ; the two air pressure sensors 6 are respectively used to detect the internal air pressure of the two rail vehicle air bags 10 .

[0064] The secondary spring further includes a pressure sensor 9, which is arranged on the pipeline 25 connecting the power unit 200, the stiffness accumulator 8 and the auxiliary height adjustment device 20, and is used to detect the pressure of the liquid in the pipeline.

[0065] The rail vehicle air bag of the present invention not only provides the necessary suspension and vibration reduction functions, but also eliminates the dependence on the air supply system, reduces the maintenance cost of the train, improves energy efficiency, and enhances the overall reliability and safety of the rail vehicle vibration reduction system.

[0066] The auxiliary height adjustment device 20 is Figure 1 Specifically, it is a hydraulic spring, and its structure is as follows Figure 3 The hydraulic spring specifically includes: a cylinder body 21, a cylinder head 22, a piston 23, a pipeline 25, a stiffness accumulator 8 and a hydraulic sensor 26.

[0067] The cylinder cover 22 is arranged on the cylinder body 21 and fixed by screws 24; the hydraulic sensor 26 is arranged on the pipeline 25 to detect the pressure of the hydraulic fluid in the pipeline 25; the stiffness accumulator 8 is connected to the cylinder body 21 through the pipeline 25; one end of the piston 23 is arranged in the cylinder body 21, and the other end extends out of the cylinder body 21 through the cylinder cover 22 and is connected to the bottom of the rail vehicle air bag 10.

[0068] Because the operating height of the rail vehicle airbag 10 differs under light and heavy load conditions, to ensure the vehicle's operating height remains constant, the present invention replaces the rubber stack of the air spring commonly used in existing solutions with the hydraulic spring of this solution. When the control system 300 detects that the overall height of the secondary spring 100 has decreased, the power unit 200 is controlled to fill the hydraulic spring 20 with oil, raising the hydraulic spring 20 until the standard height is reached. When the control system 300 detects that the overall height of the secondary spring 100 has increased, the power unit 200 is controlled to drain the hydraulic spring 30, lowering the hydraulic spring 20 until the standard height is reached. Therefore, the hydraulic spring 20 must be able to accommodate the height difference between light and heavy loads, while also ensuring the normal vertical vibration displacement requirements of the vehicle during operation. Because the rail vehicle airbag 10 lacks an additional air chamber, its main body has a relatively high vertical stiffness. For example, a large curved bellows airbag has a vertical stiffness of approximately 300N / mm to 600N / mm. To reduce the vertical stiffness of the secondary suspension, a stiffness accumulator 8 is configured with the hydraulic spring 20, connected in series with the rail vehicle airbag 10 to provide a vertical stiffness, thereby reducing the overall vertical stiffness of the secondary suspension. The vertical stiffness of the hydraulic spring 20 can be adjusted by the volume and precharge pressure of the stiffness accumulator 8.

[0069] The vertical stiffness of the rail vehicle air bag 10 is K V1 The vertical stiffness of the auxiliary height adjustment device 20, i.e. the hydraulic spring, is K V2 , the vertical stiffness of the secondary spring 100 is K V ; Assuming that the height of the secondary spring decreases by H from no-load to heavy-load, plus the reserved vibration amplitude ±X, the stroke of the hydraulic spring is designed to be at least H+2X.

[0070] The acquisition and control system includes: two displacement sensors 1 and a control system 300 .

[0071] Two displacement sensors 1 are symmetrically arranged between the car bodies and bogies on both sides; the two displacement sensors 1 respectively detect the height information of the car bodies on both sides.

[0072] The control system 300 receives and processes the height information and outputs two sets of control signals for adjusting the heights of the two sets of second tie springs 200 respectively.

[0073] The control system 300 of the present invention is specifically used to control and adjust the height of the auxiliary height adjustment device 20 based on the target height so that the actual height of the secondary spring 100 is consistent with the target height.

[0074] The schematic diagram of a control system for controlling the single-side double spring by the power unit 200 and the control system 300 is shown in FIG. Figure 4 It should be understood that the control system 300 here only reflects the function of single-side control. Figure 4The following description will clearly show how to expand and realize the separate control of the two-side springs.

[0075] In the solution where the auxiliary height adjustment device is a hydraulic spring, the power unit 200 is used to execute power output and perform oil supply control on the hydraulic spring 20. The oil pressure stored in each oil-filled accumulator 48 can at least meet the pressure of the hydraulic spring 20 from a no-load state to a heavy-load state. This can improve the efficiency of the pressurization process and reduce the frequent starting and stopping of the hydraulic pump of the power unit 200.

[0076] The power unit 200 needs to meet the functional requirements of hydraulic spring oil filling / unloading, ensure functional stability, and at the same time be as light as possible, as small as possible, meet vibration and shock requirements, and meet protection level IP67.

[0077] One end of the power unit 200 is connected to the oil tank 41, and the other end is the output end of the power unit. The power unit 200 specifically includes: an oil filter pump 42, a hydraulic pump 43, a motor 44, a pressure reducing valve 45, a one-way valve 46, a pressure sensor 47 and an oil-filled accumulator 48. The specific connection relationship is as follows Figure 4 shown.

[0078] The control system 300 specifically includes: three groups of electromagnetic switch valves 301, 302, and 303; one end of the three groups of electromagnetic switch valves are respectively connected to the output end of the power unit 200 through pipelines; and the other end of the first electromagnetic switch valve 301 is connected to the auxiliary height adjustment device 20; the other end of the second electromagnetic switch valve 302 is connected to the oil-filled accumulator 48; the other end of the third electromagnetic switch valve 303 is connected to the oil tank 41 through an oil drain pipeline.

[0079] When the displacement sensor detects that the height between the car body and the bogie on one side is less than the set working height threshold of the two-spring, the control system 300 controls the first electromagnetic switch valve 301 connected to the auxiliary height adjustment device on that side to open, and opens the second electromagnetic switch valve 302, and fills the auxiliary height adjustment device 20 with oil through the oil accumulator 48, so that the height of the two-spring increases until the set working height is reached.

[0080] When the displacement sensor detects that the height between the car body and the bogie on one side is greater than the set working height threshold of the second spring, the control system 300 controls the first solenoid switch valve 301 connected to the auxiliary height adjustment device on that side to open, and opens the third solenoid switch valve 303, and drains oil from the auxiliary height adjustment device 20 through the oil drain pipeline, so that the height of the second spring is reduced until the set working height is reached.

[0081] Furthermore, a throttle valve 403 is provided on the oil discharge pipeline to prevent the oil from being discharged too quickly.

[0082] To improve height control accuracy and avoid vibration of the rail vehicle's airbag caused by excessively rapid filling and draining, a high-speed solenoid valve can be used. Using a large pulse width excitation method, a single, large pulse width is set to maximize the initial opening of the high-speed valve, increasing flow through the valve. A smaller pulse width is then used to push the valve core open. After the valve core is pushed open, the high-speed valve is controlled using an integral method to prevent overfilling and height overshoot. When the actual secondary suspension height is close to the target value, the duty cycle should be appropriately reduced to minimize the valve core opening and the time integral term should be reset to zero to avoid uncontrollable overshoot during height control. The high-speed valve control principle offers advantages such as fast response, strong resistance to oil contamination, and reduced internal leakage. This results in more precise height control, lower failure rates, and greater safety and reliability for vehicles.

[0083] In addition to achieving the aforementioned functions, the control system 300 of the present invention can also integrate other functions. In a preferred embodiment, the control system integrates devices for signal generation, communication, suspension height calculation and control, and fault management and analysis. This control system can be used to control the secondary suspension height within a reasonable range, output control commands to the power unit, monitor hydraulic pressure and secondary spring height information, and control the solenoid switch valve within the power unit to adjust the suspension height. In terms of specific physical implementation, it can be composed of a power board, control board, acquisition board, network board, and monitoring board, providing functions such as height control, network communication, and fault diagnosis and feedback.

[0084] The proposed intelligent secondary suspension system for rail transit requires no air source, saving costs for air compressors, air cylinders, and piping. It also reduces the need for components such as height valves and differential pressure valves, simplifying the system architecture. By precisely adjusting the accumulator precharge pressure, the system's vertical stiffness is precisely controlled, resolving the issue of false overpressure alarms on rail vehicles. The airbags and hydraulic springs provide redundant safety features, enhancing system reliability. The system easily implements active tilt and variable stiffness adjustment. Furthermore, through the integration of sensors and control system processing, the system incorporates fault diagnosis and alarm capabilities, enhancing system safety.

[0085] In the second embodiment of the present invention, the auxiliary height adjustment device 20 is implemented by an elevator, more specifically a screw elevator. Figure 5 As shown, the control system 300 controls the power unit 200 to output power to the elevator and adjust the height of the secondary spring. In the event of power unit 200 failure, the elevator can also self-lock to prevent the vehicle from descending too far. However, compared with the technical solutions in the above embodiments, the elevator cannot provide vertical stiffness, and the adjustable range of the entire spring stiffness is relatively limited.

[0086] In the third embodiment of the present invention, the use of the height valve in the prior art is retained. Figure 6The structure shown, the data collection and control system includes: two height valves 11 and two oil-filled accumulators 12. The two height valves 11 are symmetrically arranged between the car body and the bogie on both sides. The remaining parts not specifically described are the same as the previous embodiment.

[0087] Each height valve 11 dynamically senses the height change between the car body and the bogie, performs oil filling or oil discharge, and outputs a control signal for adjusting the height of the corresponding set of two-tied springs 100.

[0088] Figure 7 It is a schematic diagram of the specific structure of the height valve 11, combined with Figure 6 and Figure 7 Each oil-filled accumulator 12 is connected to the oil source interface 111 of a height valve 11 through an oil circuit; the oil delivery interface 112 of the height valve 11 is connected to the auxiliary height adjustment device 20 through an oil circuit; in this example, the auxiliary height adjustment device is a hydraulic spring.

[0089] according to Figure 7 The height valve 11 includes a valve body 110 and a lever 120 .

[0090] Combine Figure 6 and Figure 7 As can be seen, valve body 110 has a mounting hole 113, which allows it to be fixed to a connecting member on the vehicle body, thereby allowing valve body 110 to move synchronously with the vehicle body on which it is fixed. The connecting end of lever 120 is connected to valve body 110 via a rotating connection component, and the end of the lever is fixed to the bogie via another connecting member, allowing the end of lever 120 to move synchronously with the bogie on which it is fixed. When level valve 11 is initially installed, the vehicle body and bogie are horizontal. After installation, lever 120 is horizontal.

[0091] When the height between the car body and the bogie is less than the set working height of the secondary spring, the lever end of the height valve 11 rotates upward, causing the valve core in the height valve 11 to move, allowing the high-pressure hydraulic oil in the power unit to flow from the oil-charging accumulator 12 through the oil circuit and the height valve 11 into the auxiliary height adjustment device 20, filling the auxiliary height adjustment device 20 with oil, causing the height of the secondary spring 100 to increase until the set working height is reached. At this time, the lever 120 of the height valve 11 is horizontal, and the height valve 11 is closed.

[0092] When the height between the car body and the bogie is greater than the set working height of the secondary spring, the lever end of the height valve 11 rotates downward, causing the control element in the height valve 11 to produce a second movement, allowing hydraulic oil to flow from the auxiliary height adjustment device 20 through the oil circuit and the height valve 11 back to the oil accumulator 12 or the oil tank, draining the auxiliary height adjustment device 20, so that the height of the secondary spring 100 is reduced until the set working height is reached, the lever 120 of the height valve 11 is horizontal, and the height valve 11 is closed.

[0093] In this system, the oil filling of the secondary spring 100 is achieved by the high-pressure oil in the oil-filled accumulator 12 in the power unit.

[0094] The oil-charged accumulator 12 is equipped with a hydraulic pressure sensor 13. When the hydraulic pressure sensor 13 detects that the pressure in the oil-charged accumulator 12 drops below a minimum value, the power unit 200 starts to charge the oil-charged accumulator 12 to a specified pressure.

[0095] The intelligent secondary suspension system for rail transit provided by the present invention uses a collection and control system to detect vehicle height information on both sides, process and output control signals for adjusting the height of two sets of secondary springs. This system then adjusts the distance between the rail vehicle's airbags and the bogie on both sides, thereby adjusting the height of the secondary springs. This system not only provides the necessary suspension and vibration reduction functions, but also eliminates reliance on the air supply system, providing the required stiffness and displacement in all directions, improving energy efficiency, and enhancing the overall reliability and safety of the rail vehicle's vibration reduction system.

[0096] Those skilled in the art should further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0097] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0098] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An intelligent secondary suspension system for rail transit, characterized in that: The secondary suspension system includes: a data acquisition and control system, a power unit, and two sets of secondary springs symmetrically arranged between the vehicle body and the bogie; wherein each set of secondary springs includes: a rail vehicle air bag and an auxiliary height adjustment device; the rail vehicle air bag is arranged above the auxiliary height adjustment device; the auxiliary height adjustment device includes: an elevator or a hydraulic spring; the hydraulic spring includes a stiffness accumulator; The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of second tie springs respectively; The power unit outputs corresponding power to the auxiliary height adjustment device on each side according to the control signal, so that the auxiliary height adjustment device is extended and retracted accordingly to adjust the distance between the rail vehicle air bag and the bogie on the same side, thereby adjusting the height of the secondary spring; The acquisition and control system includes: two displacement sensors, a control system, two height valves and two oil-filled accumulators; The two displacement sensors are symmetrically arranged between the car body and the bogie on both sides; The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of second springs respectively, specifically including: The two displacement sensors respectively detect the height information of the vehicle bodies on both sides; The control system receives and processes the height information and outputs two sets of control signals for adjusting the heights of the two sets of second tie springs respectively; The control system is specifically configured to: based on a target height, control and adjust the height of the auxiliary height adjustment device so that the actual height of the second tie spring is consistent with the target height; One end of the power unit is connected to the oil tank, and the other end is the output end of the power unit; When the auxiliary height adjustment device is a hydraulic spring, the control system for single-side double-spring height adjustment control specifically includes: three sets of solenoid switch valves; one end of each of the three sets of solenoid switch valves is connected to the output end of the power unit via a pipeline; the other end of the first solenoid switch valve is connected to the auxiliary height adjustment device; the other end of the second solenoid switch valve is connected to one of the oil-filled accumulators; and the other end of the third solenoid switch valve is connected to the oil tank via an oil drain pipeline. When the displacement sensor detects that the height between the car body and the bogie on one side is less than the set working height threshold of the second tie spring, the control system controls the first solenoid switch valve connected to the auxiliary height adjustment device on that side to open, and opens the second solenoid switch valve, and fills the auxiliary height adjustment device with oil through the oil-filled accumulator, so that the height of the second tie spring is increased until the set working height is reached; When the displacement sensor detects that the height between the car body and the bogie on one side is greater than the set working height threshold of the second spring, the control system controls the first solenoid switch valve connected to the auxiliary height adjustment device on that side to open, and opens the third solenoid switch valve, and drains oil from the auxiliary height adjustment device through the oil drain pipeline, so that the height of the second spring is reduced until the set working height is reached.

2. The rail transit intelligent secondary suspension system according to claim 1, characterized in that: A throttle valve is provided on the oil discharge pipeline; The secondary spring further includes a pressure sensor, which is arranged on a pipeline connecting the power unit, the stiffness accumulator and the auxiliary height adjustment device, and is used to detect the pressure of the hydraulic fluid in the pipeline.

3. The rail transit intelligent secondary suspension system according to claim 1, characterized in that: The two height valves are symmetrically arranged between the car body and the bogie on both sides; each oil-filled accumulator is connected to the oil source interface of a height valve through an oil circuit; the oil supply interface of the height valve is connected to the auxiliary height adjustment device through an oil circuit; the auxiliary height adjustment device is a hydraulic spring; The acquisition and control system detects the height information of the vehicle bodies on both sides, processes the height information of the vehicle bodies on both sides, and outputs control signals for adjusting the height of the two sets of second springs respectively, specifically including: Each of the height valves dynamically senses the height change between the car body and the bogie, performs oil filling or oil draining, and outputs a control signal for adjusting the height of a corresponding set of two-tied springs.

4. The rail transit intelligent secondary suspension system according to claim 3, characterized in that: The height valve comprises: a valve body and a lever; The valve body is fixed to the vehicle body via a connecting member, the connecting end of the lever is connected to the valve body, and the end of the lever is fixed to the bogie via another connecting member; When the height between the car body and the bogie is less than the set working height of the two-tied spring, the lever end of the height valve rotates upward, causing the control element in the height valve to produce a first movement, allowing hydraulic oil to flow from the oil-charged accumulator through the oil passage and the height valve into the auxiliary height adjustment device, filling the auxiliary height adjustment device with oil, so that the height of the two-tied spring increases until the set working height is reached, the lever of the height valve is horizontal, and the height valve is closed; When the height between the car body and the bogie is greater than the set working height of the two-part spring, the end of the lever of the height valve rotates downward, causing the control element in the height valve to produce a second movement, allowing hydraulic oil to flow from the auxiliary height adjustment device through the oil circuit and the height valve back to the oil-filled accumulator or the oil tank, draining the auxiliary height adjustment device, so that the height of the two-part spring is reduced until the set working height is reached, the lever of the height valve is horizontal, and the height valve is closed.

5. The rail transit intelligent secondary suspension system according to claim 3, characterized in that: Each of the oil-filled accumulators is provided with a second hydraulic pressure sensor for monitoring the hydraulic pressure in the oil-filled accumulator; When the second hydraulic pressure sensor detects that the pressure in the oil-charged accumulator drops below a set minimum value, the second hydraulic pressure sensor sends an oil-charging signal to the power unit; The power unit charges the oil-charging accumulator to a specified pressure according to the oil-charging signal.

6. The rail transit intelligent secondary suspension system according to claim 1, characterized in that: The hydraulic spring specifically includes: a cylinder body, a cylinder head, a piston, a pipeline, the stiffness accumulator and a first hydraulic sensor; the cylinder head is arranged on the cylinder body and fixed by screws; the first hydraulic sensor is arranged on the pipeline to detect the pressure of the hydraulic fluid in the pipeline; the stiffness accumulator is connected to the cylinder body through a pipeline; one end of the piston is arranged in the cylinder body, and the other end extends out of the cylinder body through the cylinder head and is connected to the bottom of the rail vehicle air bag.

7. The rail transit intelligent secondary suspension system according to claim 1, characterized in that: The secondary suspension system further includes: two air pressure sensors; the two air pressure sensors are respectively used to detect the air pressure inside the two rail vehicle air bags; The rail vehicle air bag comprises: an empty spring upper cover, a buckle, an air bag body, a support seat, an inflation and exhaust port and a friction block; The friction block is fixed on the support seat; The upper opening of the airbag is vulcanized and bonded to the buckle, and the lower opening of the airbag is vulcanized and bonded to the support seat to form an integrated structure; The inflation and exhaust ports are provided on the support seat; The empty spring upper cover is fixed on the buckle by screws.

8. A vehicle, characterized in that: The vehicle includes the rail transit intelligent secondary suspension system described in any one of claims 1 to 7.

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