Electronic guide rubber wheel vehicle with reasonably-arranged height adjusting valves

Abstract

The invention discloses an electronic guide rubber wheel vehicle which comprises three vehicle bodies and six axles, two air springs are symmetrically arranged at the two ends of each of the six axles, the air springs are controlled through height adjusting valves, and the height adjusting valves are arranged in a central symmetry mode relative to the center of the electronic guide rubber wheel vehicle. Three height adjusting valves are arranged in the first vehicle body and the third vehicle body, and four height adjusting valves are arranged in the second vehicle body. By means of the 3-4-3 arrangement mode, the serious consequence caused by the fact that a workshop hinge device is damaged due to failure and air loss of a single air spring under the special operation working condition is effectively avoided; when the vehicle is in the steady-state turning process, the arrangement mode can apply anti-side-rolling torque opposite to the side-rolling direction to the vehicle body to the air spring, the anti-side-rolling torque and the anti-rolling rod jointly improve the angle steel degree of the whole vehicle, and safety redundancy is provided; and insufficient steering and bidirectional driving functions of the vehicle can be ensured, and the whole vehicle is easy to mount and level during assembly.

Description

Technical Field

[0001] The invention relates to the technical field of electronically guided rubber-wheeled vehicles, and in particular to an electronically guided rubber-wheeled vehicle with a reasonably arranged height adjustment valve. Background Art

[0002] As people's demand for travel comfort and safety continues to improve, air spring (also known as air spring) technology is currently widely used in rail transit and automotive vehicles. During the actual operation of the vehicle, the relative position of the car body and the running gear changes due to load changes or line operating conditions, and the air spring compression will be uneven, thus affecting the comfort of passengers and the operating stability of the vehicle. In order to solve this problem, it is necessary to install a suspension mechanical control device between the car body and the bogie, and its core component is the automatic height adjustment valve (also known as the height valve).

[0003] In order to ease the increasing pressure of urban traffic, electronically guided rubber-wheeled vehicles came into being. The vehicles use rubber tires to adapt to complex urban roads, share road rights with other vehicles, and can be operated in multiple groups, increasing the choice of medium-capacity urban public transportation. For multiple groups of vehicles, the load of each car is different, and under some specific working conditions and line operation conditions, each car will have a large height difference relative to the ground, which may cause damage to the articulated device. The height adjustment valve is an important part of the air suspension system of the electronically guided rubber-wheeled vehicle. Different height adjustment valve arrangements have different effects on the vehicle.

[0004] like Figure 1 As shown, currently, the automobile industry often adopts a three-point arrangement of height adjustment valves, which means that one of the front and rear suspensions of the vehicle is equipped with a single height adjustment valve, and the other suspension is equipped with two height adjustment valves. From the perspective of increasing the angular stiffness of the vehicle, the suspension elastic element with the larger angular stiffness is suitable for installing two height adjustment valves. Most American, Japanese, Korean, and German cars adopt a three-point arrangement of height adjustment valves with one height adjustment valve in front and two in the back.

[0005] When three-point control is used, the layout of the single valve should be considered, such as one in front and two in the back, or two in front and one in the back. The difference between these two control methods will affect the angular stiffness and understeer of the entire vehicle. Since one of the suspensions must be controlled by a single valve, the angular stiffness of the airbag of this suspension is zero, which will have an adverse effect on the roll performance of the entire vehicle. When the vehicle is in a steady-state turn, that is, it is subjected to lateral force for a long time, the body of the vehicle will be affected by the centrifugal force and will deviate away from the center of the bend. The suspension controlled by a single valve will not be inflated or deflated, and the air spring pressure remains unchanged, so no anti-roll torque will be generated, resulting in a reduction in the roll performance of the vehicle.

[0006] like Figure 2As shown in the figure, due to the smoothness of asphalt roads, the four-point arrangement of height adjustment valves is rarely used in the automotive industry. Rail transit vehicles have multiple sections and steel wheels are used to contact the rails, which gives them better line conditions. Therefore, each car often adopts a four-point arrangement of height adjustment valves, that is, each bogie is designed with two height adjustment valves. The height adjustment valve is used to adjust the inflation and exhaust of the air spring when the vehicle load changes, thereby adjusting the height change caused by the load change of the vehicle, so that the vehicle body floor surface is at a stable height. This arrangement is suitable for vehicles that often travel and park on smooth roads.

[0007] When the height adjustment valve is arranged at four points, the four height adjustment valves determine a plane, which is over-positioning. When three points determine a plane, the other height adjustment valve may not be on the plane, which makes it difficult to level the vehicle in production. Air suspension vehicles with four height adjustment valves should not be parked on uneven ground, especially on twisted roads. The above-mentioned road surface will not only cause a large difference in the load between the left and right wheels, but may also cause the air in the air spring on one side to be exhausted.

[0008] In view of this, it is of great significance to develop an electronically guided rubber-tyred vehicle with a reasonably arranged height adjustment valve. Summary of the invention

[0009] The main purpose of the present invention is to provide an electronically guided rubber-wheeled vehicle with a reasonably arranged height adjustment valve. By setting up a "3-4-3" arrangement, the serious consequences caused by damage to the workshop articulation device due to failure and deflating of a single air spring under special operating conditions can be effectively avoided; when the vehicle is in a steady-state turning process, the arrangement can apply an anti-rolling moment opposite to the roll direction to the air spring, and together with the anti-roll bar, improve the angular steel degree of the whole vehicle and provide safety redundancy; it can also ensure the understeering and two-way driving functions of the vehicle, and is easy to install and level when the whole vehicle is assembled.

[0010] According to one aspect of the present invention, an electronically guided rubber-wheeled vehicle with reasonably arranged height adjustment valves is provided, comprising: a first vehicle body, a second vehicle body and a third vehicle body connected in sequence by a workshop articulation device, a plurality of air springs and a plurality of height adjustment valves; the first vehicle body has a first axle and a second axle, the second vehicle body has a third axle and a fourth axle, the third vehicle body has a fifth axle and a sixth axle, two air springs are symmetrically arranged at both ends of the first axle, the second axle, the third axle, the fourth axle, the fifth axle and the sixth axle, the air springs are controlled by the height adjustment valve, the plurality of height adjustment valves are arranged in a centrally symmetrical manner relative to the center of the electronically guided rubber-wheeled vehicle, three height adjustment valves are arranged in the first vehicle body, four height adjustment valves are arranged in the second vehicle body, and three height adjustment valves are arranged in the third vehicle body.

[0011] According to one embodiment of the present invention, the air springs at both ends of the first axle are uniformly controlled by a height-adjusting valve arranged on the first axle; the air springs at both ends of the second axle are respectively controlled by two height-adjusting valves arranged at both ends of the second axle; the air springs at both ends of the third axle and the fourth axle are respectively controlled by two height-adjusting valves arranged at both ends of the corresponding axles; the air springs at both ends of the fifth axle are respectively controlled by two height-adjusting valves arranged at both ends of the fifth axle; the air springs at both ends of the sixth axle are uniformly controlled by a height-adjusting valve arranged on the sixth axle.

[0012] According to one embodiment of the present invention, a differential pressure valve is provided between the air springs at both ends of the second axle.

[0013] According to one embodiment of the present invention, a differential pressure valve is provided between the air springs at both ends of the third axle and the fourth axle.

[0014] According to one embodiment of the present invention, a differential pressure valve is provided between the air springs at both ends of the fifth axle.

[0015] According to an embodiment of the present invention, the side to the right of the forward direction of the electronically guided rubber-tyred vehicle is the first side, and the side opposite to the first side is the second side.

[0016] According to one embodiment of the present invention, one height adjustment valve of the first axle is disposed on one side of the first axle.

[0017] According to one embodiment of the present invention, a height adjustment valve of the sixth axle is disposed on the second side of the sixth axle.

[0018] According to one embodiment of the present invention, the height adjustment valve is a height adjustment valve without a delay mechanism and with a dead zone.

[0019] According to an embodiment of the present invention, there are plural second vehicle bodies.

[0020] In an electronically guided rubber-tyred vehicle with a reasonably arranged height adjustment valve according to an embodiment of the present invention, by setting a "3-4-3" arrangement, the serious consequences caused by damage to the workshop articulation device due to failure and deflating of a single air spring under special operating conditions are effectively avoided; when the vehicle is in a steady-state turning process, the arrangement can apply an anti-roll torque to the air spring that is opposite to the roll direction to the vehicle body, and together with the anti-roll bar, increase the angular stiffness of the entire vehicle to provide safety redundancy; it can also ensure the vehicle's understeer and two-way driving functions, and is easy to install and level when the entire vehicle is assembled. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solution of the embodiment of the present invention, the drawings required for use in the embodiment will be briefly introduced below. Obviously, the drawings described below are only some implementation cases of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 A schematic diagram showing a three-point arrangement of a height adjustment valve in the prior art is shown; Figure 2 A schematic diagram showing a four-point arrangement of a height adjustment valve in the prior art is shown; Figure 3 A schematic diagram of an electronically guided rubber-tyred vehicle with a properly arranged height adjustment valve according to an exemplary embodiment of the present invention is shown; Figure 4 A schematic diagram of a height adjustment valve without a delay mechanism and with a dead zone according to an exemplary embodiment of the present invention is shown; Figure 5 A schematic diagram showing the posture of a vehicle when entering a concave or convex curve; Figure 6 A schematic diagram showing the posture of the vehicle when turning left in a steady state. DETAILED DESCRIPTION

[0023] The detailed description of the following embodiments is used to exemplify the principles of the present invention, but cannot be used to limit the scope of the present invention. The present invention can be implemented in many different forms and is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

[0024] The present invention provides these embodiments to make this disclosure thorough and complete, and fully express the scope of the present invention to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangement of the parts and steps, the composition of materials, numerical expressions and numerical values ​​set forth in these embodiments should be interpreted as being merely exemplary, rather than as limiting.

[0025] It should be noted that, in the description of the present invention, unless otherwise specified, the meaning of "multiple" is greater than or equal to two; the terms "upper", "lower", "left", "right", "inner", "outer", etc., indicating the orientation or positional relationship, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0026] It should also be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. When a specific device is described as being located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device.

[0027] All terms used in the present invention have the same meanings as those understood by those of ordinary skill in the art to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries, for example, should be interpreted as having meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or extremely formal sense, unless explicitly defined herein.

[0028] Technologies, methods, and apparatus known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, these technologies, methods, and apparatus should be considered part of the specification.

[0029] Existing patent solutions are all for conventional locomotive bogies and urban rail bogies. The traction device structure is relatively fixed and simple, and the outline dimensions are large, requiring a larger space for installation. It is not suitable for the narrow second-system lateral installation space of the permanent magnet direct-drive axle box built-in bogie.

[0030] like Figure 3 As shown, the present invention provides an electronically guided rubber-wheeled vehicle with reasonably arranged height adjustment valves, comprising: a first vehicle body, a second vehicle body and a third vehicle body, a plurality of air springs and a plurality of height adjustment valves connected in sequence through a workshop articulation device; the first vehicle body has a first axle and a second axle, the second vehicle body has a third axle and a fourth axle, the third vehicle body has a fifth axle and a sixth axle, two air springs are symmetrically arranged at both ends of the first axle, the second axle, the third axle, the fourth axle, the fifth axle and the sixth axle, the air springs are controlled by the height adjustment valve, the plurality of height adjustment valves are arranged in a centrally symmetrical manner relative to the center of the electronically guided rubber-wheeled vehicle, three height adjustment valves are arranged in the first vehicle body, four height adjustment valves are arranged in the second vehicle body, and three height adjustment valves are arranged in the third vehicle body.

[0031] In an electronically guided rubber-wheeled vehicle with a reasonably arranged height adjustment valve according to an embodiment of the present invention, the arrangement of the height adjustment valve does not affect the normal vibration between the vehicle body and the suspension; does not interfere with the movement of other components; does not have a significant effect on the wheel weight reduction rate, thereby greatly improving the vehicle's driving smoothness and ride comfort.

[0032] In some specific embodiments, the air springs at both ends of the first axle are uniformly controlled by a height-adjusting valve arranged on the first axle; the air springs at both ends of the second axle are respectively controlled by two height-adjusting valves arranged at both ends of the second axle; the air springs at both ends of the third axle and the fourth axle are respectively controlled by two height-adjusting valves arranged at both ends of the corresponding axles; the air springs at both ends of the fifth axle are respectively controlled by two height-adjusting valves arranged at both ends of the fifth axle; the air springs at both ends of the sixth axle are uniformly controlled by a height-adjusting valve arranged on the sixth axle.

[0033] On the basis of the above embodiment, a differential pressure valve is provided between the air springs at both ends of the second axle, that is, the air springs on both sides are generally not connected.

[0034] On the basis of the above embodiment, a differential pressure valve is provided between the air springs at both ends of the third axle and the fourth axle, that is, the air springs on both sides are generally not connected.

[0035] On the basis of the above embodiment, a differential pressure valve is provided between the air springs at both ends of the fifth axle, that is, the air springs on both sides are generally not connected.

[0036] In some specific embodiments, the side to the right of the forward direction of the electronically guided rubber-tyred vehicle is the first side, and the side opposite to the first side is the second side.

[0037] On the basis of the above embodiment, a height adjustment valve of the first axle is arranged on one side of the first axle, so as to avoid the angle steel degree being zero.

[0038] On the basis of the above embodiment, a height adjustment valve of the sixth axle is arranged on the second side of the sixth axle, so that after the vehicle changes direction, the sixth axle becomes the first axle, thereby avoiding the angle steel degree being zero.

[0039] like Figure 4 As shown, in some specific embodiments, the height adjustment valve is a height adjustment valve without a delay mechanism and with a dead zone. The height adjustment valve without a delay mechanism usually has a swing rod rigidly connected to directly operate the valve, which makes its structure relatively simple and has a low manufacturing cost. After the working height is set, the height adjustment valve is controlled by the swing rod swinging up and down to inflate and deflate the air spring.

[0040] When the electronically guided rubber-tyred vehicle travels in a straight line and the load on the vehicle does not change, the height adjustment valve does not produce relative displacement according to the set position, and at this time the height adjustment valve does not inflate or deflate.

[0041] like Figure 5As shown in the figure, when the vehicle enters a concave or convex curve, the vertical relative position of the front and rear vehicles and the middle vehicle changes greatly. At this time, the height adjustment valve deviates from its set position and will be continuously inflated and deflated until the height adjustment valve returns to the set position. At this time, for the articulated device between the second axle and the third axle, and the fourth axle and the fifth axle, the four air springs on both sides are individually controlled by the height adjustment valve. Even if an air spring fails and loses air, the remaining three height adjustment valves can reach the set height after several closed-loop controls, and the three points determine a plane. After entering a stable state, the serious consequences caused by damage to the articulated device in the workshop are effectively avoided.

[0042] When the vehicle is in a steady-state turn, the vehicle body will deviate away from the center of the curve due to the centrifugal force. Taking left turn as an example, the vehicle body posture is as follows: Figure 6 shown.

[0043] Since the first axle has a large axle load and a lower center of gravity than the second axle, the use of a single-valve one-side control as the first axle can increase the angular stiffness, which is beneficial to the vehicle's understeering. Since the second to fifth axles all use dual-valve control, the working height of the air spring close to the center of the bend increases, the height adjustment valve is deflated, and the air spring pressure decreases; the working height of the air spring away from the center of the bend decreases, the height adjustment valve is inflated, and the air spring pressure increases. The air spring will additionally apply an anti-roll moment to the vehicle body in the opposite direction of the roll direction. The existence of this moment will work together with the anti-roll bar to increase the angular stiffness of the entire vehicle and improve the vehicle's roll performance.

[0044] In addition, from the perspective of vehicle handling stability, that is, the requirement for understeering, the third body belongs to the rear of the vehicle, and it is easy to swing the tail during the steering process. Therefore, the sixth axle is controlled by a single valve, and the height adjustment valve is installed on the second side of the sixth axle. This ensures that the ratio of the fifth axle angular stiffness to the axle load is greater than the ratio of the sixth axle angular stiffness to the axle load. At the same time, the height adjustment valve of the whole vehicle is arranged in a centrally symmetrical distribution and can meet the vehicle's two-way driving function.

[0045] The height adjustment valves of the vehicle are arranged in a centrally symmetrical manner, which can ensure the stability of the vehicle's driving when the vehicle changes direction.

[0046] Based on the above embodiment, the number of the second car bodies is multiple. The first car body is the head car, and the third car body is the tail car. There can be multiple second car bodies in the middle, thereby improving the practicality of the layout.

[0047] After the implementation of the present invention, at least the following beneficial effects are achieved: (1) Reasonable height adjustment valve layout can effectively avoid damage to the workshop hinge device. The "3-4-3" layout can ensure that the workshop hinge device will not be damaged when the air spring fails and loses air, avoiding serious consequences; (2) The vehicle's two-way driving function is ensured by the central symmetric design of the vehicle height adjustment valve layout; (3) Based on the requirements for understeering of electronically guided rubber-tyred vehicles, the different height adjustment valve arrangements for each vehicle section are beneficial to the understeering of electronically guided rubber-tyred vehicles, thus ensuring vehicle running stability and ride comfort; (4) The vehicle is easy to install and level during assembly, and the air supply volume is reduced compared to subway vehicles.

[0048] The above are exemplary embodiments disclosed in the present invention. The order disclosed in the above embodiments of the present invention is for description only and does not represent the advantages and disadvantages of the embodiments. However, it should be noted that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope disclosed in the embodiments of the present invention (including the claims) is limited to these examples. Various changes and modifications may be made without departing from the scope defined in the claims. The functions, steps and / or actions of the method claims according to the disclosed embodiments described herein do not need to be performed in any particular order. In addition, although the elements disclosed in the embodiments of the present invention may be described or required in individual form, they may also be understood as multiple unless explicitly limited to the singular.

[0049] A person skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples; under the concept of the embodiments of the present invention, the technical features in the above embodiments or different embodiments can also be combined, and there are many other changes in different aspects of the embodiments of the present invention as described above, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the protection scope of the embodiments of the present invention.

Claims

1. An electronically guided rubber-wheeled vehicle with a reasonably arranged height adjustment valve, characterized in that: include: A first vehicle body, a second vehicle body and a third vehicle body, a plurality of air springs and a plurality of height adjustment valves are sequentially connected by a workshop articulation device; the first vehicle body has a first axle and a second axle, the second vehicle body has a third axle and a fourth axle, the third vehicle body has a fifth axle and a sixth axle, two air springs are symmetrically arranged at both ends of the first axle, the second axle, the third axle, the fourth axle, the fifth axle and the sixth axle, the air springs are controlled by a height adjustment valve, the plurality of height adjustment valves are arranged in a centrally symmetrical manner relative to the center of the electronically guided rubber-wheeled vehicle, three height adjustment valves are arranged in the first vehicle body, four height adjustment valves are arranged in the second vehicle body, and three height adjustment valves are arranged in the third vehicle body.

2. The electronically guided rubber-tyred vehicle according to claim 1, characterized in that: The air springs at both ends of the first axle are uniformly controlled by a height adjustment valve arranged on the first axle; the air springs at both ends of the second axle are respectively controlled by two height adjustment valves arranged at both ends of the second axle; the air springs at both ends of the third axle and the fourth axle are respectively controlled by two height adjustment valves arranged at both ends of the corresponding axles; the air springs at both ends of the fifth axle are respectively controlled by two height adjustment valves arranged at both ends of the fifth axle; the air springs at both ends of the sixth axle are uniformly controlled by a height adjustment valve arranged on the sixth axle.

3. The electronically guided rubber-wheeled vehicle according to claim 2, characterized in that: A differential pressure valve is provided between the air springs at both ends of the second axle.

4. The electronically guided rubber-tyred vehicle according to claim 3, characterized in that: A differential pressure valve is provided between the air springs at both ends of the third axle and the fourth axle.

5. The electronically guided rubber-tyred vehicle according to claim 4, characterized in that: A differential pressure valve is provided between the air springs at both ends of the fifth axle.

6. The electronically guided rubber-tyred vehicle according to claim 2, characterized in that: The side on the right side of the forward direction of the electronically guided rubber-wheeled vehicle is the first side, and the side opposite to the first side is the second side.

7. The electronically guided rubber-tyred vehicle according to claim 6, characterized in that: A height adjustment valve of the first axle is provided on a first position side of the first axle.

8. The electronically guided rubber-tyred vehicle according to claim 6, characterized in that: One height adjustment valve of the sixth axle is provided on the second position side of the sixth axle.

9. The electronically guided rubber-tyred vehicle according to claim 1, characterized in that: The height adjustment valve is a height adjustment valve without a delay mechanism and with a dead zone.

10. The electronically guided rubber-tyred vehicle according to claim 1, characterized in that: The number of the second vehicle bodies is plural.

Images