Gear setting method for external ADS valve type damping-adjustable anti-snaking shock absorber

Abstract

The invention relates to the technical field of rail vehicle shock absorbers, in particular to a gear setting method of an external ADS valve type damping-adjustable anti-snaking shock absorber, by adopting the gear setting method disclosed by the invention, the optimal working gear of the shock absorber under different working conditions can be calculated according to detected data, and the optimal working gear can be adjusted according to the detected data. The method provided by the invention is suitable for urban rail trains, urban motor train units and high-speed motor train units adopting the external ADS valve type damping adjustable anti-snaking shock absorbers.

Description

Technical Field

[0001] The invention relates to the technical field of rail vehicle shock absorbers, in particular to a gear setting method for an external ADS valve type damping adjustable anti-snaking shock absorber. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] With the increase of running speed, the running safety and stability of high-speed trains are the most important aspects of vehicle design. The main factors affecting the running stability of high-speed trains include wheel tread, axle box positioning stiffness and anti-snaking dampers. Among them, anti-snaking dampers are key components for increasing the critical speed of trains and achieving high-speed operation. They play a decisive role in the running stability of trains and have an important impact on the safety of curve passing.

[0004] The anti-snaking damper is arranged longitudinally between the left and right sides of the train body and the bogie, generating a rotational resistance torque on both, thereby suppressing the snaking motion of the vehicle. The parameter selection of the anti-snaking damper needs to take into account both the running stability of the vehicle and the safety of passing through curves. If the damping of the anti-snaking damper is insufficient, the critical speed of the train will be reduced, which may cause snaking instability when the train is running at high speed, seriously affecting the running safety; if the damping is too large, the rotational resistance torque between the car body and the bogie is too large, which will cause the wheel angle of attack and the wheel-rail lateral force to be too large, reducing the curve passing performance of the train and increasing the wear of the wheels and rails.

[0005] Once a traditional anti-snaking shock absorber is designed, the damping is basically fixed. In order to improve the adaptability of trains to different line environments and balance the contradiction between running stability and curve passability, domestic and foreign manufacturers have designed a variety of shock absorbers with adjustable damping. According to the working principle, adjustable damping shock absorbers can be divided into three categories: (1) liquid viscosity adjustable shock absorber, (2) throttle area adjustable shock absorber, and (3) external damping control valve shock absorber.

[0006] The damping shock absorber with adjustable damping fluid viscosity replaces the oil in the general shock absorber with a suspension whose viscosity can change with changes in external conditions. This method can control the viscosity of the oil in real time according to changes in the line environment, thereby changing the damping force in real time. In theory, this type of shock absorber can obtain the best damping force at any time for the vehicle, thereby obtaining the best stability and safety of the vehicle's driving, but the internal suspension is unstable and there are many research and development difficulties. According to the type of suspension, it can generally be divided into two categories: electrorheological fluid and magnetorheological fluid shock absorbers.

[0007] The throttle area adjustable damping shock absorber controls the throttle area and then controls the damping force through a rotary valve or a sliding valve structure. The structures of the rotary valve, sliding valve and power source are quite complex, and the processing precision is high and the cost is also high. The electrorheological fluid shock absorber is filled with electrorheological fluid in the compression chamber, the recovery chamber and the compensation chamber, and the voltage on the inner and outer cylinders is changed to change the electric field strength inside the shock absorber, thereby changing the oil viscosity and finally achieving the purpose of adjusting the damping. The magnetorheological shock absorber uses electromagnetic reaction to monitor the vehicle status in real time through sensors, transmits data to the system for analysis, and accurately adjusts the state of the magnetorheological fluid in the shock absorber according to the operating environment to achieve the purpose of precise and controllable damping. The magnetorheological shock absorber can reach a response speed of 1000 times / second, which is the fastest response speed among all damping adjustable shock absorbers, but the cost is also the highest. The suspension inside the electrorheological fluid or magnetorheological fluid shock absorber is unstable and difficult to control, the control algorithm is quite complex and cumbersome, and the production cost is high.

[0008] The external ADS valve type adjustable damping shock absorber consists of two parts, one is the shock absorber main cylinder, whose structure is somewhat similar to the double-tube hydraulic shock absorber, and the other is the external ADS valve, which connects the upper and lower chambers of the shock absorber main cylinder. The valve system structural parameters on the piston assembly are fixed, and the damping force formed is also fixed, while the shock absorber damping force is adjusted by the external ADS valve. The core component is the solenoid valve. The current determines the position of the magnetic slider of the solenoid valve. The position of the magnetic slider determines the flow of the oil, thereby determining the change in the size of the shock absorber damping. The response speed of this type of shock absorber is slower than that of the magnetorheological shock absorber, and can generally reach a response speed of 100 times / second, but the cost is much lower.

[0009] At present, all trains running at speeds above 200km / h at home and abroad are equipped with anti-snaking shock absorbers, and most of them are fixed damping shock absorbers. Foreign anti-snaking shock absorber manufacturers include KONI shock absorber in the Netherlands, ZF in Germany, KYB shock absorber in Japan, and DISPEN shock absorber in France. Domestic anti-snaking shock absorber manufacturers mainly include Shandong Lingborui Rail Transit Technology Co., Ltd., Zhuzhou Liancheng Group Shock Absorber Co., Ltd., Zhuhai Yecheng Rail Transit Equipment Technology Co., Ltd., Shenzhen CRRC Yecheng Industrial Co., Ltd., etc. Domestic units that study anti-snaking shock absorber system control mainly include: CRRC Qingdao Sifang Locomotive and Rolling Stock Co., Ltd., CRRC Changchun Railway Vehicles Co., Ltd., Southwest Jiaotong University, etc. However, the invention patent related to "external ADS valve damping adjustable anti-snaking shock absorber" does not involve the relevant technical disclosure of the damping gear control method. Summary of the invention

[0010] The purpose of the present invention is to provide a gear setting method for an external ADS valve damping adjustable anti-snaking shock absorber, which is used to solve the technical problem that the serpentine shock absorber in the prior art has poor vehicle curve passing performance and running stability due to mismatch of working gears.

[0011] To achieve the above object, the present invention provides the following technical solutions: A method for setting the gear position of an external ADS valve type damping adjustable anti-snaking shock absorber, the method comprising the following steps: S1. Install sensors at corresponding positions of the bogie and wheelset, conduct full-line test or full-vehicle simulation test, and collect test data of all working conditions; S2. Calculate the left and right wheel-rail vertical forces, axle lateral forces, and axle derailment coefficients corresponding to the two wheelsets of the bogie under all working conditions; S3, performing band-pass filtering on the bogie lateral acceleration data of each working condition collected in step S1, finding out six consecutive maximum peaks in each working condition after filtering, and calculating the average of the six peaks; S4, calculating the minimum value of the bogie lateral acceleration mean value, the minimum axle lateral force of each of the two wheelsets, the minimum axle derailment coefficient of each of the two wheelsets, and the corresponding shock absorber gear position labels; S5. Calculate the optimal working gear of the shock absorber.

[0012] Furthermore, in step S1, the test data is: the vertical vibration acceleration of the first wheel to the left and right wheels α w1LZ and α w1RZ and lateral vibration acceleration α w1Ly and α w1Ry , the vertical vibration acceleration of the second wheel on the left and right wheels α w2LZ and α w2RZ and lateral vibration acceleration α w2Ly and α w2Ry , the vertical vibration acceleration of the upper frame of the bogie frame primary suspension α t1LZ , α t1RZ , α t2LZ , α t2RZ and lateral vibration acceleration α t1Ly , α t1Ry , αt2Ly and α t2Ry , lateral displacement between the first wheelset and the bogie frame Y tw1L and Y tw1R and vertical displacement Z tw1L and Z tw1R , lateral displacement between the two ends of the second wheelset and the bogie frame Y tw2L and Y tw2R and vertical displacement Z tw2L and Z tw2R , the longitudinal displacement between the anti-snaking damper installation positions at both ends of the bogie frame and the anti-snaking damper installation positions on the car body X s1L and X s1R .

[0013] Furthermore, in step S1, all working conditions include straight section working conditions and curved section working conditions, wherein the number of straight section working conditions is 4, and the straight section test includes 4 gear modes, each working condition should be operated at the highest speed level and the sampling length is ≥20s; the number of curved section working conditions is 4 N Q , among which N Q is the number of curve segments, each curve segment test includes 4 gear modes, and the sampling length of each curve segment includes the complete curve passing time period.

[0014] Furthermore, in step S2, the wheel axle lateral force calculation formula is: ; In the above formula (1), F H1-i is the lateral force of the axle of the first wheelset, in formula (2) F H2-i is the lateral force of the axle of the second wheelset, m w is the mass of the wheelset, α w1Ly and α w1Ry are the lateral vibration acceleration of the first wheel on the left and right wheels, Y tw1L and Y tw1R are the lateral displacements between the two ends of the first wheelset and the bogie frame, Kpy is the lateral stiffness of the primary spring, α w2Ly and α w2Ry are the lateral vibration acceleration of the second wheel on the left and right wheels, Y tw2L and Y tw2R are the lateral displacements between the two ends of the second wheelset and the bogie frame respectively.

[0015] Furthermore, in step S2, the left and right wheel-rail vertical forces are calculated as follows: ; In the above formulas (3)-(6), F V1-i is the vertical wheel-rail force of the left wheel of the first wheel pair, F V2-i is the wheel-rail vertical force of the right wheel of the first wheelset, F V3-i is the vertical wheel-rail force of the left wheel of the second wheelset, F V4-i is the vertical wheel-rail force of the right wheel of the second wheelset, where i =1~4( N Q +1), m w is the mass of the wheelset, G is the static axle weight of the wheelset, K ps is the vertical stiffness of the primary spring, C pz is the damping of a series of vertical shock absorbers. α w1LZ and α w1RZ are the vertical vibration accelerations of the first wheel on the left and right wheels, α w2LZ and α w2RZ are the vertical vibration accelerations of the second wheel on the left and right wheels, Z tw1L and Z tw1R are the vertical displacements between the two ends of the first wheelset and the bogie frame, Z tw2L and Z tw2R are the vertical displacements between the two ends of the second wheelset and the bogie frame, Z ′ tw1L and Z ′ tw1R They areZ tw1L , Z tw1R The first derivative of Z ′ tw2L and Z ′ tw2R They are Z tw2L and Z tw2R The first derivative of l s is the primary suspension spring span, l s2 is the vertical damper span, l c is the span of the left and right wheel-rail contact points, r 0 is the radius of the wheel rolling circle.

[0016] Furthermore, the axle derailment coefficients are respectively: ; In formulas (7) and (8), max(,) means taking the maximum value of the two. F H1-i is the lateral force of the axle of the first wheelset, F H2-i is the lateral force of the axle of the second wheelset, F V1-i is the vertical wheel-rail force of the left wheel of the first wheel pair, F V2-i is the vertical wheel-rail force of the right wheel of the first wheelset, F V3-i is the vertical wheel-rail force of the left wheel of the second wheelset, F V4-i is the vertical wheel-rail force on the right wheel of the second wheelset.

[0017] Furthermore, in step S3, the frequency of the bandpass filter is 0.5 to 10 Hz, and the average of the six peaks is calculated to be P tmean ( j,k ),in j is the line segment, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0018] Further, in step S4, the minimum value of the mean value of the bogie lateral acceleration is obtained from the four gears, namely P tym ( j,k)=min( P tmean ( j,k )) and then the minimum bogie lateral acceleration is obtained P tym ( j,k ) corresponding working gear label g 5 ( j,k ); The minimum RMS values ​​of the lateral forces of the axles of the first and second wheel pairs are F H1rms ( j )and F H2rms ( j ), and the corresponding shock absorber gear position label is g 1 ( j,k ) and g 2 ( j,k ); The minimum axle derailment coefficients of the first and second wheel pairs are D Rmax1 ( j,k )and D Rmax2 ( j,k ), and the corresponding working gear label is g 3 ( j,k ) and g 4 ( j,k ); above j is the line segment, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0019] Further, in step S5, the optimal working gear of the shock absorber is D damper ( j,k ), and its calculation formula is: D damper ( j,k )= round (λ1g 1 +λ2g2+λ3g 3 +λ4g 4 +λ5g 5 ) (9); in, round (.) indicates rounding to an integer, λ5=( P tym ( j,k)) / 8, when λ5<1, set λ1=λ2=λ3=λ4=(1-λ5) / 4; when λ5≥1, set λ5=1 and λ1=λ2=λ3=λ4=0.

[0020] Furthermore, the sensor includes a displacement sensor and an acceleration sensor.

[0021] Compared with the prior art, the technical solution of the present invention has the following beneficial effects: By adopting the gear setting method disclosed in the present invention, the optimal working gear of the shock absorber under different working conditions can be calculated according to the detected data, thereby improving the running stability and curve passing performance of the train. The method of the present invention is suitable for urban rail trains, urban EMUs, and high-speed EMUs that use external ADS valve-type damping adjustable anti-snaking shock absorbers. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a front view of the installation position of the shock absorber of the present invention; Figure 2 A top view of the installation position of the shock absorber of the present invention; Figure 3 It is the structural principle diagram of the shock absorber of the present invention; Figure 4 It is a flow chart of the steps of the gear setting method of the present invention; Figure 5 It is the principle diagram of the sensor installation position of the present invention; Figure 6 This is the force analysis diagram of the first wheel pair of the present invention.

[0023] In the figure, 1, car body; 2, shock absorber body; 3, shock absorber car body mounting seat; 4, bogie; 5, piston rod; 6, cylinder body; 7, recovery chamber; 8, moving piston; 9, bottom valve; 10, floating piston; 11, air chamber; 12, oil storage chamber; 13, compression chamber; 14, ADS valve; 15, first wheel pair; 16, second wheel pair; 17, primary spring. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of 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.

[0025] The drawings are for illustrative purposes only and should not be construed as limiting the present patent; The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments and are not intended to limit the embodiments of the present application. The singular forms "a", "the" and "the" used in the embodiments of the present application and the appended claims are not intended to limit the embodiments of the present application. "The" is also intended to include plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.

[0026] When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0027] In the description of this application, it should be understood that the terms "first", "second", "third", etc. are only used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence, nor can they be understood as indicating or implying relative importance. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0028] In addition, in the description of the present application, unless otherwise specified, "plurality" means two or more. "and / or", Describing the association relationship of associated objects, it means that there can be three kinds of relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0029] In order to solve the limitations of the prior art, this embodiment provides a technical solution, and the technical solution of the present invention is further described below in conjunction with the drawings and embodiments.

[0030] See attached Figure 1-3 The present invention is mainly applicable to urban rail trains, urban trains and high-speed EMUs that use external ADS valve-type damping adjustable anti-snaking shock absorbers. The installation position of the external ADS valve-type damping adjustable anti-snaking shock absorber is shown in the attached Figure 1 and 2 The two ends of the shock absorber body 2 are respectively mounted on the anti-snaking shock absorber body mounting seat 3 of the car body 1 and the mounting seat of the bogie 4. The mounting position of the shock absorber here is consistent with the mounting position of the traditional anti-snaking shock absorber. Therefore, the application range of the present invention is relatively wide and can be applied to the occasions where the traditional anti-snaking shock absorber is used in the market. The basic structure of the external ADS valve damping adjustable anti-snaking shock absorber is shown in the attached Figure 3 The shock absorber is mainly composed of a piston rod 5, a cylinder body 6, a restoring chamber 7, a movable piston 8, a bottom valve 9, a floating piston 10, an air chamber 11, an oil storage chamber 12, a compression chamber 13 and an external ADS valve 14. Since two solenoid valves are installed inside the ADS valve 14, there are four combinations of switch states of the two solenoid valves, so four different switch states can be generated, that is, four different working gears can be generated, thereby outputting four different dampings. In the project, the working gear of the ADS valve 14 needs to be reasonably set according to the actual situation, so as to improve the running stability and curve passing performance of the train.

[0031] See attached Figure 4 , a gear setting method of an external ADS valve type damping adjustable anti-snaking shock absorber, the method comprising the following steps: S1. Install sensors at corresponding positions of the bogie 4 and the wheelset. The sensors include displacement sensors and acceleration sensors. Perform a full-line test or a full-vehicle simulation test to collect test data of all working conditions. Specifically, the two wheelsets of the bogie 4 are the first wheelset 15 (corresponding to the front wheels) and the second wheelset 16 (corresponding to the rear wheels). For the installation positions of the sensors and the corresponding collected test data, see Attachment 1. Figure 5 , vertical two-axis acceleration sensors and lateral two-axis acceleration sensors are installed on the left and right axle boxes of the first wheel pair 15, i.e., points p8 and p9, respectively, to collect the vertical vibration acceleration of the left and right wheels of the first wheel pair 15. α w1LZ and α w1RZ and lateral vibration acceleration α w1Ly and α w1Ry ; Vertical two-axis acceleration sensors and lateral two-axis acceleration sensors are installed on the axle boxes on the left and right sides of the second wheel pair 16, namely points p1 and p16, respectively, to collect the vertical vibration acceleration of the left and right wheels of the second wheel pair 16 α w2LZ and α w2RZ and lateral vibration acceleration α w2Ly and α w2Ry ; Install vertical two-axis acceleration sensors and lateral two-axis acceleration sensors at four points p2, p7, p10 and p15 on the frame above the primary suspension of the bogie 4, which correspond to the corresponding positions at the two ends of the first wheel pair 15 and the second wheel pair 16, and collect the vertical vibration acceleration above the primary suspension of the bogie 4 frame α t1LZ , α t1RZ , α t2LZ, α t2RZ and lateral vibration acceleration α t1Ly , α t1Ry , α t2Ly and α t2Ry ; Displacement sensors are installed between the first wheel pair 15 and the bogie 4 at both ends, between the suspension points p7 and p8, and between the points p9 and p10, and the lateral displacement between the first wheel pair 15 and the bogie 4 frame is collected. Y tw1L and Y tw1R and vertical displacement Z tw1L and Z tw1R Displacement sensors are installed between the two ends of the second wheel pair 16 and the bogie 4, between the suspension points p1 and p2, and between the points p15 and p16, to collect the lateral displacement between the two ends of the second wheel pair 16 and the bogie 4 frame. Y tw2L and Y tw2R and vertical displacement Z tw2L and Z tw2R ; Displacement sensors are installed between the anti-snaking damper nodes p4 and p5 and between p12 and p13 as shown in the figure to collect the longitudinal displacement between the anti-snaking damper installation positions at the left and right ends of the bogie 4 frame and the anti-snaking damper installation positions of the car body X s1L and X s1R , All working conditions in the present invention include straight section working conditions and curved section working conditions, among which the number of straight section working conditions is 4, and the straight section test includes 4 gear modes. Each working condition should be operated at the highest speed level and the sampling length is ≥ 20s. It can be understood here that the highest speed level is the maximum speed allowed when the train travels on this section; the number of curved section working conditions is 4 N Q , among which N Q is the number of curve sections. Each curve section test includes 4 gear modes. The sampling length of each curve section includes the complete curve passing time period. It can be understood here that starting from the starting point, each time a curve section is passed, the test data of 4 gears must be collected. Therefore, the number of curve section working conditions is 4. N Q , it can be seen that the number of all working conditions is 4 ( N Q+1).

[0032] S2. Calculate the left and right wheel-rail vertical forces, wheel axle lateral forces, and wheel axle derailment coefficients corresponding to the two wheel pairs of the bogie 4 under all working conditions; according to the left and right contact point force balance and moment balance equations, see Appendix Figure 6 , the specific calculation steps are as follows: The calculation formula of wheel axle lateral force is: ; In the above formula (1), F H1-i is the lateral force of the axle of the first wheel pair 15, in formula (2): F H2-i is the lateral force of the axle of the second wheelset 16, m w is the mass of the wheelset, α w1Ly and α w1Ry are the lateral vibration accelerations of the left and right wheels of the first wheel pair 15, Y tw1L and Y tw1R are the lateral displacements between the two ends of the first wheel pair 15 and the bogie 4 frame, K py is the lateral stiffness of the primary spring 17, α w2Ly and α w2Ry are the lateral vibration accelerations of the left and right wheels of the second wheel pair 16, Y tw2L and Y tw2R They are the lateral displacements between the two ends of the second wheel set 16 and the bogie 4 frame respectively.

[0033] The calculation formula for the left and right wheel-rail vertical forces is: ; In the above formulas (3)-(6), F V1-i is the vertical wheel-rail force of the left wheel of the first wheel pair 15, F V2-i is the vertical wheel-rail force of the right wheel of the first wheel pair 15, F V3-i is the vertical wheel-rail force of the left wheel of the second wheel pair 16, F V4-i is the vertical wheel-rail force of the right wheel of the second wheel pair 16, where i =1~4( N Q +1), m wis the mass of the wheelset, G is the static axle weight of the wheelset, K ps is the vertical stiffness of the primary spring, C pz is the damping of a series of vertical shock absorbers. α w1LZ and α w1RZ are the vertical vibration accelerations of the left and right wheels of the first wheel pair 15, α w2LZ and α w2RZ are the vertical vibration accelerations of the left and right wheels of the second wheel pair 16, Z tw1L and Z tw1R are the vertical displacements between the two ends of the first wheelset 15 and the bogie 4 frame, Z tw2L and Z tw2R are the vertical displacements between the two ends of the second wheelset 16 and the bogie 4 frame, Z ′ tw1L and Z ′ tw1R They are Z tw1L , Z tw1R The first derivative of Z ′ tw2L and Z ′ tw2R They are Z tw2L and Z tw2R The first derivative of l s is the primary suspension spring span, l s2 is the vertical damper span, l c is the span of the left and right wheel-rail contact points, r 0 is the radius of the wheel rolling circle.

[0034] The axle derailment coefficients are: ; In formulas (7) and (8), max(,) means taking the maximum value of the two. D H1-i is the axle derailment coefficient of the first wheelset 15, D H2-iis the axle derailment coefficient of the second wheelset 16, F H1-i is the lateral force of the axle of the first wheelset 15, F H2-i is the lateral force of the axle of the second wheelset 16, F V1-i is the vertical wheel-rail force of the left wheel of the first wheel pair 15, F V2-i is the vertical wheel-rail force of the right wheel of the first wheel pair 15, F V3-i is the vertical wheel-rail force of the left wheel of the second wheel pair 16, F V4-i is the wheel-rail vertical force of the right wheel of the second wheel pair 16.

[0035] S3, band-pass filtering is performed on the lateral acceleration data of the bogie 4 under each working condition collected in step S1, and the six consecutive maximum peaks under each working condition after filtering are found and the average of the six peaks is calculated; specifically, the frequency of the band-pass filtering is 0.5-10 Hz, and the six consecutive maximum peaks refer to a total of six peaks including the maximum peak and the five consecutive peaks thereafter, and the average of the six peaks is calculated to be P tmean ( j,k ),in j is the line segment, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0036] S4, calculate the minimum value of the mean lateral acceleration of the bogie 4, the minimum axle lateral force of each of the two wheelsets, the minimum axle derailment coefficient of each of the two wheelsets and the corresponding shock absorber gear labels; specifically, the minimum value of the mean lateral acceleration of the bogie 4 is obtained from the four gears, namely, P tym ( j,k )=min( P tmean ( j,k )) and then the minimum bogie 4 lateral acceleration is obtained P tym ( j,k ) corresponding working gear label g 5 ( j,k ), for example, when j=5, k=3, g 5 ( j,k ) indicates that the train is running on the 5th line section, and when the shock absorber is set to gear 3, the lateral vibration acceleration of the bogie 4 is the smallest; The minimum root mean square values ​​of the lateral forces of the first wheel pair 15 and the second wheel pair 16 are F H1rms ( j )and F H2rms ( j ), and the corresponding shock absorber gear position label is g 1 ( j,k ) and g 2 ( j,k ); The minimum axle derailment coefficients of the first wheel pair 15 and the second wheel pair 16 are D Rmax1 ( j,k )and D Rmax2 ( j,k ), and the corresponding working gear label is g 3 ( j,k ) and g 4 ( j,k ); above j is the line segment, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0037] S5. Calculate the optimal working gear of the shock absorber.

[0038] The best working position of the shock absorber is D damper ( j,k ), and its calculation formula is: D damper ( j,k )= round (λ1g 1 +λ2g2+λ3g 3 +λ4g 4 +λ5g 5 ) (9); in, round (.) indicates rounding to an integer, λ5=( P tym ( j,k)) / 8, when λ5<1, set λ1=λ2=λ3=λ4=(1-λ5) / 4; when λ5≥1, set λ5=1 and λ1=λ2=λ3=λ4=0. This formula takes into account the axle lateral force of the first wheel pair 15 and the second wheel pair 16, the axle derailment coefficient of the first wheel pair 15 and the second wheel pair 16, and the lateral vibration acceleration of the bogie 4. The five factors are weighted and calculated to obtain the best working gear. It should be pointed out that when the lateral vibration acceleration of the bogie 4 is less than 8m / s 2 The closer its value is to 8m / s 2 ,λ5=( P tym ( j,k )) / 8 has a higher weighted proportion; when the lateral vibration acceleration of the bogie 4 is greater than or equal to 8m / s 2 According to GB∕T5599-2019 Specification for Evaluation and Test of Locomotive and Rolling Stock Dynamics Performance, bogie 4 is judged to be unstable. At this time, λ5 is set to 1 and λ1=λ2=λ3=λ4=0, that is, the lateral acceleration of bogie 4 becomes the decisive factor for gear setting.

[0039] The following is the calculation and verification results of the optimal gear position of the external ADS valve damping adjustable anti-snaking shock absorber under typical road operating conditions.

[0040] The calculation results of the gear setting of the external ADS valve damping adjustable anti-snaking shock absorber in the typical line section are shown in Table 1. When running in a straight section, the shock absorber gear setting should be 4 gears; when running in a curve section of less than 1000 meters, the shock absorber gear should be set to 1 gear; when running in a curve section of 3500, 4000, 4500, and 5000 meters, the shock absorber gear should be set to 3 gears; when running in a curve section of more than 5000 meters, the shock absorber gear should be set to 4 gears.

[0041] Table 1 Calculation results of the gear position of the external ADS valve-type adjustable damping anti-snaking shock absorber on a typical line section

[0042] Table 2 gives a comparison of the dynamic performance evaluation indicators of the train when the shock absorber is in different gears when the train is running on a typical curved section (400m radius, 8000m radius).

[0043] Table 2 Comparison of kinetic evaluation indicators

[0044] When the train is running on a 400-meter curved section, the calculated optimal gear is 1st gear. From the comparison of dynamic evaluation indicators, it can be seen that the three indicators of wheel axle lateral force, wheel axle derailment coefficient, and bogie 4 lateral acceleration are all at their minimum values ​​at gear 1. The wheel axle lateral force is the smallest at gear 1 (16.9KN), indicating that the train has the best curve passability and the smallest force (damage) on the track at this gear; the wheel axle derailment coefficient is the smallest at gear 1 (0.28), indicating that the train has the smallest derailment risk at this gear; the bogie 4 lateral acceleration is the smallest at gear 1 (0.51m / s 2 ), indicating that the snaking stability of the train is the best in this gear. Therefore, the three indicators are at their best values ​​in gear 1, indicating that the calculation results are correct.

[0045] When the train runs on a curved section of 8,000 meters, the calculated optimal gear is 4th gear. From the comparison of dynamic evaluation indicators, it can be seen that the three indicators of wheel axle lateral force, wheel axle derailment coefficient, and bogie 4 lateral acceleration are all minimum at gear 4. The wheel axle lateral force is the smallest at gear 4 (29.15KN), indicating that the train has the best curve passability and the smallest force (damage) on the track at this gear; the wheel axle derailment coefficient is the smallest at gear 4 (0.69), indicating that the train has the smallest derailment risk at this gear; the bogie 4 lateral acceleration is the smallest at gear 4 (2.12m / s 2 ), indicating that the snaking stability of the train is the best in this gear. Therefore, the three indicators are at their best values ​​in gear 4, indicating that the calculation results are correct.

[0046] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for setting the gear position of an external ADS valve type damping adjustable anti-snaking shock absorber, characterized in that: The method comprises the following steps: S1. Install sensors at corresponding positions of the bogie and wheelset, conduct full-line test or full-vehicle simulation test, and collect test data of all working conditions; S2. Calculate the left and right wheel-rail vertical forces, axle lateral forces, and axle derailment coefficients corresponding to the two wheel sets of the bogie under all working conditions; S3, performing bandpass filtering on the bogie lateral acceleration data of each working condition collected in step S1, finding out six consecutive maximum peaks in each working condition after filtering, and calculating the average of the six peaks; S4, calculating the minimum value of the bogie lateral acceleration mean value, the minimum axle lateral force of each of the two wheelsets, the minimum axle derailment coefficient of each of the two wheelsets, and the corresponding shock absorber gear position labels; S5. Calculate the optimal working gear of the shock absorber.

2. The gear setting method of the external ADS valve type adjustable damping anti-snaking shock absorber according to claim 1 is characterized in that: In step S1, the test data is: the vertical vibration acceleration of the first wheel to the left and right wheels α w1LZ and α w1RZ and lateral vibration acceleration α w1Ly and α w1Ry , the vertical vibration acceleration of the second wheel on the left and right wheels α w2LZ and α w2RZ and lateral vibration acceleration α w2Ly and α w2Ry , the vertical vibration acceleration of the upper frame of the bogie frame primary suspension α t1LZ , α t1RZ , α t2LZ , α t2RZ and lateral vibration acceleration α t1Ly , α t1Ry , α t2Ly and α t2Ry , lateral displacement between the first wheelset and the bogie frame Y tw1L and Y tw1R and vertical displacement Z tw1L and Z tw1R , lateral displacement between the two ends of the second wheelset and the bogie frame Y tw2L and Y tw2R and vertical displacement Z tw2L and Z tw2R , the longitudinal displacement between the anti-snaking damper installation positions at the left and right ends of the bogie frame and the anti-snaking damper installation positions on the car body X s1L and X s1R .

3. The gear setting method of the external ADS valve type damping adjustable anti-snaking shock absorber according to claim 2 is characterized in that: In step S1, all working conditions include straight segment working conditions and curved segment working conditions, wherein the number of straight segment working conditions is 4, and the straight segment test includes 4 gear modes, each working condition should be operated at the highest speed level and the sampling length should be ≥20s; The number of curve segment conditions is 4 N Q , among which N Q is the number of curve segments, each curve segment test includes 4 gear modes, and the sampling length of each curve segment includes the complete curve passing time period.

4. The gear setting method of the external ADS valve type damping adjustable anti-snaking shock absorber according to claim 3 is characterized in that: In step S2, the wheel axle lateral force calculation formula is: ； In the above formula (1), F H1-i is the lateral force of the axle of the first wheelset, in formula (2) F H2-i is the lateral force of the axle of the second wheelset, m w is the mass of the wheelset, α w1Ly and α w1Ry are the lateral vibration acceleration of the first wheel on the left and right wheels, Y tw1L and Y tw1R are the lateral displacements between the two ends of the first wheelset and the bogie frame, K py is the lateral stiffness of the primary spring, α w2Ly and α w2Ry are the lateral vibration acceleration of the second wheel on the left and right wheels, Y tw2L and Y tw2R are the lateral displacements between the two ends of the second wheelset and the bogie frame respectively.

5. The gear setting method of the external ADS valve type damping adjustable anti-snaking shock absorber according to claim 4 is characterized in that: In step S2, the left and right wheel-rail vertical forces are calculated as follows: ； In the above formulas (3)-(6), F V1-i is the vertical wheel-rail force of the left wheel of the first wheel pair, F V2-i is the wheel-rail vertical force of the right wheel of the first wheelset, F V3-i is the vertical wheel-rail force of the left wheel of the second wheelset, F V4-i is the vertical wheel-rail force of the right wheel of the second wheelset, where i =1~4( N Q +1), m w is the mass of the wheelset, G is the static axle weight of the wheelset, K ps is the vertical stiffness of the primary spring, C pz is the damping of a series of vertical shock absorbers. α w1LZ and α w1RZ are the vertical vibration accelerations of the first wheel on the left and right wheels, α w2LZ and α w2RZ are the vertical vibration accelerations of the second wheel on the left and right wheels, Z tw1L and Z tw1R are the vertical displacements between the two ends of the first wheelset and the bogie frame, Z tw2L and Z tw2R are the vertical displacements between the two ends of the second wheelset and the bogie frame, Z ′ tw1L and Z ′ tw1R They are Z tw1L , Z tw1R The first derivative of Z ′ tw2L and Z ′ tw2R They are Z tw2L and Z tw2R The first derivative of l s is the primary suspension spring span, l s2 is the vertical damper span, l c is the span of the left and right wheel-rail contact points, r 0 is the radius of the wheel rolling circle.

6. The gear setting method of the external ADS valve type damping adjustable anti-snaking shock absorber according to claim 5 is characterized in that: The axle derailment coefficients are: ； In formulas (7) and (8), max(,) means taking the maximum value of the two. F H1-i is the lateral force of the axle of the first wheelset, F H2-i is the lateral force of the axle of the second wheelset, F V1-i is the vertical wheel-rail force of the left wheel of the first wheel pair, F V2-i is the wheel-rail vertical force of the right wheel of the first wheelset, F V3-i is the vertical wheel-rail force of the left wheel of the second wheelset, F V4-i is the vertical wheel-rail force on the right wheel of the second wheelset.

7. The method for setting the gear position of an external ADS valve type adjustable damping anti-snaking shock absorber according to claim 6, characterized in that: In step S3, the frequency of the bandpass filter is 0.5 to 10 Hz, and the average of the six peaks is calculated to be P tmean ( j, k ),in j is the line segment, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

8. The method for setting the gear position of an external ADS valve type damping adjustable anti-snaking shock absorber according to claim 7, characterized in that: In step S4, the minimum value of the mean value of the bogie lateral acceleration is obtained from the four gears, namely P tym ( j,k )=min( P tmean ( j,k )) and then the minimum bogie lateral acceleration is obtained P tym ( j,k ) corresponding working gear label g 5 ( j, k ); The minimum RMS values ​​of the lateral forces of the axles of the first and second wheel pairs are F H1rms ( j )and F H2rms ( j ), and the corresponding shock absorber gear position label is g 1 ( j,k ) and g 2 ( j,k ); The minimum axle derailment coefficients of the first and second wheel pairs are D Rmax1 ( j,k )and D Rmax2 ( j,k ), and the corresponding working gear label is g 3 ( j,k ) and g 4 ( j,k ); above j is the line segment, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

9. The gear setting method of the external ADS valve type damping adjustable anti-snaking shock absorber according to claim 8, characterized in that: In step S5, the optimal working gear of the shock absorber is D damper ( j,k ), and its calculation formula is: D damper ( j,k )= round (λ1g) 1 +λ2g2+λ3g 3 +λ4g 4 +λ5g 5 ) (9); in, round (.) indicates rounding to an integer, λ5=( P tym ( j,k )) / 8, when λ5<1, set λ1=λ2=λ3=λ4=(1-λ5) / 4; when λ5≥1, set λ5=1 and λ1=λ2=λ3=λ4=0.

10. The gear setting method of an external ADS valve type damping adjustable anti-snaking shock absorber according to claim 9, characterized in that: The sensor includes a displacement sensor and an acceleration sensor.

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