Load compensation type suspension system and railway vehicle

Abstract

The invention relates to a load compensation type suspension system and a railway vehicle, and relates to the technical field of railway vehicle bogie systems, the load compensation type suspension system comprises an elastic supporting piece, a displacement sensing assembly, a control unit and a lifting assembly, the displacement sensing assembly is arranged in the elastic supporting piece and electrically connected with the control unit, and the lifting assembly is arranged in the elastic supporting piece and electrically connected with the control unit; the lifting assembly is connected with the elastic supporting piece, the lifting assembly is electrically connected with the control unit, and the displacement sensing assembly is used for converting the expansion amount of the elastic supporting piece into an electric signal and transmitting the electric signal to the control unit; the control unit is used for controlling the lifting assembly to lift or lower the height of the elastic supporting piece according to the electric signal. The vehicle height can be actively adjusted according to real-time data, the vehicle body balance is kept, the driving stability is improved, bumping and discomfort caused by vehicle body sinking are avoided, and therefore the riding comfort is improved; and external air supply is not needed, the dependence on external equipment is reduced, and the cost is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicle bogie systems, and in particular to a load-compensating suspension system and a rail vehicle. Background Art

[0002] As a key component in rail transit and vehicle engineering, the bogie secondary suspension system is located between the bogie chassis and the vehicle body chassis and plays an important role in shock absorption. The system is of irreplaceable importance in improving vehicle stability, ride comfort and the ability to resist vehicle body lateral rotation. With the rapid development of rail transit, the requirements for vehicle performance are constantly increasing, and the design and function of the secondary suspension system are becoming more and more important.

[0003] At present, there are two main types of secondary suspension devices: one is a non-load compensating suspension device, and the other is a load compensating suspension device. The non-load compensating suspension system generally uses steel springs or rubber springs as shock-absorbing elements. This device has the advantages of simple structure, low cost and easy maintenance. Steel springs are suitable for vehicles that are under heavy loads due to their high strength and durability. They can effectively absorb the impact caused by uneven road surfaces and ensure the stability of the vehicle during driving. In addition, rubber springs are suitable for trains with high requirements for ride comfort due to their excellent elasticity and shock-absorbing properties. However, when faced with load changes, this type of device cannot actively adjust the stiffness and elasticity of the suspension according to actual conditions, resulting in the inability to optimally guarantee ride comfort and stability under different load conditions.

[0004] Unlike non-load-compensated suspension systems, load-compensated air spring suspensions can automatically adjust the air pressure in the airbag according to real-time load changes, thereby achieving better elastic response and vehicle stability. This device can significantly improve ride comfort through dynamic adjustment of the air spring, especially when facing fluctuations in the number of passengers and luggage weight. However, the application of this device also brings additional complexity, requiring the configuration of a large set of air circuit components such as a gas source device, differential pressure valve, and height valve. Although it is powerful, the requirement of an external air supply system increases the overall weight of the vehicle, the complexity of maintenance, and the cost, limiting its wide range of applications.

[0005] Therefore, it is urgent to develop a suspension system that can actively maintain the balance of the vehicle without external air supply and compensate for the sinking of the vehicle body caused by load changes. Summary of the invention

[0006] In order to develop a suspension system that can actively maintain vehicle balance without external air supply and compensate for vehicle body sinking caused by load changes, the present application provides a load-compensating suspension system and a rail vehicle.

[0007] The present application provides a load-compensating suspension system and a rail vehicle using the following technical solutions: A load-compensating suspension system includes an elastic support member, a displacement sensing component, a control unit and a lifting component. The displacement sensing component is arranged in the elastic support member and is electrically connected to the control unit. The lifting component is connected to the elastic support member, and the lifting component is electrically connected to the control unit. The displacement sensing component is used to convert the expansion and contraction amount of the elastic support member into an electrical signal and transmit it to the control unit. The control unit is used to control the lifting component to lift or lower the height of the elastic support member according to the electrical signal.

[0008] By adopting the above technical solution, when working, the displacement sensor component inside the elastic support is responsible for real-time monitoring of the expansion and contraction amount of the elastic support, and the displacement sensor component converts the expansion and contraction amount of the elastic support into electrical signals, and transmits these signals to the control unit. The control unit receives the electrical signals from the displacement sensor component, analyzes the difference between the current vehicle body height and the ideal height through the built-in algorithm, and outputs control instructions to the lifting component. According to the instructions of the control unit, the lifting component will actively raise or lower the height of the elastic support to compensate for the sinking of the vehicle body caused by the load change. In actual work, the system will continuously cycle the above process. Whenever the load or state of the vehicle changes, the displacement sensor component will re-measure. The control unit will adjust the suspension height in real time to maintain the balance of the vehicle by measuring and generating new electrical signals. The application uses elastic supports and an electronic control system, and the overall structure is relatively simple, which is convenient for maintenance and repair. The suspension system of the application can actively adjust the vehicle height according to real-time data, maintain the balance of the vehicle body, improve driving stability, and improve handling performance. Through timely height adjustment, the bumps and discomfort caused by the sinking of the vehicle body are avoided, thereby improving the riding comfort. In addition, the suspension system of the application uses electric control and adjustment, and does not require external air supply. Compared with traditional pneumatic suspension systems, it reduces dependence on external equipment, improves the reliability and simplicity of the system, and can reduce energy consumption, meeting environmental protection requirements.

[0009] In a specific possible implementation scheme, the displacement sensing assembly includes a damping rod and a displacement sensor arranged on the damping rod, the extension and retraction direction of the damping rod is the same as the extension and retraction direction of the elastic support member, the displacement sensor is used to detect the extension and retraction amount of the damping rod, and the displacement sensor is electrically connected to the control unit.

[0010] By adopting the above technical solution, when the external load acts on the system, the elastic support will expand and contract accordingly, causing the damping rod to expand and contract accordingly. The displacement sensor obtains the real-time deformation information of the elastic support by measuring the expansion and contraction of the damping rod. The displacement sensor converts the measured expansion and contraction into an electrical signal and transmits it to the control unit through an electrical connection. Through the cooperation of the damping rod and the displacement sensor, the real-time monitoring and dynamic adjustment of the deformation of the elastic support are realized. Since the expansion and contraction directions of the damping rod and the elastic support are consistent, the displacement sensor can accurately detect the deformation of the elastic support and provide high-accuracy displacement data, thereby effectively compensating for the vehicle height fluctuation caused by load changes, improving the vehicle's driving stability and ride comfort under different load conditions, and reducing vibration and bumps during driving. In addition, by directly integrating the displacement sensor on the damping rod, the number of system components is reduced, the complexity of the system is reduced, and the compactness and reliability of the design are improved.

[0011] In a specific possible implementation manner, a first bearing surface and a second bearing surface are respectively provided at two ends of the elastic support member, and the damping rod is connected to the first bearing surface and the second bearing surface via a universal hinge.

[0012] By adopting the above technical solution, when the load acts on the elastic support, the bearing surfaces at both ends of the spring will be subjected to force, causing the spring to deform. Since the damping rod is connected to the bearing surface by a universal hinge, the damping rod can flexibly follow the deformation of the elastic support while maintaining the stability of the structure. The design of the universal hinge allows the damping rod to move freely in all directions. The damping rod can adapt to different motion trajectories and angle changes, thereby improving the system's adaptability to complex working conditions.

[0013] In a specific possible implementation manner, the lifting assembly includes a jack and a stepper motor, the stepper motor is electrically connected to the jack and the control unit, and the stepper motor is used to drive the jack to lift or lower the elastic support member.

[0014] By adopting the above technical solution, the control unit sends a control signal to the stepper motor according to the instruction of the displacement sensor, instructing it to operate in a specific direction and speed. As the stepper motor rotates, the jack begins to rise or fall, thereby changing the height of the elastic support member. Through the combination of the stepper motor and the jack, accurate lifting and lowering control of the elastic support member is achieved, so that the system remains stable during long-term use and is not prone to failure, ensuring a continuous and reliable working state. The stepper motor and the jack can respond to control signals quickly, quickly start, stop and change the direction of movement, and adapt to the needs of dynamic adjustment.

[0015] In a specific possible implementation manner, the jack is provided with a support platform, and the jack is connected to the second bearing surface via the support platform.

[0016] By adopting the above technical solution, when the jack is lifted, the support platform moves upward, thereby lifting the second bearing surface. At this time, the support platform ensures effective force transmission through a stable connection to prevent tilting or instability. During the lowering process, the support platform will also be lowered synchronously to ensure that the second bearing surface returns to the set height in a stable manner; the support platform provides good support between the jack and the second bearing surface, significantly improving the stability of the overall structure and preventing tilting or collapse due to uneven force, which not only improves the stability and safety of the system, but also significantly enhances operational efficiency and flexibility.

[0017] In a specific implementation scheme, in the initial no-load state, the overall height of the elastic support member is set to h1, the overall height of the jack is set to h2, and the suspension control height of the load compensation suspension system is set to h, where h=h1+h2; In the loaded state, the elastic support member is in a compressed state, the compression amount of the elastic support member is set to △h, and the overall height of the elastic support member after compression is h1-△h; at the same time, the jack is in a lifted state, and the overall height of the jack after lifting is h2+△h.

[0018] By adopting the above technical solution, in actual use, when the load changes, the compression amount (△h) of the elastic support member and the lifting amount of the jack are coordinated with each other, and the system can automatically adjust the compression amount (△h) of the elastic support member and the lifting amount of the jack according to the different loads, so as to achieve real-time adaptation to load changes and maintain the stability of the system. By controlling the setting of the height h, the overall height of the system can be adjusted more accurately to ensure that the control height h of the suspension system remains unchanged before and after loading, ensuring that the height stability of the equipment will not be affected by load changes during operation, and can effectively adjust the vehicle body roll or head lift caused by uneven load, thereby avoiding potential safety hazards caused by height changes.

[0019] In a specific feasible implementation scheme, the compression vector of the damping rod is set to △h′, and △h is the Z-direction vector component of △h′; when working, the displacement sensor sends △h′ to the control unit, and the control unit calculates △h based on △h′, thereby controlling the stepper motor to drive the jack to lift the elastic support member by △h.

[0020] By adopting the above technical solution, the displacement sensor can monitor the compression vector △h′ of the damping rod in real time and feed the data back to the control unit. The control unit calculates the Z-direction component △h based on △h′. This precise calculation method makes the adjustment more precise and improves the overall stability of the system. The system can automatically adjust the suspension height according to different load conditions and adapt to various working conditions, thereby improving the adaptability of the system and ensuring reliability in complex environments: the intelligent algorithm of the control unit simplifies the operation process. The user only needs to set the target height and the system will automatically adjust it, thereby reducing the complexity of the operation and facilitating user use.

[0021] In a specific embodiment, the jack is a self-locking jack.

[0022] By adopting the above technical solution and utilizing the self-locking mechanism of the self-locking jack, it is ensured that the load can be stably maintained without external force, preventing accidental sliding and improving operational safety. In addition, the self-locking jack can quickly adjust the supporting force to adapt to dynamic load changes, and remains stable under high load or tilt conditions, which is suitable for complex track environments and ensures safe operation.

[0023] In a specific implementation manner, the elastic support member is a rubber spring.

[0024] By adopting the above technical solution, the rubber material has high elasticity and can maintain good deformation ability under load changes. At the same time, it has good fatigue resistance and is suitable for long-term use. The rubber spring can effectively absorb and attenuate vibrations and impacts when used as an elastic support, providing a smooth driving experience and reducing vibrations caused by uneven roads. In addition, the rubber spring is lighter, which helps to reduce the overall weight of the vehicle and improve fuel economy and handling.

[0025] A rail vehicle comprises a car body underframe and a bogie underframe, wherein the rail vehicle comprises the load compensating suspension system as described above, wherein the load compensating suspension system is arranged between the car body underframe and the bogie underframe.

[0026] By adopting the above technical scheme, a rail vehicle equipped with a load-compensating suspension system can monitor the vehicle status in real time, automatically adjust the suspension height according to different rail vehicle load conditions, effectively balance the load between the vehicle body and the bogie, and enable the rail vehicle to always maintain the best dynamic performance under different load conditions; it can also reduce the possibility of vehicle rollover during driving, enhance the overall stability of the vehicle, and effectively absorb and mitigate the vibration and impact encountered by the rail vehicle during operation, improve riding comfort, and ensure smooth driving; rail vehicles equipped with a load-compensating suspension system reduce maintenance costs and energy consumption while improving driving comfort, stability and safety, and have significant economic and social benefits.

[0027] In a specific possible implementation manner, the rail vehicle is further provided with a vehicle traction system and a braking system, and the vehicle traction system and the braking system are electrically connected to the control unit of the load compensating suspension system.

[0028] By adopting the above technical solution and utilizing electrical connections, the traction system, braking system and suspension system can work together in real time to optimize the dynamic performance of the vehicle under different operating conditions. For example, when the vehicle accelerates rapidly or brakes urgently, the electrical connection can ensure that the suspension system responds quickly, and the suspension system can automatically adjust to provide appropriate support and cushioning, reducing the risk of rollover and loss of control to maintain the stability of the vehicle. This design can not only improve the safety and comfort of rail vehicles, but also optimize energy efficiency and improve the level of intelligence, providing important support for the intelligent and efficient development of modern rail transit systems.

[0029] In a specific possible implementation manner, the rail vehicle is provided with a plurality of the load compensating suspension systems, and the plurality of the load compensating suspension systems are evenly distributed and symmetrically arranged along the circumference of the bogie chassis.

[0030] By adopting the above technical solution and utilizing the uniform and symmetrical arrangement of multiple suspension systems, the body roll and head-up phenomenon caused by uneven load can be effectively offset, the posture of the body can be kept stable under different operating conditions, the stability of the vehicle during driving can be improved, and the adverse effects caused by dynamic load changes can be reduced; and the above design can achieve uniform load distribution, reduce uneven stress on suspension components, reduce wear, and extend the service life of the suspension system and related components.

[0031] In a specific possible implementation manner, several load-compensating suspension systems share the same control unit.

[0032] By adopting the above technical solution and using multiple suspension systems to coordinate through the same control unit, it is possible to ensure that all suspension systems operate under the same control logic, effectively avoid incoordination between different suspension systems, reduce vehicle body vibration and roll, thereby ensuring that the responses between suspension systems are synchronized and reducing system complexity.

[0033] To sum up, the beneficial technical effects of the present application are as follows: the present application can actively adjust the vehicle height according to real-time data, maintain the balance of the vehicle body, improve driving stability, and improve handling performance through the coordinated work between the elastic support parts, displacement sensor components, lifting components, and control units. Through timely height adjustment, the bumps and discomfort caused by the sinking of the vehicle body are avoided, thereby improving the riding comfort; and the suspension system of the present application uses electric control and adjustment, without the need for external air supply. Compared with traditional pneumatic suspension systems, it reduces dependence on external equipment, improves the reliability and simplicity of the system, and can reduce energy consumption, meeting environmental protection requirements; the overall structure of the suspension system of the present application is relatively simple, which is easy to maintain and repair. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram for showing the structure of the load-compensating suspension system of the present application when the rail vehicle is unloaded.

[0035] Figure 2 It is a schematic diagram for showing the structure of the load-compensating suspension system of the present application when the rail vehicle carries a certain load.

[0036] Explanation of the accompanying drawings: 1. Elastic support member; 2. Damping rod; 3. Displacement sensor; 4. Control unit; 5. Stepper motor; 6. Jack; 7. First universal hinge; 8. Second universal hinge; 9. First bearing surface; 10. Second bearing surface; 11. Support platform. DETAILED DESCRIPTION

[0037] The following is combined with Figure 1-2 This application is described in further detail.

[0038] Reference Figure 1 and Figure 2 , the embodiment of the present application discloses a load-compensated suspension system, the load-compensated suspension system includes but is not limited to an important shock-absorbing device applied between a bogie underframe and a vehicle body underframe of a rail vehicle; The load compensation suspension system comprises: an elastic support member 1, as a core component of the suspension system, the elastic support member 1 can provide necessary support force when the vehicle body is subjected to force, and at the same time has a certain elasticity to absorb the impact of the road surface; In this embodiment, the elastic support member 1 includes but is not limited to a rubber spring. In other embodiments, the elastic support member 1 may also be a metal spring, a polyurethane spring, a spring made of a carbon fiber or glass fiber composite material; the rubber material has high elasticity, can maintain good deformation ability under load changes, and has good fatigue resistance, and is suitable for long-term use, so that the rubber spring can effectively absorb and attenuate vibration and impact when used as the elastic support member 1, providing a smooth driving experience and reducing vibration caused by uneven roads; and the rubber spring is lighter in weight, which helps to reduce the overall weight of the vehicle and improve fuel economy and handling; The displacement sensor component is installed inside the elastic support member 1 and is responsible for real-time monitoring of the expansion and contraction amount of the elastic support member 1. The displacement sensor component converts the deformation amount into an electrical signal and can reflect the actual state of the vehicle body with high precision and high speed.

[0039] The control unit 4, as the "brain" of the suspension system, is electrically connected to the displacement sensor assembly, receives the electrical signal from the displacement sensor assembly, and analyzes the difference between the current vehicle height and the ideal height through a built-in control algorithm (such as a PID control algorithm). Based on the analysis result, the control unit 4 outputs a corresponding control instruction to adjust the operation of the lifting assembly; The lifting component is connected to the elastic support member 1 and is electrically connected to the control unit 4. The lifting component receives the instruction of the control unit 4 and adjusts the height of the elastic support member 1 by lifting or lowering itself. During operation, the displacement sensing component inside the elastic support member 1 is responsible for real-time monitoring of the expansion and contraction amount of the elastic support member 1. The displacement sensing component converts the expansion and contraction amount of the elastic support member 1 (i.e., its deformation amount) into an electrical signal. This process ensures that the system can obtain the height change information of the vehicle body in a timely manner. After receiving the electrical signal, the control unit 4 uses the built-in control algorithm to analyze the difference between the current height and the ideal height. In this embodiment, the ideal height is calculated based on the vehicle design parameters and the current load conditions. According to the calculation results, the control unit 4 generates a control instruction and transmits it to the lifting component. The lifting component actively adjusts the height of the elastic support member 1 according to the instruction, thereby compensating for the sinking or lifting of the vehicle body caused by the load change. In actual work, the system will continuously cycle the above process. Whenever the load or state of the vehicle changes, the displacement sensing component will re-measure and generate a new electrical signal, and the control unit 4 will adjust the suspension height in real time to maintain the balance and stability of the vehicle. The present application organically combines the elastic support member 1 and the electronic control system, and the overall structure is relatively simple, which is easy to maintain and repair. Through intelligent real-time height adjustment, the system effectively offsets the body tilt caused by load changes, ensures the stability of the vehicle during driving, avoids bumps and discomfort caused by the sinking of the vehicle body, and thus improves riding comfort; the dynamic adjustment of the suspension system improves the vehicle's handling during cornering, braking and acceleration, allowing the driver to better control the vehicle and improve driving safety; and the suspension system of the present application uses electric control and adjustment, without the need for an external air supply device. Compared with traditional pneumatic suspension systems, it reduces dependence on external equipment, improves the reliability and simplicity of the system, and can reduce energy consumption, meeting environmental protection requirements.

[0040] The displacement sensing assembly includes a damping rod 2 and a displacement sensor 3 arranged on the damping rod 2. The damping rod 2 can provide accurate telescopic response under the action of external load. The damping rod 2 has a shock-absorbing function and can alleviate the sudden change of the elastic support member 1 caused by a sudden increase or decrease in load. The telescopic direction of the damping rod 2 is the same as that of the elastic support member 1, so that the deformation of the damping rod 2 is closely related to the deformation of the elastic support member 1. When the load changes, the movement of the damping rod 2 directly reflects the state of the elastic support member 1, ensuring that the displacement sensor 3 can obtain real-time and accurate data. The displacement sensor 3 is mounted on the damping rod 2 and is electrically connected to the control unit 4. The displacement sensor 3 is responsible for detecting the extension and contraction of the damping rod 2. Through precise measurement technology (such as potentiometer or laser ranging), the displacement sensor 3 can efficiently convert mechanical deformation into electrical signals and transmit them to the control unit 4 through electrical connection. The selection and integration of the displacement sensor 3 are crucial to the overall system performance, ensuring that it has sufficient sensitivity and accuracy to cope with changes under different driving conditions; and by directly integrating the displacement sensor 3 on the damping rod 2, the number of components in the system is reduced, which not only reduces the complexity of the system, but also improves the compactness and reliability of the design, making the system easier to maintain and troubleshoot.

[0041] The elastic support member 1 is provided with a first bearing surface 9 and a second bearing surface 10 at both ends thereof. In this embodiment, the bearing surfaces can be used as contact surfaces between the elastic support member 1 and other components (such as the vehicle body and other parts of the suspension system) to provide effective load transfer and support; In this embodiment, the damping rod 2 is connected to the first bearing surface 9 and the second bearing surface 10 respectively through the first universal hinge 7 and the second universal hinge 8. The universal hinge can avoid the resistance of the damping rod 2 caused by the torsion or tilt of the elastic support 1; the design of the universal hinge allows the damping rod 2 to move freely in multiple directions, so that it can effectively respond to various dynamic load changes during vehicle driving, and ensure that when the vehicle suspension system is subjected to external impact or roll, the damping rod 2 can flexibly adjust its angle, thereby optimizing the shock absorption effect, reducing friction and wear, extending the service life of the components, and improving the reliability of the system.

[0042] The lifting assembly includes a jack 6 and a stepper motor 5, the stepper motor 5 is electrically connected to the jack 6 and the control unit 4, and the stepper motor 5 is used to drive the jack 6 to lift or lower the elastic support member 1 and control the lifting speed and position of the jack 6; The jack 6 is used for lifting and lowering the elastic support member 1 and has high load capacity and stability. The jack 6 is provided with a support platform 11, which is arranged on the top of the jack 6. The jack 6 is connected to the second bearing surface 10 through the support platform 11. The support platform 11 is designed to evenly distribute the force transmitted by the jack 6 to ensure the stability of the elastic support member 1. In this embodiment, the jack 6 includes but is not limited to a self-locking jack. The self-locking mechanism ensures that the jack 6 can stably maintain the load without external force, prevents accidental sliding, and improves operational safety. In addition, the self-locking jack 6 can quickly adjust the supporting force to adapt to dynamic load changes. It is still stable under high load or tilted conditions, suitable for complex track environments, and ensures safe operation. The lifting component forms an efficient, stable and easy-to-control system through the combination of the jack 6 and the stepper motor 5. This component can not only realize the precise lifting and lowering of the elastic support member 1, so that the system remains stable during long-term use and is not prone to failure, ensuring continuous and reliable working conditions, but also has good adaptability. The stepper motor 5 and the jack 6 can respond quickly to control signals, quickly start, stop and change the movement direction of the jack 6, and adapt to the needs of dynamic adjustment, so that it can be suitable for a variety of application scenarios.

[0043] Reference Figure 1 , when the vehicle is initially unloaded, the overall height of the elastic support member 1 is set to h1, the overall height of the jack 6 is set to h2, and the suspension control height of the load compensation suspension system is set to h, h=h1+h2; Reference Figure 2, when the vehicle is loaded, the elastic support member 1 is in a compressed state, which also causes the damping rod 2 connected thereto to be compressed accordingly. The compression amount of the elastic support member 1 is set to △h, and the overall height of the elastic support member 1 after compression is h1-△h; at the same time, the jack 6 is in a lifted state, and the overall height of the jack 6 after lifting is h2+△h; in this process, the compression vector of the damping rod 2 is set to △h′, △h is the Z-direction vector component of △h′ (where △h is the height change associated with the compression of the elastic support member 1); In this embodiment, the compression vector △h′ of the damping rod 2 can be measured by the displacement sensor 3. Since △h′ is a three-dimensional vector, only the Z-axis component has a direct relationship with the height change △h of the elastic support member 1, so the following relationship can be defined: △h=△h′×cos(θ); wherein △h′ is the compression amount of the damping rod 2, and θ is the angle between the damping rod 2 and the horizontal plane; In this embodiment, the displacement sensor 3 includes but is not limited to a displacement sensor 3 with a laser rangefinder or a tilt sensor; the displacement sensor 3 with a laser rangefinder can measure the oblique length L of the damping rod 2 and its projection Lz in the Z-axis direction respectively, and the trigonometric function relationship θ=arccos( ), the angle θ can be calculated; the tilt sensor can directly measure the tilt angle of the object, and the tilt sensor can sense the direction of gravity in three-dimensional space, thereby calculating the angle θ between the damping rod 2 and the horizontal plane; When working, the displacement sensor 3 sends △h′ to the control unit 4, and the control unit 4 calculates △h according to △h′ and θ, thereby controlling the stepper motor 5 to drive the jack 6 to lift the elastic support member 1 by △h; During actual use, when the load changes, the displacement sensor 3 can monitor the compression vector △h′ of the damping rod 2 in real time, and feed the data back to the control unit 4. The control unit 4 calculates the Z-direction component △h based on △h′. This precise calculation method makes the adjustment more precise and improves the overall stability of the system; the compression amount △h of the elastic support 1 and the lifting amount of the jack 6 are coordinated with each other. The system can automatically adjust the compression amount △h of the elastic support 1 and the lifting amount of the jack 6 according to the different loads, so as to achieve real-time adaptation to load changes and maintain the stability of the system. By controlling the setting of the height h, the overall height of the system can be adjusted more accurately to ensure that the control height h of the suspension system remains unchanged before and after loading, ensuring that the height stability of the equipment will not be affected by load changes during operation, and can effectively adjust the vehicle body roll or head lift caused by uneven load, thereby avoiding potential safety hazards caused by height changes.

[0044] In this process, due to the real-time transmission of electrical signals, the compression of the elastic support member 1 and the damping rod 2 and the lifting of the jack 6 are performed synchronously. In order to avoid the frequent action of the stepper motor 5 caused by slight load fluctuations, the stroke change step is set, and the step change threshold is set. Only when the change of △h is greater than a step change threshold, the stepper motor 5 will run the corresponding number of steps to achieve height adjustment, and will not move before reaching the next step change threshold, so as to avoid the frequent action of the stepper motor 5. The stroke change step refers to the displacement adjusted by the stepper motor 5 each time it moves. In this embodiment, the stroke change step is set between 5mm-10mm. The step change threshold refers to the critical value for the system to determine the load change. The stepper motor 5 will only move when the change is greater than this value. In this embodiment, the step change threshold is set between 10mm-20mm. The setting of the stroke change step and the step change threshold needs to comprehensively consider the motion accuracy, response speed, system stability, load characteristics and environmental factors to ensure the efficiency and reliability of the stepper motor 5 in practical applications. In this embodiment, for light loads (0kg-500kg), that is, the vehicle is running with no load or few passengers, such as empty vehicle, short-distance transportation, and few passengers, the stroke change step of the stepper motor 5 can be set to 5mm to improve the response capability to small changes, and the step change threshold of the stepper motor 5 can be set to 10mm to ensure that the system does not malfunction when there is a small fluctuation; For medium load (501kg-1000kg), i.e. the load of the vehicle under normal operation, such as fully loaded passengers or light cargo transportation, the stroke change step of the stepper motor 5 can be set to 7mm to balance stability and response speed, and the step change threshold of the stepper motor 5 can be set to 15mm to improve system stability; For heavy loads (above 1001kg), that is, when the vehicle is carrying heavy goods or operating under extreme working conditions, such as heavy goods transportation or long-distance transportation, the stroke change step of the stepper motor 5 can be set to 10mm to reduce frequent actions caused by load fluctuations, and the step change threshold of the stepper motor 5 can be set to 20mm, thereby effectively preventing the stepper motor 5 from frequently starting due to small fluctuations; Through the design and implementation of the above-mentioned scheme, the frequent operation of the stepper motor 5 due to slight load fluctuations can be effectively reduced, thereby improving the overall stability and reliability of the rail vehicle; by setting appropriate stroke change steps and step change thresholds, it can ensure that the system achieves a good balance between responsiveness and stability, providing protection for the safe operation of the vehicle.

[0045] In the no-load state, the elastic support member 1 and the jack 6 are both at their natural heights. During the travel of the rail vehicle, due to changes in load (such as loading of goods, entry and exit of passengers, etc.), the elastic support member 1 is compressed. During this process, the jack 6 needs to be lifted accordingly to maintain the balance and suspension height of the system. Specifically, when an external load is applied to the rail vehicle, the elastic support member 1 undergoes expansion and contraction changes accordingly. This deformation not only affects the elastic support member 1 itself, but also causes the damping rod 2 connected thereto to expand and contract accordingly; the displacement sensor 3 monitors the compression of the damping rod 2, obtains the value of the compression vector △h′, and converts it into an electrical signal, which is transmitted to the control unit 4 through an electrical connection; the control unit 4 calculates the compression amount △h in the Z direction based on the compression vector △h′ provided by the sensor, and compares △h with the step change threshold. Only when △h exceeds the step change threshold, the control unit 4 controls the stepper motor 5 to operate, and after reaching the threshold, it executes the number of steps corresponding to the corresponding stroke change step, so that the jack 6 is lifted to a height of △h, so that the elastic support member 1 can be restored to an appropriate working height h; this system can adopt closed-loop control, and adjust the height of the jack 6 by continuously feeding back the data of the displacement sensor 3 to ensure that the suspension system always remains at the set control height h.

[0046] The present application also provides a rail vehicle, comprising a vehicle body underframe and a bogie underframe, the rail vehicle comprising the load compensating suspension system as described above, the load compensating suspension system being arranged between the vehicle body underframe and the bogie underframe; The rail vehicle is provided with a plurality of load-compensating suspension systems, which are evenly distributed and symmetrically arranged along the circumference of the bogie chassis. In the present embodiment, the rail vehicle is provided with four load-compensating suspension systems, which are evenly distributed along the circumference of the bogie chassis and symmetrically arranged at the four corners; the symmetrical arrangement of the four suspension systems can effectively offset the body roll and head-up phenomenon caused by uneven load, can maintain the stability of the body under different operating conditions, improve the stability of the vehicle during driving, and reduce the adverse effects caused by dynamic load changes; and the above-mentioned design can achieve uniform load distribution, reduce the non-uniform force on the suspension components, reduce wear, and extend the service life of the suspension system and related components.

[0047] In this embodiment, four load-compensated suspension systems are controlled and adjusted by the same control unit 4; by coordinating the four suspension systems through the same control unit 4, it can ensure that all suspension systems operate under the same control logic, effectively avoid the incoordination between different suspension systems, reduce the vibration and roll of the vehicle body, thereby ensuring that the responses between the suspension systems are synchronized and reducing the complexity of the system.

[0048] The rail vehicle is also provided with a vehicle traction system and a braking system, which are electrically connected to the control unit 4 of the load-compensating suspension system; in this embodiment, the control unit 4 receives △h′ of each load-compensating suspension system, and calculates the load conditions of the four load-compensating suspension systems in combination with the compression characteristics of the elastic support 1 and the hysteresis characteristics of the damping rod 2. These calculation results will eventually form a total load signal, which will be sent to the traction system and the braking system, thereby realizing fine regulation of the vehicle's dynamic performance; The traction system, braking system and load-compensating suspension system can work together in real time to optimize the dynamic performance of the vehicle under different operating conditions. For example, when the vehicle accelerates rapidly or brakes urgently, the electrical connection can ensure that the load-compensating suspension system responds quickly. The load-compensating suspension system can automatically adjust to provide appropriate support and cushioning, reduce the risk of rollover and loss of control, and maintain the stability of the vehicle. This design can not only improve the safety and comfort of rail vehicles, but also optimize energy efficiency and improve the level of intelligence, providing important support for the intelligent and efficient development of modern rail transit systems.

[0049] Rail vehicles equipped with load-compensating suspension systems can monitor vehicle status in real time, automatically adjust suspension height according to different rail vehicle load conditions, effectively balance the load between the vehicle body and the bogie, and enable rail vehicles to always maintain optimal dynamic performance under different load conditions; they can also reduce the possibility of vehicle rollover during driving, enhance the overall stability of the vehicle, and effectively absorb and mitigate vibrations and impacts encountered by rail vehicles during operation, improve ride comfort, and ensure smooth driving; rail vehicles equipped with load-compensating suspension systems not only improve driving comfort, stability and safety, but also reduce maintenance costs and energy consumption, and have significant economic and social benefits.

[0050] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A load-compensating suspension system, characterized in that: The invention comprises an elastic support member (1), a displacement sensing component, a control unit (4) and a lifting component, wherein the displacement sensing component is arranged in the elastic support member (1) and is electrically connected to the control unit (4), the lifting component is connected to the elastic support member (1), and the lifting component is electrically connected to the control unit (4), the displacement sensing component is used to convert the expansion and contraction amount of the elastic support member (1) into an electrical signal and transmit it to the control unit (4), and the control unit (4) is used to control the lifting component to raise or lower the height of the elastic support member (1) according to the electrical signal.

2. The load-compensated suspension system according to claim 1, characterized in that: The displacement sensing assembly comprises a damping rod (2) and a displacement sensor (3) arranged on the damping rod (2); the extension and retraction direction of the damping rod (2) is the same as the extension and retraction direction of the elastic support member (1); the displacement sensor (3) is used to detect the extension and retraction amount of the damping rod (2); and the displacement sensor (3) is electrically connected to the control unit (4).

3. The load-compensated suspension system according to claim 2, characterized in that: A first bearing surface (9) and a second bearing surface (10) are respectively provided at two ends of the elastic support member (1), and the damping rod (2) is connected to the first bearing surface (9) and the second bearing surface (10) via a universal hinge.

4. The load-compensated suspension system according to claim 3, characterized in that: The lifting assembly comprises a jack (6) and a stepper motor (5); the stepper motor (5) is electrically connected to the jack (6) and the control unit (4); the stepper motor (5) is used to drive the jack (6) to lift or lower the elastic support member (1).

5. The load-compensated suspension system according to claim 4, characterized in that: The jack (6) is provided with a support platform (11), and the jack (6) is connected to the second bearing surface (10) via the support platform (11).

6. The load-compensated suspension system according to claim 4, characterized in that: In the initial no-load state, the overall height of the elastic support member (1) is set to h1, the overall height of the jack (6) is set to h2, and the suspension control height of the load compensation suspension system is set to h, where h=h1+h2; In the loaded state, the elastic support member (1) is in a compressed state, the compression amount of the elastic support member (1) is set to △h, and the overall height of the elastic support member (1) after compression is h1-△h; at the same time, the jack (6) is in a lifted state, and the overall height of the jack (6) after lifting is h2+△h.

7. The load-compensated suspension system according to claim 6, characterized in that: The compression vector of the damping rod (2) is set to △h′, and the △h is the Z-direction vector component of the △h′; when working, the displacement sensor (3) sends the △h′ to the control unit (4), and the control unit (4) calculates the △h based on the △h′, thereby controlling the stepping motor (5) to drive the jack (6) to lift the elastic support member (1) by △h.

8. The load-compensated suspension system according to claim 4, characterized in that: The jack (6) is a self-locking jack.

9. The load-compensated suspension system according to claim 1, characterized in that: The elastic support member (1) is a rubber spring.

10. A rail vehicle, comprising a vehicle body underframe and a bogie underframe, characterized in that: The rail vehicle comprises a load-compensated suspension system as claimed in any one of claims 1 to 9, wherein the load-compensated suspension system is arranged between the vehicle body underframe and the bogie underframe.

11. The rail vehicle according to claim 10, characterized in that: The rail vehicle is also provided with a vehicle traction system and a braking system, and the vehicle traction system and the braking system are electrically connected to the control unit (4) of the load-compensating suspension system.

12. The rail vehicle according to claim 10, characterized in that: The rail vehicle is provided with a plurality of the load compensating suspension systems, and the plurality of the load compensating suspension systems are evenly distributed and symmetrically arranged along the circumference of the bogie chassis.

13. The rail vehicle according to claim 12, characterized in that: A plurality of the load-compensating suspension systems share the same control unit (4).

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