A gear setting method for an external ADS valve type damping adjustable anti-snaking shock absorber

Abstract

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

Description

Technical Field

[0001] The present 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] As operating speeds increase, the operational safety and stability of high-speed trains are paramount in vehicle design. Key factors influencing high-speed train stability include wheel treads, axlebox positioning stiffness, and anti-snaking dampers. Anti-snaking dampers are crucial components for increasing critical train speeds and achieving high-speed operation. They play a decisive role in train stability and significantly impact curve safety.

[0004] Anti-snaking dampers are arranged longitudinally between the train body and the left and right sides of the bogie, generating a rotational resistance torque on both, thereby suppressing the vehicle's snaking motion. The parameter selection of the anti-snaking dampers must balance the vehicle's operational stability and safety in curves. If the damping of the anti-snaking dampers is insufficient, the train's critical speed will be reduced, potentially causing snaking instability during high-speed operation, seriously impacting operational safety. If the damping is too high, the rotational resistance torque between the car body and bogie will be excessive, resulting in excessive wheel-to-rail angles and lateral wheel-rail forces, reducing the train's curve performance and increasing wheel and rail wear.

[0005] Once a traditional anti-snaking shock absorber is designed, its damping is essentially fixed. To improve the train's adaptability to different line environments and balance the contradiction between operational stability and curve maneuverability, domestic and foreign manufacturers have designed a variety of shock absorbers with adjustable damping. Adjustable damping shock absorbers can be divided into three categories based on their working principles: (1) shock absorbers with adjustable liquid viscosity, (2) shock absorbers with adjustable throttle area, and (3) shock absorbers with external damping control valves.

[0006] Vibration dampers with adjustable fluid viscosity replace the conventional damper oil with a suspension whose viscosity changes with external conditions. This method allows for real-time control of the oil viscosity and, consequently, the damping force, based on changes in the line environment. In theory, these dampers can achieve the optimal damping force at any given moment, thereby ensuring optimal vehicle stability and safety. However, the internal suspension is unstable, presenting significant development challenges. Suspension types can generally be categorized into two types: electrorheological fluid and magnetorheological fluid.

[0007] Adjustable-throttle-area dampers use rotary or spool valves to control the throttle area, and thus the damping force. However, the structures of these valves, spool valves, and power sources are complex, requiring high machining precision and cost. Electrorheological fluid (ERF) shock absorbers fill the compression, restoring, and compensation chambers with ERF. By varying the voltage across the inner and outer cylinders, the internal electric field strength of the shock absorber is altered, thereby changing the oil viscosity and ultimately adjusting the damping. Magnetorheological shock absorbers utilize electromagnetic reactions. Sensors monitor vehicle status in real time, transmitting this data to a system for analysis. The state of the MRF in the shock absorber is precisely adjusted based on the operating environment, achieving precise and controllable damping. MR shock absorbers can achieve a response speed of 1000 times per second, the fastest of all currently available adjustable-damping shock absorbers, but also the highest cost. The suspension within ERF or MRF shock absorbers is unstable and difficult to control, resulting in complex and cumbersome control algorithms and high manufacturing costs.

[0008] An external ADS valve-type adjustable damping shock absorber consists of two parts: the shock absorber main cylinder, whose structure is somewhat similar to that of a double-tube hydraulic shock absorber, and 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 it forms is also fixed, while the shock absorber damping force is adjusted via the external ADS valve. The core component is the solenoid valve. The current determines the position of the solenoid valve's magnetic slider, and the position of the magnetic slider determines the oil flow rate, thereby determining the magnitude of the shock absorber's damping. This type of shock absorber has a slower response speed than magnetorheological shock absorbers, generally reaching a response speed of 100 times per second, but the cost is much lower.

[0009] Currently, all trains operating at speeds exceeding 200 km / h, both domestically and internationally, are equipped with anti-snaking dampers, most of which are fixed-damping dampers. Foreign anti-snaking damper manufacturers include KONI (Netherlands), ZF (Germany), KYB (Japan), and DISPEN (France). Domestic anti-snaking damper manufacturers include Shandong Lingborui Rail Transit Technology Co., Ltd., Zhuzhou Liancheng Group Shock Absorber Co., Ltd., Zhuhai Yecheng Rail Transit Equipment Technology Co., Ltd., and Shenzhen CRRC Yecheng Industrial Co., Ltd. Domestic institutions researching anti-snaking damper system control include CRRC Qingdao Sifang Locomotive and Rolling Stock Co., Ltd., CRRC Changchun Railway Vehicles Co., Ltd., and Southwest Jiaotong University. However, the invention patent related to the "external ADS valve-type adjustable damping anti-snaking damper" does not disclose any related technical information regarding damping level control methods. Summary of the Invention

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

[0011] To achieve the above object, the present invention provides the following technical solutions:

[0012] 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:

[0013] S1. Install sensors at corresponding positions on the bogie and wheelset, conduct full-line test or full-vehicle simulation test, and collect test data for all working conditions;

[0014] 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;

[0015] S3, performing band-pass filtering on the bogie lateral acceleration data of each working condition collected in step S1, finding six consecutive maximum peaks in each working condition after filtering, and calculating the average of the six peaks;

[0016] S4. Calculate the minimum value of the bogie lateral acceleration mean, 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;

[0017] S5. Calculate the optimal working position of the shock absorber.

[0018] 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 , Vertical vibration acceleration of the upper frame of the bogie frame primary suspension α t1LZ 、 α t1RZ 、 α t2LZ 、 α t2RZand 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 position at both ends of the bogie frame and the anti-snaking damper installation position on the car body X s1L and X s1R .

[0019] 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 run 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. The sampling length of each curve segment includes the complete curve passing time period.

[0020] Furthermore, in step S2, the wheel axle lateral force calculation formula is:

[0021] ;

[0022] 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 w1Ryare the lateral vibration accelerations 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 accelerations 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.

[0023] Furthermore, in step S2, the left and right wheel-rail vertical forces are calculated as follows:

[0024] ;

[0025] In the above formulas (3)-(6), F V1-i is the vertical wheel-rail force of the left wheel of the first wheelset, 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 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 It is the damping of the vertical shock absorber. 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, Ztw2L 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.

[0026] Furthermore, the axle derailment coefficients are:

[0027] ;

[0028] 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 wheelset, 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.

[0029] 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 For line segments, j =1,2,3…N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0030] Furthermore, 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 );

[0031] The minimum RMS values ​​of the lateral forces on the first and second wheelsets are F H1rms ( j )and F H2rms ( j ), and the corresponding shock absorber gear label is g 1 ( j,k ) and g 2 ( j,k );

[0032] The minimum axle derailment coefficients of the first and second wheel pairs are D Rmax1 ( j,k )and D Rmax2 ( j,k ), and their corresponding working gear labels are g 3 ( j,k ) and g 4 ( j,k );

[0033] above j For line segments, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0034] Furthermore, in step S5, the optimal working gear of the shock absorber is D damper ( j,k ), which is calculated as follows:

[0035] D damper ( j,k )= round (λ1g 1 +λ2g2+λ3g 3 +λ4g 4 +λ5g 5 ) (9);

[0036] 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.

[0037] Furthermore, the sensor includes a displacement sensor and an acceleration sensor.

[0038] Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0039] 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 based on 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

[0040] Figure 1 This is a front view of the installation position of the shock absorber of the present invention;

[0041] Figure 2 A top view of the installation position of the shock absorber of the present invention;

[0042] Figure 3 This is a schematic diagram of the shock absorber structure of the present invention;

[0043] Figure 4 This is a flow chart of the steps of the gear setting method of the present invention;

[0044] Figure 5 This is a schematic diagram of the sensor installation position of the present invention;

[0045] Figure 6 This is the force analysis diagram of the first wheel pair of the present invention.

[0046] In the figure, 1 is the car body; 2 is the shock absorber body; 3 is the shock absorber car body mounting base; 4 is the bogie; 5 is the piston rod; 6 is the cylinder body; 7 is the recovery chamber; 8 is the moving piston; 9 is the bottom valve; 10 is the floating piston; 11 is the air chamber; 12 is the oil storage chamber; 13 is the compression chamber; 14 is the ADS valve; 15 is the first wheel pair; 16 is the second wheel pair; 17 is the primary spring. DETAILED DESCRIPTION

[0047] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts are within the scope of protection of the present invention.

[0048] The accompanying drawings are for illustrative purposes only and are not to be construed as limiting this patent;

[0049] The terms used in the embodiments of this application are only for the purpose of describing specific embodiments and are not intended to limit the embodiments of this application. The singular forms "a", "an", "the" and "the" used in the embodiments of this application and the appended claims are not intended to limit the embodiments of this application.

[0050] "The" is also intended to include plural forms unless the context clearly indicates otherwise. It will also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0051] When the following description refers to the accompanying 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 merely examples of devices and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0052] In the description of this application, it should be understood that the terms "first," "second," "third," etc. are used only to distinguish similar objects, and are not necessarily used to describe a specific order or precedence, nor should they be understood to indicate or imply relative importance. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0053] In addition, in the description of this application, unless otherwise specified, "plurality" refers to two or more. "and / or",

[0054] Describing the relationship between associated objects indicates that three relationships can exist. For example, "A and / or B" can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship. The present invention is further described below with reference to the accompanying drawings and examples.

[0055] In order to solve the limitations of the prior art, this embodiment provides a technical solution, which will be further described below in conjunction with the accompanying drawings and embodiments.

[0056] 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. 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 bogie 4 mounting seat. 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 on the market. The basic structure of the external ADS valve type damping adjustable anti-snaking shock absorber is shown in the attached figure. Figure 3 The shock absorber is mainly composed of a piston rod 5, a cylinder body 6, a recovery 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 damping. In the project, it is necessary to reasonably set the working gear of the ADS valve 14 according to the actual situation, so as to improve the running stability and curve passing performance of the train.

[0057] See attached Figure 4 A method for setting the gear position of an external ADS valve-type damping adjustable anti-snaking shock absorber comprises the following steps:

[0058] S1. Install sensors at corresponding positions on the bogie 4 and wheelsets. The sensors include displacement sensors and acceleration sensors. Perform a full-line test or a full-vehicle simulation test and collect test data for 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 the attached 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, namely points p8 and p9, respectively, to collect the vertical vibration acceleration of the left and right wheels of the first wheel pair 15α 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, corresponding 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 p7 and p8 points, and between the p9 and p10 points, to collect the lateral displacement between the first wheel pair 15 and the bogie 4 frame. 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 Ztw2R ; Install displacement sensors 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 position of the car body X s1L and X s1R In this invention, all working conditions include straight section working conditions and curved section working conditions. There are 4 straight section working conditions. The straight section test includes 4 gear modes. Each working condition should be run at the highest speed level and the sampling length should be ≥ 20s. It can be understood here that the highest speed level is the maximum speed allowed when the train travels on this section. There are 4 curved section working conditions. 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) items.

[0059] 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 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:

[0060] The calculation formula of the wheel axle lateral force is:

[0061] ;

[0062] In the above formula (1), F H1-i is the lateral force of the axle of the first wheel pair 15, and 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 wheelset 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 wheelset 16 and the bogie 4 frame respectively.

[0063] The calculation formula for the left and right wheel-rail vertical forces is:

[0064] ;

[0065] 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 wheelset 16, 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 It is the damping of the vertical shock absorber. 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.

[0066] The axle derailment coefficients are:

[0067] ;

[0068] 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-i is 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 vertical wheel-rail force of the right wheel of the second wheelset 16.

[0069] S3. Band-pass filter the lateral acceleration data of the bogie 4 under each working condition collected in step S1, find the six consecutive maximum peaks under each working condition after filtering, and calculate the average of the six peaks; specifically, the frequency of the band-pass filter is 0.5-10 Hz, and the six consecutive maximum peaks refer to a total of six peaks including the maximum peak and the following five consecutive peaks. The average of the six peaks is calculated to be P tmean ( j,k ),in j For line segments, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0070] 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 when the train is running on the 5th line section and the shock absorber is set to gear 3, the lateral vibration acceleration of the bogie 4 is the smallest;

[0071] The minimum root mean square values ​​of the lateral forces of the first wheel set 15 and the second wheel set 16 are F H1rms ( j )and F H2rms ( j ), and the corresponding shock absorber gear label is g 1 ( j,k ) and g 2 ( j,k );

[0072] The minimum axle derailment coefficients of the first wheel pair 15 and the second wheel pair 16 are D Rmax1 ( j,k )andD Rmax2 ( j,k ), and their corresponding working gear labels are g 3 ( j,k ) and g 4 ( j,k );

[0073] above j For line segments, j =1,2,3… N Q +1, k is an integer, indicating the corresponding gear, 1≤ k ≤4.

[0074] S5. Calculate the optimal working position of the shock absorber.

[0075] The best working position of the shock absorber is D damper ( j,k ), which is calculated as follows:

[0076] D damper ( j,k )= round (λ1g 1 +λ2g2+λ3g 3 +λ4g 4 +λ5g 5 ) (9);

[0077] 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 five factors of 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, and performs a weighted calculation on the five factors to obtain the optimal 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 accounted for a higher weighted proportion; when the lateral vibration acceleration of the bogie 4 is greater than or equal to 8m / s 2When , according to GB∕T5599-2019 Locomotive and Rolling Stock Dynamic Performance Evaluation and Test Identification Specification, 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.

[0078] The following is the calculation and verification results of the optimal gear position of the external ADS valve-type adjustable anti-snaking shock absorber under typical road operating conditions.

[0079] Table 1 shows the calculated gear settings for the external ADS valve-type adjustable anti-snaking shock absorber on typical route sections. For straight sections, the shock absorber gear setting should be 4; for curved sections less than 1000 meters, the shock absorber gear setting should be 1; for curved sections of 3500, 4000, 4500, and 5000 meters, the shock absorber gear setting should be 3; and for curved sections greater than 5000 meters, the shock absorber gear setting should be 4.

[0080] Table 1 Calculation results of the gear position of the external ADS valve-type adjustable damping anti-snaking shock absorber on a typical route section

[0081]

[0082] Table 2 provides a comparison of the train's dynamic performance evaluation indicators when the shock absorber is in different gears when the train is running on a typical curved section (400-meter radius, 8000-meter radius).

[0083] Table 2 Comparison of kinetic evaluation indicators

[0084]

[0085] When the train is running on a 400-meter curved section, the calculated optimal gear is gear 1. 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 at this gear and the force (damage) on the track is the smallest; 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 train's snaking stability is best in this gear. Therefore, the three indicators are at their optimal values ​​in gear 1, indicating that the calculation results are correct.

[0086] When the train is running on a curved section of 8,000 meters, the calculated optimal gear is 4. From the comparison of dynamic evaluation indicators, it can be seen that the three indicators, wheel axle lateral force, wheel axle derailment coefficient, and bogie 4 lateral acceleration, are all at their minimum values ​​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 at this gear and the force (damage) on the track is the smallest; 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 train's snaking stability is best in this gear. Therefore, the three indicators are at their optimal values ​​in gear 4, indicating that the calculation results are correct.

[0087] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily 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 is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

[0088] 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 scope of protection 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 the corresponding positions of the bogie and wheelset, conduct a full-line test or a full-vehicle simulation test, and collect test data of all working conditions. The test data are: the vertical vibration acceleration of the left and right wheels of the first wheel pair 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 ， All working conditions include straight section working conditions and curved section working conditions. There are 4 straight section working conditions. The straight section test includes 4 gear modes. Each working condition should run at the highest speed level and the sampling length should be ≥20s. There are 4 curved section working conditions. 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; 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, band-pass filtering is performed on the bogie lateral acceleration data of each working condition collected in step S1, and the six consecutive maximum peaks in each working condition after filtering are found and the average of the six peaks is calculated. The frequency of the band-pass filtering is 0.5-10 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; S4. Calculate the minimum value of the mean value of the bogie lateral acceleration, the minimum value of the axle lateral force of each of the two wheelsets, the minimum value of the axle derailment coefficient of each of the two wheelsets, and the corresponding shock absorber gear position labels. 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 root mean square values ​​of the lateral forces of the first and second wheel sets 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; S5. Calculate the optimal working position of the shock absorber. The optimal 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.

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 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.

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 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.

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: 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.

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: The sensor includes a displacement sensor and an acceleration sensor.

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