Railway vehicle secondary transverse damping adjustable oil pressure damper device and system

Abstract

The embodiment of the invention relates to a railway vehicle secondary transverse damping adjustable oil pressure shock absorber device which comprises a shock absorber body, a piston, a bottom valve, a working cylinder and an oil storage cavity are arranged in the shock absorber body, and unloading valves are arranged on the piston and the bottom valve; the valve block assembly comprises an electromagnetic valve, a damping valve and a valve seat; the controller is used for acquiring relative motion information of a vehicle body and a bogie and state information of the shock absorber body, and generating a control signal according to the relative motion information, the state information and a variable damping instruction after receiving the variable damping instruction of a vehicle main controller; the control signal is sent to the electromagnetic valve so as to control the electromagnetic valve to be switched on or switched off, hydraulic oil in the working cylinder flows when the electromagnetic valve is switched on or switched off, so that the damping valve is switched on or switched off, and the unloading valve is automatically switched on when the actual damping force reaches the unloading force.

Description

Technical Field

[0001] The present invention relates to the technical field of electronic circuits, and in particular to a rail vehicle secondary lateral damping adjustable oil pressure shock absorber device and system. Background Art

[0002] Under the background of China's high-speed railway, the running speed of trains is constantly increasing. However, with the increase in speed, the vibration performance of rail vehicles is constantly deteriorating. The body vibration caused by the uneven track has attracted the attention of scholars. The intelligent hydraulic suspension system solves the problem of the inability to balance comfort and stability in traditional passive suspension, and can adapt to changing driving conditions and arbitrary road excitations, representing the development direction of hydraulic suspension systems. The semi-active suspension system replaces the passive hydraulic shock absorber with a controllable damper. The system generates a continuously adjustable damping force through the controllable damping element to improve the dynamic performance of the train. Experiments have shown that the semi-active suspension is close to the full active suspension in terms of control quality, and at the same time does not require a complex control structure and an external power source, so it is more practical and popularizable.

[0003] The hydraulic shock absorbers commonly used on rail vehicles are all passive damping, and their disadvantages are as follows:

[0004] 1) Fixed damping value: The design of the force-speed characteristic can only meet part of the vehicle's load and operating conditions, cannot adapt to changing driving conditions and arbitrary road excitation, and cannot perfectly balance ride comfort and vehicle stability.

[0005] 2) Narrow working bandwidth: It is only effective for vibrations within a specific frequency range. The effect of the passive system is limited by the inherent characteristics of its damping elements and cannot provide optimal damping parameters outside certain frequency ranges.

[0006] 3) Lack of intelligent adjustment capability: Compared with semi-active systems, passive systems cannot perform adaptive adjustments based on real-time feedback information and optimize vibration reduction effects. Summary of the invention

[0007] The purpose of the present invention is to provide a rail vehicle secondary lateral damping adjustable oil pressure shock absorber device and system to solve the problems existing in the prior art.

[0008] To achieve the above object, the present invention provides a rail vehicle secondary lateral damping adjustable oil pressure shock absorber device, the method comprising:

[0009] An embodiment of the present invention provides a rail vehicle secondary lateral damping adjustable oil pressure shock absorber device, the device comprising:

[0010] The shock absorber body is provided with a piston, a bottom valve, a working cylinder and an oil storage chamber; and an unloading valve is provided on the piston and the bottom valve;

[0011] The valve block consists of a solenoid valve, a damping valve and a valve seat;

[0012] Unloading valve;

[0013] The controller obtains the relative motion information of the piston and the state information of the shock absorber body, and after receiving the variable damping instruction from the vehicle main controller, generates a control signal according to the relative motion information, the state information and the variable damping instruction; and sends the control signal to the solenoid valve to control the conduction or closing of the solenoid valve, and when the solenoid valve is turned on or off, the hydraulic oil in the working cylinder flows, causing the damping valve to be turned on or off, and when the actual damping force reaches the unloading force, the unloading valve is automatically turned on.

[0014] In a possible implementation, the solenoid valve includes a first solenoid valve and a second solenoid valve; the control signal includes a first control signal and a second control signal; the first control signal is input to the first solenoid valve, and the second control signal is input to the second solenoid valve;

[0015] The damping valve comprises a first damping valve and a second damping valve;

[0016] The unloading valve comprises a first unloading valve and a second unloading valve;

[0017] The first unloading valve is connected to the piston; the second unloading valve is connected to the bottom valve.

[0018] In a possible implementation manner, the state information includes first state information and second state information;

[0019] When the relative motion information is greater than a preset value and the state information is the first state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to close, the second control signal controls the second solenoid valve to close, and the hydraulic oil in the oil storage chamber flows through the first damping valve;

[0020] If the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to close, the second control signal controls the second solenoid valve to close, and the hydraulic oil flows through the first damping valve and the second damping valve; the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve;

[0021] When the first solenoid valve is closed, and when the second solenoid valve is switched from closed to open, the hydraulic oil flows through the first damping valve, the second damping valve and the second solenoid valve, and then flows to the oil storage chamber, with the maximum damping value decreasing to zero damping;

[0022] When the actual damping force reaches the required unloading force, the first unloading valve is turned on, and the hydraulic oil in the oil storage chamber flows to the rodless chamber.

[0023] In a possible implementation, when the relative motion information is greater than a preset value and the state information is the second state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil flows through the first damping valve;

[0024] If the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to be closed, the second control signal controls the second solenoid valve to be closed, the hydraulic oil flows through the first damping valve and the second damping valve, and then flows to the oil storage chamber, and the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve;

[0025] When the first solenoid valve is closed and the second solenoid valve is turned from closed to open, the hydraulic oil flows through the first damping valve, the second damping valve and the second solenoid valve, and then flows to the oil storage chamber, with the maximum damping value reaching zero damping;

[0026] When the actual damping force reaches the required unloading force, the second unloading valve is turned on, and the hydraulic oil in the rodless chamber overflows into the oil storage chamber.

[0027] In a possible implementation, the solenoid valve includes a first solenoid valve and a second solenoid valve; the control signal includes a first control signal and a second control signal; the first control signal is input to the first solenoid valve, and the second control signal is input to the second solenoid valve;

[0028] The damping valve comprises a first damping valve, a second damping valve and a third damping valve; the third damping valve and the second solenoid valve are connected in series;

[0029] The unloading valve comprises a first unloading valve and a second unloading valve;

[0030] The first unloading valve is connected to the piston; the second unloading valve is connected to the bottom valve.

[0031] In a possible implementation, when the relative motion information is greater than a preset value and the state information is the first state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil in the oil storage chamber flows through the first damping valve; the hydraulic oil flows out of the liquid storage chamber;

[0032] If the variable damping instruction requires large damping, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be turned on, and the hydraulic oil flows through the first damping valve and the second damping valve and then flows out of the liquid storage chamber; the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve;

[0033] If the variable damping instruction requires small damping, the first control signal controls the first solenoid valve to be turned on, and when the second control signal controls the second solenoid valve to be turned on, the hydraulic oil flows through the first damping valve, the second damping valve and the third damping valve, and then flows out of the liquid storage chamber; the actual damping force is the parallel value of the damping value of the first damping valve and the damping value of the third damping valve;

[0034] When the actual damping force reaches the required unloading force, the first unloading valve is turned on, and the hydraulic oil in the oil storage chamber flows to the rodless chamber.

[0035] In a possible implementation, when the relative motion information is greater than a preset value and the state information is the second state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil flows through the first damping valve; the hydraulic oil flows to the liquid storage chamber;

[0036] If the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to be closed, the second control signal controls the second solenoid valve to be closed, the hydraulic oil flows through the first damping valve and the second damping valve, and then flows to the oil storage chamber, and the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve;

[0037] If the variable damping instruction requires small damping, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned on, the hydraulic oil flows through the first damping valve, the second damping valve and the third damping valve, and then flows to the oil storage chamber, and the actual damping force is the parallel value of the damping value of the first damping valve and the damping value of the third damping valve;

[0038] When the actual damping force reaches the required unloading force, the second unloading valve is turned on, and the hydraulic oil in the rodless chamber overflows into the oil storage chamber.

[0039] In a possible implementation manner, the first state information is a stretched state, and the second state information is a compressed state.

[0040] In a second aspect, the present invention provides a vibration reduction method based on a rail vehicle secondary lateral damping adjustable oil pressure shock absorber device, the rail vehicle secondary lateral damping adjustable oil pressure shock absorber device comprising a shock absorber body, a valve block component and a controller; a piston, a bottom valve, a working cylinder and an oil storage chamber are arranged inside the shock absorber body; an unloading valve is arranged on the piston and the bottom valve; the valve block component is provided with a solenoid valve, a damping valve and a valve seat; the method comprises:

[0041] The controller obtains the relative motion information of the piston and the state information of the shock absorber body;

[0042] After receiving the variable damping instruction from the vehicle main controller, generating a control signal according to the relative motion information, the state information and the variable damping instruction;

[0043] The control signal is sent to the solenoid valve to control the opening or closing of the solenoid valve, and when the solenoid valve is opened or closed, the hydraulic oil in the working cylinder flows, causing the damping valve to be opened or closed, and when the actual damping force reaches the unloading force, the unloading valve is automatically opened.

[0044] In a third aspect, the present invention provides a rail vehicle secondary lateral damping adjustable hydraulic shock absorber system, characterized in that the system includes a car body, a bogie, and one or two rail vehicle secondary lateral damping adjustable hydraulic shock absorber devices as described in any one of the first aspects.

[0045] By applying the rail vehicle secondary lateral damping adjustable oil pressure shock absorber device provided by the embodiment of the present invention, the following technical effects can be achieved:

[0046] 1) By designing a rail vehicle secondary lateral damping step-adjustable shock absorber device, it can be applied to the installation space of a traditional passive secondary lateral shock absorber, and the vehicle installation interface does not need to be modified, which has strong versatility.

[0047] 2) The damping value can be adjusted in real time and in steps, which effectively improves the working bandwidth.

[0048] 3) The valve block is externally mounted, which makes it easier to maintain.

[0049] 4) Independent unloading valves are set on the piston and the bottom valve. When the actual damping force reaches the required unloading force, unloading protection is achieved.

[0050] 5) An elastic airbag is set in the oil storage chamber. The reciprocating motion of the piston in the existing shock absorber will cause the air and oil in the oil storage chamber to emulsify due to vibration. Adding an airbag can avoid the emulsification phenomenon and ensure effective vibration reduction. At the same time, the expansion of the airbag can generate a weak positive pressure in the oil storage chamber, so that the oil quickly returns to the working cylinder during the reflux stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] FIG1 is a schematic diagram of the installation of a car body and a bogie provided by an embodiment of the present invention;

[0052] Figure 2 A working principle diagram of a rail vehicle secondary lateral damping continuously adjustable oil pressure shock absorber device provided by an embodiment of the present invention;

[0053] Figure 3 for Figure 2 The force-speed characteristic curve;

[0054] Figure 4(a) shows Figure 2 Schematic diagram of hydraulic oil flow when the middle shock absorber is in tension and the original passive damping value is required;

[0055] Figure 4(b) shows Figure 2 Schematic diagram of hydraulic oil flow in maximum damping mode when the shock absorber is in tension;

[0056] Figure 4(c) shows Figure 2 Schematic diagram of hydraulic oil flow from maximum damping mode to 0 damping when the middle shock absorber is in the stretched state;

[0057] Figure 5(a) shows Figure 2 Schematic diagram of hydraulic oil flow when the middle shock absorber is in compression and the original passive damping value is required;

[0058] Figure 5(b) shows Figure 2 Schematic diagram of hydraulic oil flow in maximum damping mode when the shock absorber is in compression;

[0059] Figure 5(c) shows Figure 2 Schematic diagram of hydraulic oil flow from maximum damping mode to 0 damping when the shock absorber is in compression state;

[0060] Figure 6 A working principle diagram of a rail vehicle secondary lateral damping step-adjustable oil pressure shock absorber device provided by an embodiment of the present invention;

[0061] Figure 7 for Figure 6 The force-speed characteristic curve;

[0062] Figure 8(a) shows Figure 6 Schematic diagram of hydraulic oil flow when the middle shock absorber is in tension and the original passive damping value is required;

[0063] Figure 8(b) shows Figure 6 Schematic diagram of hydraulic oil flow when the shock absorber is in a stretched state and high damping is required;

[0064] Figure 8(c) shows Figure 6 Schematic diagram of hydraulic oil flow when the shock absorber is in a stretched state and small damping is required;

[0065] Figure 9(a) shows Figure 6 Schematic diagram of hydraulic oil flow when the middle shock absorber is in compression and the original passive damping value is required;

[0066] Figure 9(b) shows Figure 6 Schematic diagram of hydraulic oil flow when the shock absorber is in compression and high damping is required;

[0067] Figure 9(c) shows Figure 6 Schematic diagram of hydraulic oil flow when the shock absorber is in compression and small damping is required;

[0068] FIG. 10( a ) is one of the three-dimensional structural diagrams of the rail vehicle secondary lateral damping continuously adjustable oil pressure shock absorber device;

[0069] FIG10( b ) is a second three-dimensional structural diagram of a rail vehicle secondary lateral damping continuously adjustable oil pressure shock absorber device;

[0070] FIG10( c ) is a third three-dimensional structural diagram of a rail vehicle secondary lateral damping continuously adjustable oil shock absorber device;

[0071] Fig.11 It is a schematic diagram of a vibration reduction method based on a continuously adjustable oil shock absorber for secondary lateral damping of a rail vehicle. DETAILED DESCRIPTION

[0072] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0073] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments.

[0074] An embodiment of the present invention provides a rail vehicle secondary lateral damping adjustable hydraulic shock absorber device, as shown in FIG. 1( a ) and FIG. 1( b ), the device is arranged between the vehicle body and the bogie, and one or two secondary lateral damping adjustable hydraulic shock absorber devices are installed on one bogie of the rail vehicle. Figure 2 or Figure 6 As shown, the device includes a shock absorber body, one end of which is mounted on the bogie and the other end is mounted on the car body. A piston, a bottom valve, a working cylinder and an oil storage chamber are arranged inside the shock absorber body, and the oil storage chamber is T in the figure. An unloading valve is arranged on the piston and the bottom valve. The shock absorber body is not shown in the figure, and only T represents the oil storage chamber in the shock absorber body.

[0075] An elastic airbag is arranged in the oil storage chamber. It is a sealed elastic airbag filled with air at atmospheric pressure. Its "breathing" can compensate for the volume change of the oil in the oil storage chamber, so that the air and oil in the oil storage chamber are no longer in direct contact, and thus no emulsification phenomenon will occur, thereby ensuring effective vibration reduction. At the same time, the expansion of the airbag can generate a weak positive pressure in the oil storage chamber, so that the oil can quickly return to the working cylinder during the reflux stage.

[0076] The valve block consists of a solenoid valve, a damping valve and a valve seat; the valve block is installed on the side of the shock absorber body as a whole, and is a component that realizes adjustable shock absorption. It is connected and communicated with the controller through hard wires. Among them, the valve block is external, protruding from the outer circle of the oil storage cylinder by about 62mm and about 100mm wide, so it can be directly applied to the existing second-series lateral shock absorber according to the space.

[0077] The controller obtains the relative motion information of the car body and the bogie, as well as the state information of the shock absorber body. After receiving the variable damping instruction from the vehicle main controller, it generates a control signal according to the relative motion information, state information and variable damping instruction; and sends the control signal to the solenoid valve to control the conduction or closing of the solenoid valve. When the solenoid valve is turned on or off, the hydraulic oil in the working cylinder flows, causing the damping valve to be turned on or off, and when the actual damping force reaches the unloading force, the unloading valve is automatically turned on. Among them, the relative motion information is the relative motion information of the piston, including the movement speed of the piston. The variable damping instruction is an instruction sent by the main controller of the vehicle to indicate the damping change, and the instruction may include the damping value to be achieved. Among them, the controller is installed in the vehicle body electrical cabinet. After receiving the variable damping instruction from the main controller of the vehicle through Ethernet, 485 or wireless communication, it sends instructions to the valve block after data analysis to control the opening and closing of the electromagnetic switch valve to achieve step-by-step or continuous adjustment of the damping.

[0078] The working process of the rail vehicle secondary lateral damping adjustable oil pressure shock absorber device of the present application is described in detail below in conjunction with specific embodiments.

[0079] During the operation of rail vehicles, the bogie and the car body are always in a dynamic posture. The car body and the bogie always move relative to each other, and the movement directions are the same or opposite. The secondary lateral damping adjustable oil shock absorber device of rail vehicles can realize the damping adjustment under different working conditions of the vehicle to achieve the best operating state of the car body.

[0080] From the perspective of the relative movement of the car body and the bogie, when the relative movement directions of the car body and the bogie are opposite, the controller controls the valve block composition to adjust to a large damping mode to quickly attenuate the car body vibration; when the relative movement directions of the car body and the bogie are the same, if the car body speed is greater than the bogie speed, the controller controls the valve block composition to adjust to a large damping mode to quickly attenuate the car body vibration; if the car body speed is less than the bogie speed, the controller controls the valve block composition to adjust to a small damping mode to reduce the transmission of the bogie vibration to the car body. The damping value of each damping valve is set according to the actual performance requirements of the vehicle.

[0081] Since one end of the shock absorber body is mounted on the bogie and the other end is mounted on the car body, and sensors are installed on both the car body and the bogie, whether the movement directions of the car body and the bogie are opposite or the same is determined by the vector data measured by the sensor, or the movement direction of the piston in the shock absorber body, and the movement direction of the piston is measured by the sensor built into the shock absorber body. Therefore, the relative movement information of the piston reflects the relative movement information of the car body and the bogie.

[0082] Therefore, the following describes the rail vehicle secondary lateral damping adjustable oil pressure shock absorber device of the present application based on the relative motion information of the piston. The relative motion information of the piston and the force-speed characteristic curve of the damping force are shown in Figure 3 As shown. As the piston speed increases, the damping force will also change. In one example, if the damping is continuously adjustable, the solenoid valve includes a first solenoid valve and a second solenoid valve; the control signal includes a first control signal and a second control signal; the first control signal is input to the first solenoid valve, and the second control signal is input to the second solenoid valve; the damping valve includes a first damping valve and a second damping valve; the unloading valve includes a first unloading valve and a second unloading valve; the first unloading valve is connected to the piston; and the second unloading valve is connected to the bottom valve.

[0083] Combination Figure 4(a)-4(c) , the first solenoid valve is A1, the second solenoid valve is B2, the first damping valve is L0, the second damping valve is L1, the first unloading valve is S1, and the second unloading valve is S2. The second solenoid valve at this time may be a proportional solenoid valve.

[0084] First, when the relative motion information is greater than the preset value and the state information is the first state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to close, and the second control signal controls the second solenoid valve to close, and the hydraulic oil in the oil storage chamber flows through the first damping valve.

[0085] Specifically, the preset value may be 0, and the first state information is the stretched state, see FIG4(a), the circle on the left represents the rod chamber, and the circle on the right represents the rodless chamber. When the piston moves and moves from the rodless chamber to the rod chamber, the controller controls the solenoid switch valve A1 (NO type) to be turned on and the proportional solenoid valve B2 (NC type) to be closed. The hydraulic oil flows out from the oil storage chamber to the rodless chamber and only flows through the damping valve L0 to realize the passive damping function. The flow direction of the hydraulic oil is shown in FIG4(a). This working mode also serves as a fault safety guidance measure for the variable damping shock absorber after the electronic control device fails.

[0086] Second, if the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to close, the second control signal controls the second solenoid valve to close, and the hydraulic oil flows through the first damping valve and the second damping valve; the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve.

[0087] Specifically, the controller controls the electromagnetic switch valve A1 and the proportional electromagnetic valve B2 to be in the closed state, and the flow direction of the hydraulic oil is shown in Figure 4(b). At this time, the maximum damping mode can be provided. At this time, the damping value is the sum of the damping values ​​of the damping valves L0 and L1. At this time, the problem of obvious vehicle shaking caused by special working conditions such as merging vehicles and entering and exiting tunnels can be solved.

[0088] Third, when the first solenoid valve is closed and the second solenoid valve is switched from closed to open, the hydraulic oil flows through the first damping valve, the second damping valve and the second solenoid valve, and then flows to the oil storage chamber, with the maximum damping value reaching zero damping.

[0089] Specifically, the controller controls the electromagnetic switch valve A1 to close, and at the same time controls the opening of the proportional electromagnetic valve B2 (from closed to fully open). The hydraulic oil flow direction is shown in Figure 4(c), which can achieve continuous adjustment from the maximum damping value to 0 damping. At this time, it can solve the problems of severe vibration of the bogie and reduce the vibration transmission of the bogie to the car body. Different damping values ​​can be adapted for different load conditions of the vehicle to achieve optimal vehicle performance.

[0090] Fourth, when the actual damping force reaches the required unloading force, the first unloading valve is turned on, and the hydraulic oil in the oil storage chamber flows to the rodless chamber.

[0091] Specifically, no matter what damping value is required during the stretching stroke, when the actual damping force reaches the required unloading force, the mechanical unloading valve S1 on the piston will automatically open, and the hydraulic oil in the rod chamber will overflow directly into the rodless chamber to achieve unloading protection of the shock absorber.

[0092] In another example, when the shock absorber body is in a compressed state, the following conditions are included:

[0093] First, when the relative motion information is greater than the preset value and the state information is the second state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil flows through the first damping valve.

[0094] Specifically, the second state information is a compression state. When the piston moves from the rod chamber to the rodless chamber, the controller controls the electromagnetic switch valve A1 (NO type) to be turned on and the proportional electromagnetic valve B2 (NC type) to be closed, and the hydraulic oil only flows through the damping valve L0 to achieve a passive damping function. The hydraulic oil flow direction is shown in Figure 5 (a). This working mode also serves as a fail-safe guide measure for the variable damping shock absorber after the electronic control device fails.

[0095] Second, if the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to close, and the second control signal controls the second solenoid valve to close. The hydraulic oil flows through the first damping valve and the second damping valve and then flows to the oil storage chamber. The actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve.

[0096] Specifically, the controller controls the electromagnetic switch valve A1 and the proportional electromagnetic valve B2 to be in the closed state, and the flow direction of the hydraulic oil is shown in Figure 5(b). At this time, the maximum damping mode can be provided. At this time, the damping value is the sum of the damping values ​​of the damping valves L0 and L1. At this time, the problem of obvious vehicle shaking caused by special working conditions such as merging vehicles and entering and exiting tunnels can be solved.

[0097] Third, when the first solenoid valve is closed and the second solenoid valve is switched from closed to open, the hydraulic oil flows through the first damping valve, the second damping valve and the second solenoid valve, and then flows to the oil storage chamber, with the maximum damping value reaching zero damping.

[0098] Specifically, the controller controls the electromagnetic switch valve A1 to close, and at the same time controls the opening of the proportional electromagnetic valve B2 (from closed to fully open). The hydraulic oil flow direction is shown in Figure 5(c), which can achieve continuous adjustment from the maximum value to 0 damping. At this time, it can solve the problems of severe vibration of the bogie and reduce the vibration transmission of the bogie to the car body. Different damping values ​​can be adapted to different load conditions of the vehicle to achieve optimal vehicle performance.

[0099] Fourth, when the actual damping force reaches the required unloading force, the second unloading valve is turned on, and the hydraulic oil in the rodless chamber overflows into the oil storage chamber.

[0100] Specifically, no matter what damping value is required during the compression stroke, when the actual damping force reaches the required unloading force, the mechanical unloading valve S2 on the bottom valve will automatically open, and the hydraulic oil in the rodless chamber will overflow directly into the oil storage chamber to achieve unloading protection of the shock absorber.

[0101] Therefore, compared with the commonly used passive oil shock absorbers, the rail vehicle two-stage lateral damping continuously adjustable oil shock absorber device of the present application can realize real-time adjustable damping value, effectively adapt to different vehicle load conditions, operating conditions and road excitations, and improve the intelligence of the shock absorber. With the help of a rail vehicle two-stage lateral damping continuously adjustable oil shock absorber device, the damping function is adjusted in real time, the working bandwidth is effectively increased, and the vehicle vibration condition is effectively attenuated within a wide frequency range. The invention can replace the traditional passive oil shock absorber as a functional substitute for the passive shock absorber. At the same time, the damping is adjustable through an external mechanism, which effectively broadens the working bandwidth of the shock absorber. The design easily realizes the conversion of damping from continuous to step-by-step adjustable (replacing the proportional solenoid valve B2 with an electromagnetic switch valve can realize step-by-step adjustable), without changing any structure. The scheme is also applicable to the rail vehicle two-stage anti-snake shock absorber, which provides a new idea for the design of shock absorber damping control.

[0102] The following is a detailed description of the step-by-step adjustable working process of the rail vehicle secondary lateral damping adjustable oil pressure shock absorber device of the present application in conjunction with specific embodiments.

[0103] When the damping is adjustable in steps, the solenoid valve includes a first solenoid valve and a second solenoid valve; the control signal includes a first control signal and a second control signal; the first control signal is input to the first solenoid valve, and the second control signal is input to the second solenoid valve; the damping valve includes a first damping valve, a second damping valve and a third damping valve; the third damping valve and the second solenoid valve are connected in series; the unloading valve includes a first unloading valve and a second unloading valve; the valve block also includes a piston and a bottom valve; the first unloading valve is connected to the piston; and the second unloading valve is connected to the bottom valve. The schematic diagram at this time is as follows Figure 6 As shown. Figure 6 As shown, the first damping valve is L0, the second damping valve is L1, and the third damping valve is L2.

[0104] When the piston has relative motion and the shock absorber body is in a stretched state, there are four situations:

[0105] First, when the relative motion information is greater than the preset value and the state information is the first state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be closed, and the hydraulic oil in the oil storage chamber flows through the first damping valve; the hydraulic oil flows out of the liquid storage chamber.

[0106] Specifically, the controller controls the electromagnetic switch valve A1 (NO type) to be turned on and the electromagnetic switch valve A2 (NC type) to be closed, and the hydraulic oil only flows through the damping valve L0 to realize the passive damping function. The flow direction of the hydraulic oil is shown in Figure 8(a). This working mode also serves as a fail-safe guidance measure for the variable damping shock absorber after the electronic control device fails.

[0107] Second, if the variable damping instruction requires large damping, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be turned on. The hydraulic oil flows through the first damping valve and the second damping valve and then flows out of the liquid storage chamber; the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve.

[0108] Specifically, the controller controls the electromagnetic switch valves A1 and A2 to be in the closed state, and the flow direction of the hydraulic oil is shown in Figure 8(b). At this time, the maximum damping mode can be provided. At this time, the damping value is the sum of the damping values ​​of the damping valves L0 and L1. At this time, the problem of obvious vehicle shaking caused by special working conditions such as merging vehicles and entering and exiting tunnels can be solved.

[0109] Third, if the variable damping instruction requires small damping, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be turned on. The hydraulic oil flows through the first damping valve, the second damping valve and the third damping valve, and then flows out of the liquid storage chamber; the actual damping force value is the parallel value of the damping value of the first damping valve and the damping value of the third damping valve.

[0110] Specifically, the controller controls the electromagnetic switch valves A1 and A2 to be in the on state, and the flow direction of the hydraulic oil is shown in Figure 8(c). At this time, the minimum damping mode can be provided. At this time, the damping value is the parallel value of the damping valve L0 and the damping valve L2. At this time, the problem of severe vibration of the bogie can be solved and the problem of reducing the vibration of the bogie transmitted to the car body can be solved.

[0111] Fourth, when the actual damping force reaches the required unloading force, the first unloading valve is turned on, and the hydraulic oil in the oil storage chamber flows to the rodless chamber.

[0112] Specifically, no matter what damping value is required during the stretching stroke, when the actual damping force reaches the required unloading force, the mechanical unloading valve S1 on the piston assembly will automatically open, and the hydraulic oil in the rod chamber will overflow directly into the rodless chamber to achieve unloading protection of the shock absorber.

[0113] In another example, when the second state information of the shock absorber is a compression state, the following conditions are included:

[0114] First, when the relative motion information is greater than the preset value and the state information is the second state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil flows through the first damping valve; the hydraulic oil flows to the liquid storage chamber;

[0115] Specifically, the controller controls the electromagnetic switch valve A1 (NO type) to be turned on and the electromagnetic switch valve A2 (NC type) to be closed, and the hydraulic oil only flows through the damping valve L0 to realize the passive damping function. The flow direction of the hydraulic oil is shown in Figure 9(a). This working mode also serves as a fail-safe guidance measure for the variable damping shock absorber after the electronic control device fails.

[0116] Second, if the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to close, the second control signal controls the second solenoid valve to close, the hydraulic oil flows through the first damping valve and the second damping valve, and then flows to the oil storage chamber, and the actual damping force value is the sum of the damping value of the first damping valve and the damping value of the second damping valve;

[0117] Specifically, the controller controls the electromagnetic switch valves A1 and A2 to be in the closed state, and the flow direction of the hydraulic oil is shown in Figure 9(b). At this time, the maximum damping mode can be provided. At this time, the damping value is the sum of the damping values ​​of the damping valves L0 and L1. At this time, the problem of obvious vehicle shaking caused by special working conditions such as merging vehicles and entering and exiting tunnels can be solved.

[0118] Third, if the variable damping instruction requires small damping, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be turned on. The hydraulic oil flows through the first damping valve, the second damping valve and the third damping valve, and then flows to the oil storage chamber. The actual damping force is the parallel value of the damping value of the first damping valve and the damping value of the third damping valve.

[0119] Specifically, the controller controls the electromagnetic switch valves A1 and A2 to be in the on state, and the flow direction of the hydraulic oil is shown in Figure 9(c). At this time, the minimum damping mode can be provided. At this time, the damping value is the parallel value of the damping valve L0 and the damping valve L2. At this time, the problem of severe vibration of the bogie can be solved and the problem of reducing the vibration of the bogie transmitted to the car body can be solved.

[0120] When the actual damping force reaches the required unloading force, the second unloading valve is turned on, and the hydraulic oil in the rodless chamber overflows into the oil storage chamber.

[0121] Specifically, no matter what damping value is required during the compression stroke, when the actual damping force reaches the required unloading force, the mechanical unloading valve S2 on the bottom valve assembly will automatically open, and the hydraulic oil in the rodless chamber will overflow directly into the oil storage chamber to achieve unloading protection of the shock absorber.

[0122] Therefore, compared with the commonly used passive oil shock absorbers, the damping value can be adjusted in real time and in steps, effectively adapting to different vehicle load conditions, operating conditions and road excitations, and improving the intelligence of the shock absorber. With the help of a rail vehicle second-system lateral damping step-adjustable oil shock absorber device, the damping function is adjusted in real time and in steps, effectively increasing the working bandwidth and effectively attenuating the vehicle vibration condition within a wide frequency range. The invention can replace the traditional passive oil shock absorber as a functional substitute for the passive shock absorber. At the same time, the damping is adjusted in steps through the external valve block, which effectively broadens the working bandwidth of the shock absorber. The design idea is easy to realize the damping step-by-step adjustment. The design is easy to realize the conversion of damping from step-by-step to continuously adjustable (replacing the electromagnetic switch valve with a proportional electromagnetic valve can realize step-by-step adjustment) without changing any structure. The scheme is also applicable to the second-system anti-snake shock absorber of rail vehicles, providing a new idea for the design of shock absorber damping control.

[0123] By applying the rail vehicle secondary lateral damping adjustable oil pressure shock absorber device provided by the embodiment of the present invention, the following technical effects can be achieved:

[0124] 1) By designing a rail vehicle secondary lateral damping step-adjustable shock absorber device, it can be applied to the installation space of a traditional passive secondary lateral shock absorber, and the vehicle installation interface does not need to be modified, which has strong versatility.

[0125] 2) The damping value can be adjusted in real time and in steps, which effectively improves the working bandwidth.

[0126] 3) The valve block is externally mounted, which makes it easier to maintain.

[0127] 4) Independent unloading valves are set on the piston and the bottom valve. When the actual damping force reaches the required unloading force, unloading protection is achieved.

[0128] 5) An elastic airbag is set in the oil storage chamber. The reciprocating motion of the piston in the existing shock absorber will cause the air and oil in the oil storage chamber to emulsify due to vibration. Adding an airbag can avoid the emulsification phenomenon and ensure effective vibration reduction. At the same time, the expansion of the airbag can generate a weak positive pressure in the oil storage chamber, so that the oil quickly returns to the working cylinder during the reflux stage.

[0129] Embodiment 2

[0130] like Fig.11 As shown, the second embodiment of the present invention provides a vibration reduction method based on a secondary lateral damping adjustable oil pressure shock absorber for a rail vehicle, such as Fig.11 As shown, the method includes:

[0131] Step 1110, the controller obtains the relative motion information of the piston and the state information of the shock absorber body;

[0132] Step 1120, after receiving the variable damping instruction from the vehicle main controller, generating a control signal according to the relative motion information, the state information and the variable damping instruction;

[0133] Step 1130, sending a control signal to the solenoid valve to control the on or off of the solenoid valve. When the solenoid valve is on or off, the hydraulic oil in the working cylinder flows, causing the damping valve to be on or off, and when the actual damping force reaches the unloading force, the unloading valve is automatically turned on.

[0134] Embodiment 3

[0135] As shown in FIG1 , the third embodiment of the present invention provides a rail vehicle secondary lateral damping adjustable hydraulic shock absorber system, which includes a vehicle body, a bogie, and one or two rail vehicle secondary lateral damping adjustable hydraulic shock absorber devices of the first embodiment.

[0136] The professionals should further realize that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to the function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians 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.

[0137] The steps of the method or algorithm 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.

[0138] 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. A rail vehicle secondary lateral damping adjustable hydraulic shock absorber device, It is characterized in that The device comprises: The shock absorber body is provided with a piston, a bottom valve, a working cylinder and an oil storage chamber, and an unloading valve is provided on the piston and the bottom valve; The valve block consists of a solenoid valve, a damping valve and a valve seat; The controller obtains the relative motion information of the piston and the state information of the shock absorber body, and after receiving the variable damping instruction from the vehicle main controller, generates a control signal according to the relative motion information, the state information and the variable damping instruction; and sends the control signal to the solenoid valve to control the conduction or closing of the solenoid valve, and when the solenoid valve is turned on or off, the hydraulic oil in the working cylinder flows, causing the damping valve to be turned on or off, and when the actual damping force reaches the unloading force, the unloading valve is automatically turned on.

2. The device according to claim 1, It is characterized in that The solenoid valve includes a first solenoid valve and a second solenoid valve; the control signal includes a first control signal and a second control signal; the first control signal is input to the first solenoid valve, and the second control signal is input to the second solenoid valve; The damping valve comprises a first damping valve and a second damping valve; The unloading valve comprises a first unloading valve and a second unloading valve; The first unloading valve is connected to the piston; the second unloading valve is connected to the bottom valve.

3. The device according to claim 2, It is characterized in that The state information includes first state information and second state information; When the relative motion information is greater than a preset value and the state information is the first state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to close, the second control signal controls the second solenoid valve to close, and the hydraulic oil in the oil storage chamber flows through the first damping valve; If the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to close, the second control signal controls the second solenoid valve to close, and the hydraulic oil flows through the first damping valve and the second damping valve; the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve; When the first solenoid valve is closed, and when the second solenoid valve is switched from closed to open, the hydraulic oil flows through the first damping valve, the second damping valve and the second solenoid valve, and then flows to the oil storage chamber, with the maximum damping value decreasing to zero damping; When the actual damping force reaches the required unloading force, the first unloading valve is turned on, and the hydraulic oil in the oil storage chamber flows to the rodless chamber.

4. The device according to claim 2, It is characterized in that When the relative motion information is greater than a preset value and the state information is the second state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil flows through the first damping valve; If the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to be closed, the second control signal controls the second solenoid valve to be closed, the hydraulic oil flows through the first damping valve and the second damping valve, and then flows to the oil storage chamber, and the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve; When the first solenoid valve is closed and the second solenoid valve is turned from closed to open, the hydraulic oil flows through the first damping valve, the second damping valve and the second solenoid valve, and then flows to the oil storage chamber, with the maximum damping value reaching zero damping; When the actual damping force reaches the required unloading force, the second unloading valve is turned on, and the hydraulic oil in the rodless chamber overflows into the oil storage chamber.

5. The device according to claim 1, It is characterized in that The solenoid valve includes a first solenoid valve and a second solenoid valve; the control signal includes a first control signal and a second control signal; the first control signal is input to the first solenoid valve, and the second control signal is input to the second solenoid valve; The damping valve comprises a first damping valve, a second damping valve and a third damping valve; the third damping valve and the second solenoid valve are connected in series; The unloading valve comprises a first unloading valve and a second unloading valve; The first unloading valve is connected to the piston; the second unloading valve is connected to the bottom valve.

6. The device according to claim 5, It is characterized in that When the relative motion information is greater than a preset value and the state information is the first state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil in the oil storage chamber flows through the first damping valve; the hydraulic oil flows out of the liquid storage chamber; If the variable damping instruction requires large damping, the first control signal controls the first solenoid valve to be turned on, and the second control signal controls the second solenoid valve to be turned on, and the hydraulic oil flows through the first damping valve and the second damping valve and then flows out of the liquid storage chamber; the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve; If the variable damping instruction requires small damping, the first control signal controls the first solenoid valve to be turned on, and when the second control signal controls the second solenoid valve to be turned on, the hydraulic oil flows through the first damping valve, the second damping valve and the third damping valve, and then flows out of the liquid storage chamber; the actual damping force is the parallel value of the damping value of the first damping valve and the damping value of the third damping valve; When the actual damping force reaches the required unloading force, the first unloading valve is turned on, and the hydraulic oil in the oil storage chamber flows to the rodless chamber.

7. The device according to claim 5, It is characterized in that When the relative motion information is greater than a preset value and the state information is the second state information, if the variable damping instruction requires the original passive damping value, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned off, and the hydraulic oil flows through the first damping valve; the hydraulic oil flows to the liquid storage chamber; If the variable damping instruction requires variable damping, the first control signal controls the first solenoid valve to be closed, the second control signal controls the second solenoid valve to be closed, the hydraulic oil flows through the first damping valve and the second damping valve, and then flows to the oil storage chamber, and the actual damping force is the sum of the damping value of the first damping valve and the damping value of the second damping valve; If the variable damping instruction requires small damping, the first control signal controls the first solenoid valve to be turned on, the second control signal controls the second solenoid valve to be turned on, the hydraulic oil flows through the first damping valve, the second damping valve and the third damping valve, and then flows to the oil storage chamber, and the actual damping force is the parallel value of the damping value of the first damping valve and the damping value of the third damping valve; When the actual damping force reaches the required unloading force, the second unloading valve is turned on, and the hydraulic oil in the rodless chamber overflows into the oil storage chamber.

8. The device according to any one of claims 2 to 7, It is characterized in that The first state information is a stretched state, and the second state information is a compressed state.

9. A vibration reduction method based on a secondary lateral damping adjustable hydraulic shock absorber device for a rail vehicle, It is characterized in that The rail vehicle secondary lateral damping adjustable oil pressure shock absorber device comprises a shock absorber body, a valve block component and a controller; a piston, a bottom valve, a working cylinder and an oil storage chamber are arranged inside the shock absorber body; an unloading valve is arranged on the piston and the bottom valve; the valve block component is provided with a solenoid valve, a damping valve and a valve seat; the method comprises: The controller obtains the relative motion information of the piston and the state information of the shock absorber body; After receiving the variable damping instruction from the vehicle main controller, generating a control signal according to the relative motion information, the state information and the variable damping instruction; The control signal is sent to the solenoid valve to control the opening or closing of the solenoid valve. When the solenoid valve is opened or closed, the hydraulic oil in the working cylinder flows, causing the damping valve to be opened or closed, and when the actual damping force reaches the unloading force, the unloading valve is automatically opened.

10. A rail vehicle secondary lateral damping adjustable oil pressure shock absorber system, It is characterized in that The system comprises a car body, a bogie and one or two rail vehicle secondary lateral damping adjustable oil pressure shock absorber devices as described in any one of claims 1-8.

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