Balancing device and method of railway vehicle, electronic equipment and storage medium

Abstract

The invention provides a balancing device and method for a railway vehicle, electronic equipment and a storage medium, the device comprises a control module and a balancing module, the balancing module comprises a first balancer, a second balancer and a balancer adjusting unit, and the balancer adjusting unit is connected with the first balancer and the second balancer; the control module is in communication connection with the balancer adjusting unit; the railway vehicle comprises a vehicle body and a framework, the vehicle body is arranged on the framework, and the first balancer and the second balancer are arranged between the vehicle body and the framework; the control module is used for determining the inclination angle of the vehicle body relative to the framework; the control module is further used for controlling the balancer adjusting unit to adjust the acting force of the first balancer and the second balancer on the vehicle body when the inclination angle is larger than a preset inclination angle threshold value so as to reduce the inclination angle to be smaller than or equal to the inclination angle threshold value. Acting force of the first balancer and the second balancer on the vehicle body is adjusted through the control module, and the tilting amplitude of the vehicle body can be weakened. The device can improve the anti-tilting capability of the railway vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a balancing device, method, electronic device and storage medium for a rail vehicle. Background Art

[0002] When a rail vehicle is running on the track, it is easily affected and disturbed by various external factors such as unevenness of the line, superelevation of the outer rail of the curve, centrifugal force of movement and crosswind. The car body elastically supported on the air spring of the frame will tilt and roll, that is, the car body will tilt, resulting in a large inclination angle between the car body and the frame. Since the tilting of the car body will affect the stability of the vehicle and the comfort of the ride, it is necessary to effectively intervene in the tilting of the car body to keep the car body balanced relative to the frame as much as possible.

[0003] In the prior art, air springs are usually arranged between the vehicle body and the frame to support and damp the vehicle body, and the supporting force of the air springs is used to resist the tilting of the vehicle body. However, since the supporting force of the air springs comes from the reaction force generated by the force exerted on it by the gravity of the vehicle body, the ability of the air springs to resist the tilting of the vehicle body is limited, and may not be able to effectively resist the tilting of the vehicle body when the tilting amplitude is large. Summary of the invention

[0004] The present application provides a balancing device, method, electronic device and storage medium for a rail vehicle, so as to solve the problem of insufficient anti-tilt capability of the rail vehicle in the prior art and achieve the purpose of improving the anti-tilt capability of the rail vehicle.

[0005] In a first aspect, the present application provides a balancing device for a rail vehicle, the balancing device comprising a control module and a balancing module, the balancing module comprising a first balancer, a second balancer and a balancer adjustment unit, the balancer adjustment unit being connected to the first balancer and the second balancer respectively; the control module being in communication connection with the balancer adjustment unit; the rail vehicle comprising a vehicle body and a frame, the vehicle body being arranged on the frame, the first balancer and the second balancer being arranged between the vehicle body and the frame;

[0006] The control module is used to determine the inclination angle of the vehicle body relative to the frame;

[0007] The control module is further used to control the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the tilt angle to less than or equal to the tilt angle threshold when the tilt angle is greater than a preset tilt angle threshold.

[0008] Optionally, the first balancer and the second balancer both include hydraulic shock absorbers, and the balancer adjustment unit includes an external hydraulic cylinder; and the control module is specifically used for:

[0009] When the inclination angle is greater than a preset inclination angle threshold, the movement of the diaphragm in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber, and the force of the first balancer and the second balancer on the vehicle body is adjusted to reduce the inclination angle to less than or equal to the inclination angle threshold.

[0010] Optionally, the first balancer is arranged on one side of the vehicle body in the width direction, and the second balancer is arranged on the other side of the vehicle body in the width direction; and the control module is specifically used for:

[0011] determining a tilt direction of the vehicle body relative to the frame;

[0012] When it is determined that the tilting direction is tilting toward one side of the first balancer, controlling the movement of the diaphragm in the external hydraulic cylinder to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer;

[0013] When it is determined that the tilting direction is tilting toward one side of the second balancer, the movement of the diaphragm in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer.

[0014] Optionally, the balancer adjustment unit includes a servo motor, and the servo motor is connected to a diaphragm in the external hydraulic cylinder through a screw; the control module is specifically used for:

[0015] When it is determined that the tilting direction is tilting toward one side of the first balancer, a first control instruction is sent to the balancer adjustment unit, wherein the first control instruction is used to control the servo motor to rotate in one direction, so as to drive the screw and the diaphragm to move in the first direction, and to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer;

[0016] When it is determined that the tilting direction is to one side of the second balancer, a second control instruction is sent to the balancer adjustment unit, and the second control instruction is used to control the servo motor to rotate in the opposite direction indicated by the first control instruction, so as to drive the screw and the diaphragm to move in the second direction, and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer, and the second direction is opposite to the first direction.

[0017] Optionally, the first balancer and the second balancer both include an oil storage tank, and the hydraulic shock absorber includes a first inner cavity where the piston rod is located and a second inner cavity that does not include the piston rod; the first inner cavity of the first balancer is connected to the oil storage tank of the first balancer and the second inner cavity of the second balancer, and the first inner cavity of the second balancer is connected to the oil storage tank of the second balancer and the second inner cavity of the first balancer.

[0018] Optionally, the balancing device further comprises a vibration sensor, which is arranged on the vehicle body and / or the frame and is used to collect vibration parameters; the balancing module further comprises an electromagnetic unit, and a magnetic medium is added to the hydraulic medium in the balancing module; the control module is further used to:

[0019] The vibration parameters collected by the vibration sensor are obtained, and a third control instruction is sent to the electromagnetic unit according to the vibration parameter, and the magnetic field value of the electromagnetic unit is adjusted by the third control instruction to control the damping of the hydraulic shock absorber in the balancing module.

[0020] Optionally, the balancing device further comprises a first angle sensor and a second angle sensor, wherein the first angle sensor is arranged on the vehicle body, and the second angle sensor is arranged on the frame; and the control module is specifically used for:

[0021] Acquire a first angle value collected by the first angle sensor and a second angle value collected by the second angle sensor;

[0022] The inclination angle of the vehicle body relative to the frame is determined by calculation based on the first angle value and the second angle value.

[0023] In a second aspect, the present application provides a balancing method for a rail vehicle, the rail vehicle comprising a vehicle body and a frame, the vehicle body being arranged on the frame, a first balancer and a second balancer being arranged between the vehicle body and the frame, the first balancer and the second balancer being respectively connected to a balancer adjustment unit; the method comprising:

[0024] determining an inclination angle of the vehicle body relative to the frame;

[0025] When the tilt angle is greater than a preset tilt angle threshold, the balancer adjustment unit is controlled to adjust the force acting on the vehicle body by the first balancer and the second balancer to reduce the tilt angle to be less than or equal to the tilt angle threshold.

[0026] In a third aspect, the present application provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the electronic device performs the method provided in the second aspect of the present application.

[0027] In a fourth aspect, the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the method provided in the second aspect of the present application is implemented.

[0028] In a fifth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the method provided in the second aspect of the present application.

[0029] In a sixth aspect, the present application provides a rail vehicle, comprising the balancing device as described in the first aspect of the present application.

[0030] In a seventh aspect, the present application provides a rail train, comprising at least one rail vehicle as described in the sixth aspect of the present application.

[0031] The present application provides a balancing device, method, electronic device and storage medium for a rail vehicle, the balancing device includes a control module and a balancing module, the balancing module includes a first balancer, a second balancer and a balancer adjustment unit, the balancer adjustment unit is connected to the first balancer and the second balancer respectively; the control module is in communication connection with the balancer adjustment unit; the rail vehicle includes a car body and a frame, the car body is arranged on the frame, and the first balancer and the second balancer are arranged between the car body and the frame; the control module is used to determine the inclination angle of the car body relative to the frame; the control module is also used to control the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the car body when the inclination angle is greater than a preset inclination angle threshold, so as to reduce the inclination angle to less than or equal to the inclination angle threshold. Based on this, the control module determines the inclination angle and compares the inclination angle with the inclination angle threshold, so as to effectively judge the amplitude of the tilting of the car body; when the inclination angle is greater than the inclination angle threshold, it indicates that the amplitude of the tilting of the car body is large, and external force needs to intervene in the process of anti-tilting of the car body to effectively control the tilting amplitude of the car body and prevent the car body from tilting out of control. The control module controls the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the inclination angle to less than or equal to the inclination angle threshold, thereby reducing the amplitude of the vehicle body tilting or eliminating the vehicle body tilting. Therefore, the balancing device can improve the anti-tilting ability of the rail vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0033] Figure 1 A schematic diagram of the vehicle body tilting provided in an embodiment of the present application;

[0034] Figure 2 A schematic structural diagram of a balancing device for a rail vehicle provided in an embodiment of the present application;

[0035] Figure 3 A schematic diagram of a rail vehicle provided in an embodiment of the present application;

[0036] Figure 4 A schematic diagram of the structure of an interactive hydraulic servo system provided in an embodiment of the present application;

[0037] Figure 5 One of the operation schematic diagrams of the interactive hydraulic servo system provided in the embodiment of the present application;

[0038] Figure 6 The second operation schematic diagram of the interactive hydraulic servo system provided in the embodiment of the present application;

[0039] Figure 7 A schematic diagram of a rail vehicle balancing method provided in an embodiment of the present application;

[0040] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0041] Reference numerals:

[0042] 1-car body; 2-frame; 3-air spring; 4-intelligent host; 5-first angle sensor; 6-second angle sensor; 7-train control system; 8-hydraulic shock absorber of the first balancer; 9-hydraulic shock absorber of the second balancer; 10-bidirectional gyroscope; 11-height sensor; 12-servo motor; 13-screw; 14-external hydraulic cylinder; 15-diaphragm; 16-left cavity; 17-right cavity; 18-vibration sensor; 81-first inner cavity of the first balancer; 82-second inner cavity of the first balancer; 83-oil storage tank of the first balancer; 91-first inner cavity of the second balancer; 92-second inner cavity of the second balancer; 93-oil storage tank of the second balancer; 200-balancing device of rail vehicle; 201-control module; 202-balancing module; 2021-first balancer; 2022-second balancer; 2023-balancer adjustment unit; 801-processor; 802-memory. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0044] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0045] In this application, unless otherwise clearly specified and limited, the terms "installation", "connection", "fixation" and the like 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 a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0046] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0047] In the above description, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0048] For example, during the driving process, rail vehicles may encounter the influence and disturbance of various external factors such as curved sections, uneven lines, superelevation of the outer rail of the curve, centrifugal force of movement and crosswind, which may cause the vehicle body to tilt and affect the driving stability and riding comfort of the vehicle. Taking the rail vehicle of the high-speed EMU as an example, the air spring and anti-tilt torsion bar in the frame form the anti-rollover system of the vehicle to provide the vehicle with anti-tilt capability.

[0049] Figure 1 A schematic diagram of the vehicle body tilting provided in the embodiment of the present application, such as Figure 1 As shown, the rail vehicle includes a vehicle body 1, a frame 2 and air springs 3. The vehicle body 1 is mounted on the frame 2 through air springs 3 on both sides. The air springs 3 can support the vehicle body 1 and provide shock absorption for the vehicle body 1. For example, when the rail vehicle travels to a curved section, the vehicle body 1 will tilt to the outside of the track due to the centrifugal force. Figure 1 The tilting direction of the middle car body is toward the outside of the track. During the tilting process, the center of gravity of the car body 1 shifts, and the weight of the car body will exert more pressure on the air spring 3 on the side of the tilting direction. The air spring 3 on this side will generate a rebound force after being compressed to resist the tilting. In addition, the anti-tilt torsion bar will also provide a part of the force to resist the tilting of the car body. The anti-tilt ability provided by the air spring and the anti-tilt torsion bar is a relatively fixed ability. If a larger tilt occurs, there will be a risk of anti-tilt failure. Therefore, it is necessary to further improve the anti-tilt ability of rail vehicles.

[0050] In the prior art, in order to improve the anti-rollover ability of rail vehicles, it is usually achieved by adjusting the vertical stiffness of the air spring or increasing the layout span of the air springs on both sides. Increasing the vertical stiffness of the air spring will increase the vertical vibration force transmitted from the frame to the vehicle body and reduce the ride comfort of the vehicle. Increasing the layout span of the air springs on both sides requires adjusting the overall layout of the frame and the weight of the frame material. If the bogie is an internal axle box, in order to pursue a large span structure of the air spring, the lateral structure of the internal axle box bogie frame will be increased, which greatly increases the weight of the internal axle box bogie frame, which is contrary to the concept of lightweight internal axle box frame.

[0051] Taking the built-in axle box frame as an example, in order to increase the span between the air springs on both sides of the bogie frame, the lateral structure of the built-in frame needs to be increased. Since the load-bearing position of the air spring deviates from the center of the frame side beam, additional twisting loads should be added to the side beam design, which requires increasing the size of the side beam cross section; and increasing the span between the air springs may require a corresponding increase in the cross-sectional size of the frame cross beam to provide reliable protection for larger load bending moments. Based on this, the weight of the final built-in axle box frame is close to that of the CR400A / BF or CR300A / BF frames with external axle boxes, which offsets the biggest advantage of the built-in axle box frame. Therefore, increasing the span of the air spring to improve the anti-rollover ability does not meet the needs of actual applications.

[0052] In view of this, in order to effectively improve the anti-tilting ability of rail vehicles, an embodiment of the present application provides a balancing device for rail vehicles, which determines the inclination angle through a control module, and compares the inclination angle with the inclination threshold, so as to effectively judge the amplitude of the tilting of the vehicle body. When the inclination angle is greater than the inclination threshold, it indicates that the amplitude of the vehicle body tilting is large, and external force is required to intervene in the process of anti-tilting of the vehicle body to effectively control the amplitude of the vehicle body tilting and prevent the vehicle body from tilting out of control. The control module adjusts the force of the first balancer and the second balancer on the vehicle body by controlling the balancer adjustment unit, which can provide an effective external force for the anti-tilting of the vehicle body. When the external force is increased so that the inclination angle is less than or equal to the inclination threshold, the purpose of reducing the amplitude of the vehicle body tilting or eliminating the vehicle body tilting is achieved. Therefore, the anti-tilting ability of rail vehicles can be improved by the balancing device.

[0053] In the following, some embodiments of the present application are described in detail in conjunction with the accompanying drawings. In the case where there is no conflict between the embodiments, the following embodiments and features in the embodiments can be combined with each other.

[0054] Figure 2 This is a schematic diagram of the structure of a balancing device for a rail vehicle provided in an embodiment of the present application. Figure 2As shown, the balancing device 200 of the rail vehicle includes a control module 201 and a balancing module 202, the balancing module 202 includes a first balancer 2021, a second balancer 2022 and a balancer adjustment unit 2023, the balancer adjustment unit 2023 is respectively connected to the first balancer 2021 and the second balancer 2022; the control module 201 is in communication connection with the balancer adjustment unit 2023; the rail vehicle includes a car body and a frame, the car body is arranged on the frame, and the first balancer 2021 and the second balancer 2022 are arranged between the car body and the frame; the control module 201 is used to determine the inclination angle of the car body relative to the frame; the control module 201 is also used to control the balancer adjustment unit 2023 to adjust the force of the first balancer 2021 and the second balancer 2022 on the car body when the inclination angle is greater than a preset inclination angle threshold value, so as to reduce the inclination angle to be less than or equal to the inclination angle threshold value.

[0055] Exemplarily, the control module 201 may include an electronic device capable of processing the operation data of the rail vehicle, and the electronic device may be, for example, an electronic device such as a vehicle controller or a computer. The operation data may be data reflecting the operation state of the rail vehicle during travel, and may include, for example, the speed of the rail vehicle, the lateral acceleration of the vehicle body, the angle of the vehicle body, the angle of the frame, the positioning position of the vehicle, and the distance between the vehicle body and the frame.

[0056] For example, the control module 201 may include an intelligent host of a rail vehicle, through which the operation data of the rail vehicle can be acquired and processed in real time, so as to issue corresponding control instructions according to the relevant algorithms of the control module 201. Alternatively, the control module 201 may include an intelligent host of a rail vehicle and a train control system of a rail train where the rail vehicle is located, and the intelligent host can acquire the operation data of the rail vehicle and send the operation data to the train control system, and the train control system processes and analyzes the data to issue relevant control instructions. Among them, the intelligent host may be a control host of a rail vehicle, and the train control system may be a control host that controls the entire rail train.

[0057] An angle sensor for collecting angles may be provided in the rail vehicle. The control module 201 is connected to the angle sensor and can obtain angle data collected by the angle sensor in real time. The inclination angle of the vehicle body relative to the frame can be determined through the angle data. It should be understood that the inclination angle of the vehicle body relative to the frame is an angle less than 90°.

[0058] For example, an angle sensor capable of collecting the angle between the vehicle body plane and the frame plane may be provided between the vehicle body and the frame, wherein the vehicle body plane may be the plane of the bottom surface of the vehicle body, and the frame plane may be a reference plane preset on the frame. The angle value collected by the angle sensor may be determined as the inclination angle of the vehicle body relative to the frame.

[0059] In some embodiments, the balancing device also includes a first angle sensor and a second angle sensor, the first angle sensor is arranged on the vehicle body, and the second angle sensor is arranged on the frame; the control module is specifically used to: obtain a first angle value collected by the first angle sensor and a second angle value collected by the second angle sensor; calculate according to the first angle value and the second angle value to determine the inclination angle of the vehicle body relative to the frame.

[0060] Specifically, the first angle sensor and the second angle sensor can simultaneously collect a first angle value and a second angle value. The first angle value can represent the angle between the vehicle body plane and the horizontal plane, and the second angle value can represent the angle between the frame plane and the horizontal plane. The difference between the first angle value and the second angle value is obtained by subtracting the two, and the difference can be determined as the inclination angle of the vehicle body relative to the frame.

[0061] Figure 3 A schematic diagram of a rail vehicle provided in an embodiment of the present application, such as Figure 3 As shown, the rail vehicle includes a vehicle body 1, a frame 2, an air spring 3, an intelligent host 4, a first angle sensor 5 and a second angle sensor 6. The intelligent host 4 is used to collect data from the sensors and process the data, through which the operating status of the rail vehicle such as the posture and position can be reflected in real time. The intelligent host 4 can realize the role of the control module, or the intelligent host 4 and the train control system 7 can jointly realize the role of the control module. For example, the intelligent host 4 can be connected to the train control system 7 through the train control circuit, send processed data to the train control system 7, receive control instructions from the train control system 7 and send corresponding execution instructions to the actuator valve body or servo system according to the control instructions. The train control system 7 can be, for example, a CTCS3 train control system.

[0062] For example, the train control system 7 can transmit the line information related to the rail vehicle to the intelligent host 4 to improve the accuracy of determining whether the rail vehicle enters the curved track section. The train control system 7 can also record the real-time rail vehicle posture and running speed information, and can send corresponding control instructions to the intelligent host 4 according to the posture and running speed information.

[0063] The intelligent host 4 can be connected to the first angle sensor 5 and the second angle sensor 6 respectively through the angle sensor data acquisition circuit to obtain angle data. The first angle sensor 5 is arranged on the vehicle body 1 to obtain the first angle value, and the second angle sensor 6 is arranged on the frame 2 to obtain the second angle value. By calculating the difference between the angle values ​​obtained by the two angle sensors, the inclination angle of the vehicle body relative to the frame can be accurately determined, thereby judging the tilt amplitude of the vehicle body 1 and improving the reliability of the control module issuing the control command.

[0064] It should be understood that when the vehicle body does not tilt, the frame is running on the track, and the frame plane tends to be relatively parallel to the track plane, and the vehicle body plane and the frame plane also tend to be relatively parallel. When entering a curved section, the vehicle body will be affected by the centrifugal force and tilt due to the circular motion of the rail vehicle along the curved track. At this time, the bottom surface of the vehicle body is inclined relative to the frame plane, and the angle with the frame plane increases. Therefore, the amplitude of the vehicle body tilt can be determined according to the angle difference between the vehicle body and the frame.

[0065] The preset tilt angle threshold may be a preset angle value based on statistical data obtained during operation, test data obtained through experiments, or empirical values, and the angle value may be any value, such as 0.2°, 0.5°, or 1°, etc. Optionally, when determining the preset tilt angle threshold, it may be preset based on factors such as the vehicle body mass and center of gravity height, the vertical stiffness of the air spring, and the lateral span.

[0066] For example, when a rail vehicle is traveling on a straight line, the first angle value collected by the first angle sensor on the vehicle body is expressed as θa, and the second angle value collected by the second angle sensor on the frame is expressed as θb. The inclination angle of the vehicle body relative to the frame can be obtained by calculating the difference between the two angle values. The absolute value of the inclination angle can be expressed as Δθ=|θb-θa|, where Δθ represents the inclination angle.

[0067] If the preset tilt angle threshold is 1°, then when Δθ≤1°, it can be determined that the vehicle body is not tilting or the tilt amplitude is small, and the anti-tilt action may not be triggered at this time, and the vehicle will maintain its original working state, and the tilting may be resisted by the vehicle's inherent anti-tilt ability. For example, when a rail vehicle travels into a curved section, due to the centrifugal motion of the vehicle, the vehicle body translates and tilts toward the outer rail, then when the tilt angle value Δθ>1°, it can be determined that the vehicle body tilts a large amplitude, and the anti-tilt action is triggered at this time, and the control module will control the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the tilt angle to less than or equal to the tilt angle threshold, thereby reducing or eliminating the tilt amplitude.

[0068] In this embodiment, the angle data of the vehicle body and the angle data of the frame can be accurately obtained through the first angle sensor and the second angle sensor. After the control module obtains the first angle value and the second angle value, the inclination angle of the vehicle body relative to the frame can be quickly determined through calculation, thereby providing accuracy and timeliness in determining the inclination angle.

[0069] Exemplarily, the balancing module 202 may be a force-applying module for providing a restoring force to the tilting of the vehicle body. One or more balancing modules 202 may be provided according to the actual situation of the rail vehicle. For example, when the length of the vehicle body of the rail vehicle is relatively long, multiple balancing modules 202 may be provided at multiple positions of the vehicle body. The first balancer 2021 and the second balancer 2022 in the balancing module 202 may be provided between the vehicle body and the frame, for example, one end of the first balancer 2021 and the second balancer 2022 are both connected to the vehicle body, and the other ends of the first balancer 2021 and the second balancer 2022 are both connected to the frame. Optionally, the first balancer 2021 and the second balancer 2022 may be symmetrically arranged on both sides in the width direction of the vehicle body to apply a force to the left side of the vehicle body or the right side of the vehicle body to overcome the force when the vehicle body tilts.

[0070] In some embodiments, the first balancer and the second balancer both include hydraulic shock absorbers, and the balancer adjustment unit includes an external hydraulic cylinder; the control module is specifically used to: when the inclination angle is greater than a preset inclination angle threshold, control the movement of the diaphragm in the external hydraulic cylinder, push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber, and adjust the force of the first balancer and the second balancer on the vehicle body to reduce the inclination angle to less than or equal to the inclination angle threshold.

[0071] Specifically, the hydraulic shock absorber may be a device that provides a force to the vehicle body through a hydraulic structure. For example, the hydraulic shock absorber may be a telescopic hydraulic cylinder, a piston hydraulic cylinder, or a plunger hydraulic cylinder. The external hydraulic cylinder may be any type of hydraulic cylinder that can provide power to the hydraulic medium in the hydraulic shock absorber. A diaphragm is provided in the external hydraulic cylinder, and the diaphragm can be moved in the cylinder body of the external hydraulic cylinder to provide power to the hydraulic medium in the hydraulic shock absorber.

[0072] By flowing the hydraulic medium in the external hydraulic cylinder into the hydraulic shock absorber, the force of the hydraulic shock absorber on the vehicle body can be increased. When the hydraulic medium flows out of the hydraulic shock absorber, the force of the hydraulic shock absorber on the vehicle body can be reduced. The hydraulic medium can be, for example, hydraulic oil or other medium.

[0073] Taking the hydraulic shock absorber of the piston hydraulic cylinder and the external hydraulic cylinder as an example, when the inclination angle is greater than the preset inclination angle threshold, the movement of the diaphragm in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder to flow into the piston hydraulic cylinder. The pressure in the piston hydraulic cylinder body increases, which will push the piston and the piston rod outward. As the piston rod extends outward, the force on the vehicle body can be increased to overcome the tilting of the vehicle body.

[0074] In this embodiment, by controlling the movement of the diaphragm in the external hydraulic cylinder through the control module, the hydraulic medium in the external hydraulic cylinder can be pushed to flow into the hydraulic shock absorber, thereby adjusting the force of the first balancer and the second balancer on the vehicle body, effectively reducing the inclination angle to less than or equal to the inclination angle threshold, and achieving the effect of reducing or eliminating the tilt of the vehicle body.

[0075] The balancing device for a rail vehicle provided in an embodiment of the present application determines the inclination angle through a control module, and compares the inclination angle with the inclination angle threshold, which can effectively determine the magnitude of the tilting of the vehicle body; when the inclination angle is greater than the inclination angle threshold, it indicates that the amplitude of the vehicle body tilting is large, and external force is required to intervene in the process of anti-tilting of the vehicle body to effectively control the amplitude of the vehicle body tilting and prevent the vehicle body from tilting out of control. The control module controls the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the inclination angle to less than or equal to the inclination angle threshold, which can reduce the amplitude of the vehicle body tilting or eliminate the vehicle body tilting. Therefore, the balancing device can improve the anti-tilting ability of the rail vehicle.

[0076] In addition, the balancing device provided by the present application can also achieve more accurate control of the various motion postures of the bogie, which can improve the safety of vehicle operation. Furthermore, the present application can increase the maximum speed of rail vehicles passing through the original line curve, increase the line vehicle efficiency, reduce the operating costs of railway companies, and further shorten the vehicle departure interval, especially in multi-curve lines represented by urban rail. The balancing device provided by the present application can also simplify the bogie primary structure, integrate the rubber spring with the bogie primary lifting device, reduce the use of wheel pair devices in the bogie, simplify the bogie structure, and improve the overall reliability of the bogie. In some scenarios, after adopting the balancing device, the anti-roll torsion bar can also be eliminated, reducing the difficulty of the bogie structure design layout and improving the bogie design efficiency.

[0077] In some embodiments, the first balancer is arranged on one side in the width direction of the vehicle body, and the second balancer is arranged on the other side in the width direction of the vehicle body; the control module is specifically used to: determine the tilt direction of the vehicle body relative to the frame; when the tilt direction is determined to be tilting toward one side of the first balancer, control the movement of the diaphragm in the external hydraulic cylinder to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer; when the tilt direction is determined to be tilting toward one side of the second balancer, control the movement of the diaphragm in the external hydraulic cylinder to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer.

[0078] For example, the tilting direction of the vehicle body relative to the frame includes tilting to the left side in the vehicle body width direction and tilting to the right side in the vehicle body width direction, the left side can be understood as the right half of the vehicle body along the longitudinal direction, and the right side can be understood as the left half of the vehicle body along the longitudinal direction. The first balancer is arranged on one side in the vehicle body width direction, and the second balancer is arranged on the other side in the vehicle body width direction, which can be used to apply a force to restore the tilting to the vehicle body when the vehicle body tilts to the left side or the right side.

[0079] like Figure 3 As shown, the hydraulic shock absorber 8 of the first balancer is arranged on the left side of the vehicle body 1, and the hydraulic shock absorber 9 of the second balancer is arranged on the right side of the vehicle body 1. The upper part of the hydraulic shock absorber 8 of the first balancer is connected to the vehicle body 1, and the lower part is connected to the frame 2; the upper part of the hydraulic shock absorber 9 of the second balancer is connected to the vehicle body 1, and the lower part is connected to the frame 2. Through the change of the telescopic height of the telescopic part of the hydraulic shock absorber, a force can be provided for the vehicle body to resist the tilting of the vehicle body.

[0080] When determining the tilting direction of the car body relative to the frame, it can be determined by the data collected by the sensor. It should be noted that there are three corresponding directions when the rail vehicle is traveling, namely longitudinal, transverse and vertical. Among them, the direction of travel of the rail vehicle can be longitudinal, the direction parallel to the track plane and perpendicular to the longitudinal direction is transverse, and the direction perpendicular to the track plane is vertical. When the rail vehicle travels on the track in the longitudinal direction, the direction from the left side of the car body to the right side or the direction from the right side of the car body to the left side can be understood as transverse. When the centrifugal force on the car body in the transverse direction is large, it will cause the car body to tilt in the direction of the centrifugal force. The transverse centrifugal force will increase the acceleration of the car body in the transverse direction. Therefore, by detecting the lateral acceleration of the car body, the centrifugal force in the transverse direction of the car body can be determined, and then it can be determined whether the car body is tilting and the direction of the car body tilting.

[0081] For example, a sensor such as an accelerometer that can measure lateral acceleration can be set on the vehicle body. An increase in the collected lateral acceleration can determine that the vehicle body has tilted, and the direction of the lateral acceleration points to the direction in which the vehicle body tilts.

[0082] Alternatively, the position of the rail vehicle can be determined by locating the position of the rail vehicle during operation. By identifying the location with the track map, it can be determined whether the rail vehicle has entered a track that bends to the left side of the vehicle body or a track that bends to the right side of the vehicle body, and then the tilt direction of the vehicle body can be determined.

[0083] For example, a global positioning system (GPS) positioning sensor is set on the rail vehicle, and the positioning position of the rail vehicle can be determined by GPS positioning. Alternatively, the positioning position of the rail vehicle can be determined by a Beidou satellite positioning sensor. After the positioning position of the rail vehicle is determined, the positioning position can be mapped to the rail map. According to the position of the positioning position in the rail base map, it is determined whether the section of the road where the rail vehicle is currently located is a straight section or a curved section, and the bending direction of the curved section is determined. When it is determined that the rail vehicle is traveling on a section that bends to the left side of the vehicle body, it can be determined that the tilt direction of the vehicle body is tilting to the right side of the vehicle body; when it is determined that the rail vehicle is traveling on a section that bends to the right side of the vehicle body, it can be determined that the tilt direction of the vehicle body is tilting to the left side of the vehicle body.

[0084] Alternatively, the tilt direction of the vehicle body may be determined by data collected by sensors such as a gyroscope or an inertial measurement unit (IMU). For example, the roll angle of the vehicle body may be calculated by the angular velocity collected by the gyroscope, and the roll angle may be used to determine whether the vehicle body rolls to the left or right of the vehicle body, thereby determining the tilt direction of the vehicle body.

[0085] In addition, the body posture can be combined with multiple methods to accurately determine the body tilt direction. For example, the body tilt direction is determined by two or more methods. When the body tilt directions determined by each method are consistent, a body tilt direction with higher accuracy can be obtained.

[0086] like Figure 3 As shown, the intelligent host 4 can be connected to the bidirectional gyroscope 10 through the bidirectional gyroscope data acquisition circuit. The bidirectional gyroscope 10 can be set on the vehicle body 1 to record the vertical acceleration and lateral acceleration of the vehicle body 1. When the rail vehicle enters a curved track section, the bidirectional gyroscope 10 can record the increase in centrifugal acceleration of the vehicle body 1. In conjunction with the positioning of the GPS and Beidou navigation systems in the train control system 7, it can more accurately determine the time when the rail vehicle enters the curved section and the time of anti-rollover intervention. In addition, the height sensor 11 located in the air spring 3 can record the height of the air spring 3 in real time, which can provide data evidence for the train control system 7 to control the anti-rollover of the vehicle, and ensure real-time feedback of data when the control balance module is in action.

[0087] For example, after determining the tilting direction, the movement of the diaphragm in the external hydraulic cylinder can be controlled to make the hydraulic medium in the external hydraulic cylinder flow into the hydraulic shock absorber on the tilting direction side to increase the internal pressure of the hydraulic shock absorber on the tilting direction side, thereby providing support force for one side of the vehicle body to resist the tilting of the vehicle body.

[0088] In this embodiment, the first balancer and the second balancer are respectively arranged on both sides of the vehicle body in the width direction, which helps to control the vehicle body to maintain balance; after determining the tilting direction, the movement of the diaphragm in the external hydraulic cylinder is controlled in the tilting direction to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber on the tilting direction side, which can provide hydraulic support force for the tilting direction side, increase additional anti-tilting restoring torque, and improve the anti-tilting ability of the rail vehicle.

[0089] In some embodiments, the balancer adjustment unit includes a servo motor, which is connected to a diaphragm in an external hydraulic cylinder through a screw; the control module is specifically used for:

[0090] When it is determined that the tilting direction is to one side of the first balancer, a first control instruction is sent to the balancer adjustment unit. The first control instruction is used to control the servo motor to rotate in one direction to drive the screw and the diaphragm to move in the first direction, and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer.

[0091] When it is determined that the tilting direction is to one side of the second balancer, a second control instruction is sent to the balancer adjustment unit. The second control instruction is used to control the servo motor to rotate in the opposite direction indicated by the first control instruction, so as to drive the screw and the diaphragm to move in the second direction, and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer. The second direction is opposite to the first direction.

[0092] For example, the servo motor rotates in one direction as the output shaft of the servo motor rotates forward or reversely. The diaphragm moves in the first direction as the diaphragm moves toward one end of the external hydraulic cylinder body, and the diaphragm moves in the second direction as the diaphragm moves toward the other end of the external hydraulic cylinder body.

[0093] Specifically, the servo motor is connected to the diaphragm in the external hydraulic cylinder through a screw rod, and the screw rod can be driven to move by the forward or reverse rotation of the servo motor, thereby driving the diaphragm in the external hydraulic cylinder to move. The movement of the diaphragm will push the hydraulic medium in the external hydraulic cylinder to flow, thereby pressing the hydraulic medium in the external hydraulic cylinder into the hydraulic shock absorber.

[0094] Exemplarily, the control module is in communication connection with the balancing module, and the control module can send a control instruction to the balancing module to control the balancing module to perform a corresponding action. The first balancer and the second balancer are respectively arranged on both sides of the width direction of the vehicle body. After determining the tilting direction, the control module can send a first control instruction or a second control instruction to the balancer adjustment unit according to the tilting direction to control the servo motor to rotate so as to push the hydraulic medium in the external hydraulic cylinder into the hydraulic shock absorber on the tilting direction side through the diaphragm.

[0095] The servo motor can effectively drive the diaphragm to move, thereby pushing the hydraulic medium to flow into the hydraulic shock absorber. In addition, after determining the tilting direction, the first control instruction or the second control instruction can be used to control the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber on the tilting direction side, increase the internal pressure of the hydraulic shock absorber on the tilting direction side, and convert the pressure into a force on the vehicle body to reduce the tilt angle of the vehicle body relative to the frame, thereby achieving effective control of the vehicle body's anti-tilting.

[0096] In some embodiments, the first balancer and the second balancer both include an oil storage tank, and the hydraulic shock absorber includes a first inner cavity where the piston rod is located and a second inner cavity that does not include the piston rod; the first inner cavity of the first balancer is connected to the oil storage tank of the first balancer and the second inner cavity of the second balancer, and the first inner cavity of the second balancer is connected to the oil storage tank of the second balancer and the second inner cavity of the first balancer.

[0097] Figure 4 A structural schematic diagram of an interactive hydraulic servo system provided in an embodiment of the present application, the interactive hydraulic servo system is a balancing module, the interactive hydraulic servo system can realize the interactive flow of hydraulic medium in the first balancer and the second balancer, and the interactive hydraulic servo system can also realize effective control of the flow direction of the hydraulic medium in the system by controlling the diaphragm plate of the external hydraulic cylinder by the servo motor.

[0098] like Figure 4 As shown, the servo motor 12 is connected to the diaphragm 15 in the external hydraulic cylinder 14 through the screw 13. The external hydraulic cylinder 14 includes a left cavity 16 and a right cavity 17. The first inner cavity 81 of the first balancer is connected to the oil storage tank 83 of the first balancer and the second inner cavity 92 of the second balancer; the first inner cavity 91 of the second balancer is connected to the oil storage tank 93 of the second balancer and the second inner cavity 82 of the first balancer. In addition, the left cavity 16 is connected to the first inner cavity 81 of the first balancer; the right cavity 17 is connected to the first inner cavity 91 of the second balancer. The oil storage tank 83 of the first balancer and the oil storage tank 93 of the second balancer can play the role of buffering the hydraulic medium. Connecting the oil storage tank to the first inner cavity can speed up the flow of the hydraulic medium out of the first inner cavity when the piston rod moves upward, thereby speeding up the force application speed of the piston rod to the vehicle body.

[0099] Figure 5 One of the operation schematic diagrams of the interactive hydraulic servo system provided in the embodiment of the present application is as follows: Figure 4 and Figure 5As shown, when the servo motor 12 drives the diaphragm 15 to move to the right, the right cavity 17 is compressed and the left cavity 16 is expanded, the pressure of the hydraulic medium in the right cavity 17 increases, and the pressure of the hydraulic medium in the left cavity 16 decreases, which will force the hydraulic shock absorber 8 of the first balancer to shorten and the hydraulic shock absorber 9 of the second balancer to extend. Based on this, when the vehicle body tilts to one side of the second balancer, a support force to resist tilting can be provided for the right side of the vehicle body, and a pulling force to resist tilting can be provided for the left side of the vehicle body, so that the inclination angle of the vehicle body relative to the frame can be effectively reduced.

[0100] Figure 6 The second operation schematic diagram of the interactive hydraulic servo system provided in the embodiment of the present application is as follows: Figure 4 and Figure 6 As shown, when the servo motor 12 drives the diaphragm 15 to move to the left, the left cavity 16 is compressed and the right cavity 17 is expanded, the pressure of the hydraulic medium in the left cavity 16 increases, and the pressure of the hydraulic medium in the right cavity 17 decreases, which will force the hydraulic shock absorber 9 of the second balancer to shorten and the hydraulic shock absorber 8 of the first balancer to extend. Based on this, when the vehicle body tilts to one side of the first balancer, a support force to resist tilting can be provided for the left side of the vehicle body, and a pulling force to resist tilting can be provided for the right side of the vehicle body, so that the tilt angle of the vehicle body relative to the frame can be effectively reduced.

[0101] Exemplarily, the control module can determine the real-time motion state of the vehicle body based on the angle and lateral acceleration signals transmitted in real time by the angle sensor, lateral acceleration sensor, etc. installed in the rail vehicle, and control the rotation direction (forward or reverse) and rotation speed of the servo motor in real time, drive the external hydraulic cylinder screw and the diaphragm to move, and promote the flow of hydraulic medium. When the external influence or disturbance is small, the tilting amplitude of the vehicle body is small. When the inclination angle Δθ≤1°, the servo motor in the interactive hydraulic servo system does not move, and the internal interconnection characteristics of the interactive hydraulic servo system can be relied on for adaptive adjustment to suppress the tilting of the vehicle body. When the external influence or disturbance is large, the tilting amplitude of the vehicle body is large. When the inclination angle Δθ>1°, the servo motor in the interactive hydraulic servo system will be triggered to move, so as to reduce the inclination angle to less than or equal to the inclination angle threshold by adjusting the force of the first balancer and the second balancer on the vehicle body.

[0102] Taking the example that the first balancer is connected to the left side of the car body and the second balancer is connected to the right side of the car body, the first balancer is equivalent to the left secondary vertical shock absorber, and the second balancer is equivalent to the right secondary vertical shock absorber. Assuming that the left side is the outer side of the track, the car body tilts toward the outer track, the vehicle's train control system sends an anti-tilting instruction to the intelligent host, and the intelligent host sends the corresponding control instruction to the interactive hydraulic servo system. The car body tilts toward the outer track, resulting in the compression of the left secondary vertical shock absorber and the extension of the right secondary vertical shock absorber, resulting in hydraulic interactive movement of the left and right secondary vertical shock absorbers. The left secondary vertical shock absorber is compressed, the upper cylinder of the shock absorber is in a (relatively) low pressure state, and the lower cylinder is in a (relatively) high pressure state; the right secondary vertical shock absorber is stretched, the upper cylinder of the shock absorber is in a (relatively) high pressure state, and the lower cylinder is in a (relatively) low pressure state.

[0103] The lower oil cylinder of the left secondary vertical shock absorber (high pressure state) is connected to the upper oil cylinder of the right secondary vertical shock absorber (high pressure state) through a hydraulic pipeline, and the upper oil cylinder of the left secondary vertical shock absorber (low pressure state) is connected to the lower oil cylinder of the right secondary vertical shock absorber (low pressure state), resulting in the same pressure in the high-pressure area and low-pressure area of ​​the shock absorbers on both sides, the compression movement of the left secondary vertical shock absorber and the stretching movement of the right secondary vertical shock absorber are suppressed, the overturning movement of the car body toward the outer rail is suppressed, and the energy storage device (oil storage tank) located in the connecting pipelines of the shock absorbers on both sides provides hydraulic buffering; when the hydraulic balance force of the secondary vertical shock absorbers on both sides cannot completely suppress the tilting of the car body, the tilting angle of the car body The degree continues to increase, the intelligent host drives the servo motor in the interactive hydraulic servo system, drives the screw, and drives the diaphragm of the external hydraulic cylinder to move to the left. The high-pressure hydraulic oil on the left side of the external hydraulic cylinder enters the lower part of the left shock absorber and the upper part of the right shock absorber through the hydraulic pipeline. The low-pressure hydraulic oil on the right side of the external hydraulic cylinder is extracted from the upper part of the left shock absorber and the lower part of the right shock absorber. The lower oil pressure of the left shock absorber increases and the upper oil pressure decreases, and the left shock absorber extends. The upper oil pressure of the right shock absorber increases and the lower oil pressure decreases, and the right shock absorber shortens. The rotational torque of the left and right shock absorbers toward the inner rail gradually increases with the control of the intelligent host, and the anti-tilting performance gradually increases, which can suppress the tilting of the vehicle body. During the tilting process of the vehicle, when the vehicle vibrates up and down, the damping valve located in the shock absorber connecting pipeline can provide vibration reduction, which assumes the vibration reduction function of the secondary vertical shock absorber.

[0104] For example, since the valve-type damping vibration reduction is adopted, the vibration reduction damping is single, and as the rail vehicle runs for a long time, it will not be able to meet the needs of multiple vibration reduction damping. To this end, in some embodiments, an electromagnetic unit can be set in the balancing module to solve this problem.

[0105] In some embodiments, the balancing device also includes a vibration sensor, which is arranged on the vehicle body and / or frame and is used to collect vibration parameters; the balancing module also includes an electromagnetic unit, and a magnetic medium is added to the hydraulic medium in the balancing module; the control module is also used to: obtain the vibration parameters collected by the vibration sensor, and send a third control instruction to the electromagnetic unit according to the vibration parameters, and adjust the magnetic field value of the electromagnetic unit through the third control instruction to control the damping of the hydraulic shock absorber in the balancing module.

[0106] like Figure 3 As shown, vibration sensors 18 can be provided at the upper and lower parts of the air spring 3 to collect vibration parameters, such as the vertical vibration acceleration of the vehicle body 1. The intelligent host 4 can be connected to the vibration sensor 9 through a vibration acceleration parameter collection circuit to monitor the vibration condition.

[0107] Exemplarily, the electromagnetic unit may be arranged on a damping valve of a hydraulic shock absorber. The control module may send a third control instruction to the balancing module, and the third control instruction is used to instruct the electromagnetic unit to adjust its magnetic field value, wherein the magnetic field value may include a magnetic field strength value. For example, the third control instruction includes a target current value, and the target current value corresponds to the magnetic field strength value of the electromagnetic unit. Since a magnetic medium is added to the hydraulic medium, when the magnetic field strength value changes, the flow resistance of the hydraulic medium in the hydraulic shock absorber will change, and the damping of the hydraulic shock absorber can be adjusted. Among them, the magnetic medium may be, for example, magnetic powder.

[0108] In this embodiment, a magnetic medium is added to the hydraulic medium, and an electromagnetic unit is provided in the balancing module. Then, according to the vibration parameters obtained by the control module, a third control instruction can be sent to the electromagnetic unit in real time to control the magnetic field size, thereby controlling the damping size of the hydraulic shock absorber.

[0109] Figure 7 A schematic diagram of a balancing method for a rail vehicle provided in an embodiment of the present application, the method can be executed by an electronic device with corresponding data processing capabilities, the electronic device can be, for example, a controller or intelligent host of the rail vehicle, a control system or controller of a rail train where the rail vehicle is located, and electronic devices such as computers. The rail vehicle includes a vehicle body and a frame, the vehicle body is arranged on the frame, a first balancer and a second balancer are arranged between the vehicle body and the frame, and the first balancer and the second balancer are respectively connected to a balancer adjustment unit. Figure 7 As shown, the method includes:

[0110] Step 701: Determine the inclination angle of the vehicle body relative to the frame.

[0111] Step 702: When the tilt angle is greater than a preset tilt angle threshold, control the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the tilt angle to less than or equal to the tilt angle threshold.

[0112] Optionally, the first balancer and the second balancer both include hydraulic shock absorbers, and the balancer adjustment unit includes an external hydraulic cylinder;

[0113] When the tilt angle is greater than a preset tilt angle threshold, controlling the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the tilt angle to less than or equal to the tilt angle threshold includes:

[0114] When the inclination angle is greater than a preset inclination angle threshold, the movement of the diaphragm in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber, and the force of the first balancer and the second balancer on the vehicle body is adjusted to reduce the inclination angle to less than or equal to the inclination angle threshold.

[0115] Optionally, the first balancer is arranged on one side in the width direction of the vehicle body, and the second balancer is arranged on the other side in the width direction of the vehicle body;

[0116] Controlling the movement of the diaphragm in the external hydraulic cylinder, pushing the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber, and adjusting the force of the first balancer and the second balancer on the vehicle body, including:

[0117] Determine the tilt direction of the vehicle body relative to the frame;

[0118] When it is determined that the tilting direction is to tilt toward one side of the first balancer, the diaphragm in the external hydraulic cylinder is controlled to move, so as to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer;

[0119] When it is determined that the tilting direction is to tilt toward one side of the second balancer, the diaphragm in the external hydraulic cylinder is controlled to move, and the hydraulic medium in the external hydraulic cylinder is pushed to flow into the hydraulic shock absorber of the second balancer.

[0120] Optionally, the balancer adjustment unit includes a servo motor, which is connected to a diaphragm in an external hydraulic cylinder via a screw;

[0121] When it is determined that the tilting direction is to tilt toward one side of the first balancer, the diaphragm in the external hydraulic cylinder is controlled to move, so as to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer, including:

[0122] When it is determined that the tilting direction is tilting toward one side of the first balancer, a first control instruction is sent to the balancer adjustment unit, where the first control instruction is used to control the servo motor to rotate in one direction, so as to drive the screw and the diaphragm to move in the first direction, and to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer;

[0123] When it is determined that the tilting direction is to tilt toward one side of the second balancer, the diaphragm in the external hydraulic cylinder is controlled to move, and the hydraulic medium in the external hydraulic cylinder is pushed to flow into the hydraulic shock absorber of the second balancer, including:

[0124] When it is determined that the tilting direction is to one side of the second balancer, a second control instruction is sent to the balancer adjustment unit. The second control instruction is used to control the servo motor to rotate in the opposite direction indicated by the first control instruction, so as to drive the screw and the diaphragm to move in the second direction, and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer. The second direction is opposite to the first direction.

[0125] Optionally, the first balancer and the second balancer both include an oil storage tank, and the hydraulic shock absorber includes a first inner cavity where the piston rod is located and a second inner cavity that does not include the piston rod; the first inner cavity of the first balancer is connected to the oil storage tank of the first balancer and the second inner cavity of the second balancer, and the first inner cavity of the second balancer is connected to the oil storage tank of the second balancer and the second inner cavity of the first balancer.

[0126] Optionally, the balancing device further includes a vibration sensor, which is arranged on the vehicle body and / or the frame and is used to collect vibration parameters; the balancing module further includes an electromagnetic unit, and a magnetic medium is added to the hydraulic medium in the balancing module; the method further includes:

[0127] The vibration parameters collected by the vibration sensor are obtained, and a third control instruction is sent to the electromagnetic unit according to the vibration parameters. The magnetic field value of the electromagnetic unit is adjusted by the third control instruction to control the damping of the hydraulic shock absorber in the balancing module.

[0128] Optionally, the balancing device further comprises a first angle sensor and a second angle sensor, the first angle sensor being arranged on the vehicle body, and the second angle sensor being arranged on the frame;

[0129] Determine the inclination of the vehicle body relative to the frame, including:

[0130] Acquire a first angle value collected by a first angle sensor and a second angle value collected by a second angle sensor;

[0131] A calculation is performed based on the first angle value and the second angle value to determine the inclination angle of the vehicle body relative to the frame.

[0132] The method provided in the embodiment of the present application tends to improve the anti-rollover performance of rail vehicles and can improve the safety of rail vehicles. In a rail train composed of multiple rail vehicles, the method can be used to control the rail vehicles of the rail train in a consistent manner, which has high comprehensiveness. The method of the present application can be applied to rail vehicles with a two-system structure and has high universality. The method can achieve the purpose of adjusting the height of the left and right two systems and achieve more precise control of each movement posture of the frame. By using this method to effectively adjust the state of the suspension system, the riding comfort of the rail vehicle and the stability of the vehicle operation can be optimized. In order to adapt to different types of rail vehicles and different usage scenarios, the system matching performance can be considered and compatibility design can be performed.

[0133] The implementation principle and technical effect of the rail vehicle balancing method provided in the embodiment of the present application are similar to those of the above-mentioned embodiments, and this embodiment will not be described in detail here.

[0134] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 8 As shown, the electronic device of this embodiment may include: at least one processor 801; and a memory 802 communicatively connected to the at least one processor; wherein the memory 802 stores instructions executable by the at least one processor 801, and the instructions are executed by the at least one processor 801 so that the electronic device executes the method described in any of the above embodiments.

[0135] Optionally, the memory 802 may be independent or integrated with the processor 801 .

[0136] The implementation principle and technical effects of the electronic device provided in this embodiment can be found in the aforementioned embodiments and will not be described in detail here.

[0137] An embodiment of the present application further provides a rail vehicle, which includes the electronic device as described in the aforementioned embodiment.

[0138] An embodiment of the present application also provides a rail train, which includes at least one rail vehicle as described in the aforementioned embodiment.

[0139] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions. When a processor executes the computer-executable instructions, the method described in any of the above embodiments is implemented.

[0140] An embodiment of the present application further provides a computer program product, including a computer program, which implements the method described in any of the above embodiments when executed by a processor.

[0141] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the modules is only a logical function division, and there may be other division methods in actual implementation, such as multiple modules can be combined or integrated into another system, or some features can be ignored or not executed.

[0142] The above-mentioned integrated module implemented in the form of a software function module can be stored in a computer-readable storage medium. The above-mentioned software function module is stored in a storage medium, including a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to perform some steps of the method described in each embodiment of the present application.

[0143] It should be understood that the above-mentioned processor can be a processing unit (Central Processing Unit, CPU), or other general-purpose processors, digital signal processors (Digital Signal Processor, DSP), application-specific integrated circuits (Application Specific Integrated Circuit, ASIC), etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The memory may include RAM (Random Access Memory), and may also include NVM (Non-Volatile Memory), such as at least one disk storage, and can also be a USB flash drive, a mobile hard disk, a read-only memory, a disk or an optical disk, etc.

[0144] The above storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read only memory (EEPROM), erasable programmable read only memory (EPROM), programmable read only memory (PROM), read only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0145] An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the storage medium can also exist as discrete components in an electronic device or a main control device.

[0146] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0147] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0148] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0149] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

[0150] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A balancing device for a rail vehicle, characterized in that: The balancing device comprises a control module and a balancing module, the balancing module comprises a first balancer, a second balancer and a balancer adjustment unit, the balancer adjustment unit is respectively connected to the first balancer and the second balancer; the control module is in communication connection with the balancer adjustment unit; the rail vehicle comprises a vehicle body and a frame, the vehicle body is arranged on the frame, and the first balancer and the second balancer are arranged between the vehicle body and the frame; The control module is used to determine the inclination angle of the vehicle body relative to the frame; The control module is further used to control the balancer adjustment unit to adjust the force of the first balancer and the second balancer on the vehicle body to reduce the tilt angle to less than or equal to the tilt angle threshold when the tilt angle is greater than a preset tilt angle threshold.

2. The balancing device according to claim 1, characterized in that: The first balancer and the second balancer both include hydraulic shock absorbers, and the balancer adjustment unit includes an external hydraulic cylinder; the control module is specifically used for: When the inclination angle is greater than a preset inclination angle threshold, the movement of the diaphragm in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber, and the force of the first balancer and the second balancer on the vehicle body is adjusted to reduce the inclination angle to less than or equal to the inclination angle threshold.

3. The balancing device according to claim 2, characterized in that: The first balancer is arranged on one side of the vehicle body in the width direction, and the second balancer is arranged on the other side of the vehicle body in the width direction; the control module is specifically used for: determining a tilt direction of the vehicle body relative to the frame; When it is determined that the tilting direction is tilting toward one side of the first balancer, controlling the movement of the diaphragm in the external hydraulic cylinder to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer; When it is determined that the tilting direction is tilting toward one side of the second balancer, the movement of the diaphragm in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer.

4. The balancing device according to claim 3, characterized in that: The balancer adjustment unit includes a servo motor, which is connected to the diaphragm in the external hydraulic cylinder through a screw; the control module is specifically used for: When it is determined that the tilting direction is tilting toward one side of the first balancer, a first control instruction is sent to the balancer adjustment unit, wherein the first control instruction is used to control the servo motor to rotate in one direction, so as to drive the screw and the diaphragm to move in the first direction, and to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the first balancer; When it is determined that the tilting direction is to one side of the second balancer, a second control instruction is sent to the balancer adjustment unit, and the second control instruction is used to control the servo motor to rotate in the opposite direction indicated by the first control instruction, so as to drive the screw and the diaphragm to move in the second direction, and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber of the second balancer, and the second direction is opposite to the first direction.

5. The balancing device according to claim 2, characterized in that: The first balancer and the second balancer both include an oil storage tank, and the hydraulic shock absorber includes a first inner cavity where a piston rod is located and a second inner cavity that does not include a piston rod; the first inner cavity of the first balancer is connected to the oil storage tank of the first balancer and the second inner cavity of the second balancer, and the first inner cavity of the second balancer is connected to the oil storage tank of the second balancer and the second inner cavity of the first balancer.

6. The balancing device according to any one of claims 1 to 5, characterized in that: The balancing device further comprises a vibration sensor, which is arranged on the vehicle body and / or the frame and is used to collect vibration parameters; the balancing module further comprises an electromagnetic unit, and a magnetic medium is added to the hydraulic medium in the balancing module; the control module is also used to: The vibration parameters collected by the vibration sensor are obtained, and a third control instruction is sent to the electromagnetic unit according to the vibration parameter, and the magnetic field value of the electromagnetic unit is adjusted by the third control instruction to control the damping of the hydraulic shock absorber in the balancing module.

7. The balancing device according to any one of claims 1 to 5, characterized in that: The balancing device further comprises a first angle sensor and a second angle sensor, wherein the first angle sensor is arranged on the vehicle body and the second angle sensor is arranged on the frame; the control module is specifically used for: Acquire a first angle value collected by the first angle sensor and a second angle value collected by the second angle sensor; The inclination angle of the vehicle body relative to the frame is determined by calculation based on the first angle value and the second angle value.

8. A method for balancing a rail vehicle, characterized in that: The rail vehicle comprises a vehicle body and a frame, the vehicle body is arranged on the frame, a first balancer and a second balancer are arranged between the vehicle body and the frame, and the first balancer and the second balancer are respectively connected to a balancer adjustment unit; the method comprises: determining an inclination angle of the vehicle body relative to the frame; When the tilt angle is greater than a preset tilt angle threshold, the balancer adjustment unit is controlled to adjust the force acting on the vehicle body by the first balancer and the second balancer to reduce the tilt angle to be less than or equal to the tilt angle threshold.

9. An electronic device, characterized in that: include: at least one processor; as well as a memory communicatively coupled to the at least one processor; The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the electronic device to perform the method as claimed in claim 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the processor executes the computer-executable instructions, the method according to claim 8 is implemented.

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