Balancing device, method, electronic device and storage medium for a rail vehicle

Abstract

The application provides a balancing device, method, electronic equipment and storage medium of a rail vehicle. 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. The balancer adjusting unit is connected with the first balancer and the second balancer respectively. The control module is in communication connection with the balancer adjusting unit. The rail vehicle comprises a vehicle body and a framework. The vehicle body is arranged on the framework. 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 also used for controlling the balancer adjusting 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 value in the case that the inclination angle is greater than the preset inclination angle threshold value. The force of the first balancer and the second balancer on the vehicle body is adjusted by the control module, so that the inclination amplitude of the vehicle body can be reduced. The device can improve the anti-tilting capability of the rail vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a balancing device, a balancing method, an electronic device and a storage medium for a railway vehicle. BACKGROUND

[0002] When a railway vehicle travels on a track, it is easily affected and disturbed by various external factors such as track irregularities, curve outer rail superelevation, motion centrifugal force and crosswind. The vehicle body supported by the air spring on the frame will tilt and roll, i.e. the vehicle body will tilt, resulting in an excessive inclination angle between the vehicle body and the frame. Since the tilting of the vehicle body will affect the stability of the vehicle and the comfort of the passengers, it is necessary to effectively intervene in the case of vehicle body tilting to keep the vehicle body balanced relative to the frame as much as possible.

[0003] In the prior art, an air spring is usually arranged between the vehicle body and the frame to support and dampen the vehicle body, and the supporting force of the air spring is used to resist the tilting of the vehicle body. However, since the supporting force of the air spring is derived from the reaction force generated by the action of the vehicle body gravity on it, the ability of the air spring to resist the tilting of the vehicle body is limited, and it may not be able to effectively resist the tilting of the vehicle body when the tilting amplitude is large. SUMMARY

[0004] The present application provides a balancing device, a balancing method, an electronic device and a storage medium for a railway vehicle to solve the problem of insufficient anti-tilting ability of the railway vehicle in the prior art, and to achieve the purpose of improving the anti-tilting ability of the railway vehicle.

[0005] In a first aspect, the present application provides a balancing device for a railway vehicle, which comprises a control module and a balancing module, the balancing module comprising a first balancer, a second balancer and a balancer adjusting unit, the balancer adjusting unit being connected to the first balancer and the second balancer respectively; the control module is in communication connection with the balancer adjusting unit; the railway vehicle comprises 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 configured to determine the inclination angle of the vehicle body relative to the frame.

[0007] The control module is further configured to, in the case that the inclination angle is greater than a preset inclination angle threshold, control the balancer adjusting unit to adjust the action force of the first balancer and the second balancer on the vehicle body so as to reduce the inclination angle to be less than or equal to the inclination angle threshold.

[0008] Optionally, the first balancer and the second balancer each comprise a hydraulic shock absorber, and the balancer adjusting unit comprises an external hydraulic cylinder; the control module is specifically configured to:

[0009] in the case that the inclination angle is greater than a preset inclination angle threshold, controlling the diaphragm movement in the outer hydraulic cylinder to push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper, and adjusting the force of the first balancer and the second balancer on the vehicle body to reduce the inclination angle to be less than or equal to the inclination angle threshold.

[0010] Optionally, 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; and the control module is specifically configured to:

[0011] determine the inclination direction of the vehicle body relative to the frame;

[0012] in the case that the inclination direction is determined to be inclined to one side of the first balancer, control the diaphragm movement in the outer hydraulic cylinder to push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper of the first balancer;

[0013] in the case that the inclination direction is determined to be inclined to one side of the second balancer, control the diaphragm movement in the outer hydraulic cylinder to push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper of the second balancer.

[0014] Optionally, the balancer adjusting unit comprises a servo motor, and the servo motor is connected with the diaphragm in the outer hydraulic cylinder through a screw rod; and the control module is specifically configured to:

[0015] in the case that the inclination direction is determined to be inclined to one side of the first balancer, send a first control instruction to the balancer adjusting unit, the first control instruction being used to control the servo motor to rotate in one direction to drive the screw rod and the diaphragm to move in a first direction, and push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper of the first balancer;

[0016] in the case that the inclination direction is determined to be inclined to one side of the second balancer, send a second control instruction to the balancer adjusting unit, the second control instruction being used to control the servo motor to rotate in the opposite direction of the direction indicated by the first control instruction to drive the screw rod and the diaphragm to move in a second direction, and push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper of the second balancer, the second direction being opposite to the first direction.

[0017] Optionally, the first and second balancers each comprise an oil storage tank, the hydraulic damper comprises a first inner cavity in which a piston rod is located and a second inner cavity which does not comprise a piston rod; the first inner cavity of the first balancer is in communication with 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 in communication with 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 arranged on the vehicle body and / or the frame for collecting 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 configured to:

[0019] acquire the vibration parameters collected by the vibration sensor, and send a third control instruction to the electromagnetic unit according to the vibration parameters, so as to adjust the magnetic field value of the electromagnetic unit through the third control instruction to control the damping of the hydraulic damper in the balancing module.

[0020] Optionally, the balancing device further comprises 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 configured to:

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

[0022] 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.

[0023] In a second aspect, the application provides a balancing method of 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, and the first balancer and the second balancer being connected with a balancer adjusting unit respectively; the method comprises:

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

[0025] in a case where the inclination angle is greater than a preset inclination angle threshold, controlling the balancer adjusting unit to adjust the acting force of the first balancer and the second balancer on the vehicle body so as to reduce the inclination angle to be less than or equal to the inclination angle threshold.

[0026] In a third aspect, the present application provides an electronic device, comprising: at least one processor; and a memory connected with the at least one processor in communication; wherein the memory stores instructions executable 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 provided in the second aspect of the present application.

[0027] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and 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, comprising a computer program, and when a processor executes the computer program, the method provided in the second aspect of the present application is implemented.

[0029] In a sixth aspect, the present application provides a rail vehicle, comprising the balancing device according to 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 according to the sixth aspect of the present application.

[0031] The present application provides a balancing device, a method, an electronic device and a storage medium for a rail vehicle. The balancing device comprises a control module and a balancing module. The balancing module comprises a first balancer, a second balancer and a balancer adjusting unit. The balancer adjusting unit is connected with the first balancer and the second balancer respectively. The control module is connected with the balancer adjusting unit in communication. The rail vehicle comprises a vehicle body and a framework. The vehicle body is arranged on the framework. The first balancer and the second balancer are arranged between the vehicle body and the framework. The control module is configured to determine an inclination angle of the vehicle body relative to the framework. The control module is further configured to, in a case where the inclination angle is greater than a preset inclination angle threshold, control the balancer adjusting unit to adjust an acting force of the first balancer and the second balancer on the vehicle body, so as to reduce the inclination angle to be 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 determine the magnitude of the inclination of the vehicle body. When the inclination angle is greater than the inclination angle threshold, it indicates that the inclination of the vehicle body is relatively large, and external force needs to be involved in the anti-inclination process of the vehicle body to effectively control the inclination of the vehicle body, so as to prevent the vehicle body from losing control. The control module controls the balancer adjusting unit to adjust the acting force of the first balancer and the second balancer on the vehicle body, so as to reduce the inclination angle to be less than or equal to the inclination angle threshold, which can reduce the magnitude of the inclination of the vehicle body or eliminate the inclination of the vehicle body. Therefore, the balancing device can improve the anti-inclination capability of the rail vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, the accompanying drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort based on these drawings.

[0033] Figure 1 A schematic diagram of a car body tilting provided by the embodiments of the present application;

[0034] Figure 2 A structural schematic diagram of a balancing device of a rail vehicle provided by the embodiments of the present application;

[0035] Figure 3 A schematic diagram of a rail vehicle provided by the embodiments of the present application;

[0036] Figure 4 A structural schematic diagram of an interactive hydraulic servo system provided by the embodiments of the present application;

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

[0038] Figure 6 The second of the operation schematic diagrams of the interactive hydraulic servo system provided by the embodiments of the present application;

[0039] Figure 7 A schematic diagram of a balancing method of a rail vehicle provided by the embodiments of the present application;

[0040] Figure 8 A structural schematic diagram of an electronic device provided by the embodiments of the present application.

[0041] Reference signs:

[0042] 1 - vehicle body; 2 - frame; 3 - air spring; 4 - intelligent mainframe; 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 rod; 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 the railway vehicle; 201 - control module; 202 - balancing module; 2021 - first balancer; 2022 - second balancer; 2023 - balancer adjusting unit; 801 - processor; 802 - memory. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0044] It should be noted that the terms "first", "second" are used only for descriptive purpose, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise specifically limited.

[0045] In the present application, unless otherwise specifically defined and limited, the terms "mounting", "connecting", "fixing" and the like should be understood broadly, for example, can be fixed connection, or detachable connection, or integrated; can be mechanical connection, or electrical connection or communication with each other; can be directly connected, or indirectly connected through an intermediate medium, or the internal communication of two elements or the interaction relationship between two elements, unless otherwise specifically limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0046] In the present application, unless specifically stated and limited otherwise, a first feature is "on" or "under" a second feature can 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, the first feature can be "over", "above" and "on top of" the second feature can mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature. The first feature can be "under", "below" and "underneath" the second feature can mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is horizontally lower than the second feature.

[0047] In the above description, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any suitable manner in any one or more embodiments or examples. In addition, the skilled person in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.

[0048] Exemplarily, the track vehicle can encounter various external factors and disturbances such as curved road sections, track irregularities, curve outer rail superelevation, motion centrifugal force and crosswind during driving, so that the vehicle body tilts, affecting the stability and ride comfort of the vehicle. Taking the track vehicle of a high-speed motor train unit as an example, the air spring and the anti-tilting torsion bar are used in the frame to form an anti-overturning system of the vehicle, which provides the vehicle with anti-tilting ability.

[0049] Figure 1 A schematic diagram of the vehicle body tilting provided by the embodiments of the present application is shown in Figure 1 The track vehicle includes a vehicle body 1, a frame 2 and an air spring 3. The vehicle body 1 is erected above the frame 2 through the air springs 3 on both sides. The air spring 3 can support the vehicle body 1 and provide shock absorption for the vehicle body 1. For example, when the track vehicle drives to a curved road section, the vehicle body 1 will tilt to the outside of the track due to the action of the centrifugal force. As shown in Figure 1 The vehicle body tilting direction is to the outside of the track. During tilting, the center of gravity of the vehicle body 1 shifts, and the weight of the vehicle body will press more on the air spring 3 on the side of the tilting direction. The air spring 3 generates a rebound force after being pressed to resist tilting, in addition, the anti-tilting torsion bar also provides a part of the force to resist the tilting of the vehicle body. The anti-tilting ability provided by the air spring and the anti-tilting torsion bar is a relatively fixed ability, and there is a risk of anti-tilting failure if a large amplitude of tilting is encountered. Therefore, it is necessary to further improve the anti-tilting ability of the track vehicle.

[0050] In the prior art, in order to improve the anti-tilting capability of a rail vehicle, the vertical stiffness of the air spring is usually adjusted or the arrangement span of the air springs on both sides is increased. Increasing the vertical stiffness of the air spring increases the vertical vibration force transmitted from the frame to the vehicle body, thereby reducing the ride comfort of the vehicle. Increasing the arrangement span of the air springs on both sides requires adjustment of the overall layout of the frame and the weight of the frame material, etc. If the bogie is an inner axle box bogie, in order to pursue a large-span structure of the air spring, the lateral structure of the inner axle box bogie frame is increased, and the weight of the inner axle box bogie frame is greatly increased, which is contrary to the concept of lightening the inner axle box frame.

[0051] Taking an inner 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 inner frame needs to be increased. Since the load bearing position of the air spring deviates from the center of the side beam of the frame, additional torsional load needs to be designed for the side beam, thereby increasing the size of the cross section of the side beam. Moreover, increasing the span between the air springs may require the cross section of the frame beam to be increased accordingly to provide reliable protection for greater load bending moment. Based on this, the weight of the final obtained inner axle box frame is relatively close to that of the CR400A / BF or CR300A / BF frame with an outer axle box, thereby offsetting the maximum advantage of the inner axle box frame. Therefore, increasing the air spring span to improve the anti-tilting capability does not meet the requirements in actual application.

[0052] Therefore, in order to effectively improve the anti-tilting capability of a rail vehicle, the embodiments of the present application provide a balancing device for a rail vehicle. The balancing device determines the inclination angle by a control module, and compares the inclination angle with an inclination angle threshold value, so as to effectively determine the magnitude of the tilting of the vehicle body. When the inclination angle is greater than the inclination angle threshold value, it indicates that the magnitude of the tilting of the vehicle body is large, and external force needs to be involved in the anti-tilting process of the vehicle body to effectively control the tilting magnitude of the vehicle body and prevent the tilting of the vehicle body from being out of control. The control module adjusts the force of the vehicle body applied by the first and second balancers through the control of the balancing unit, so as to provide effective external force for the anti-tilting of the vehicle body. When the external force is increased, the inclination angle is less than or equal to the inclination angle threshold value, thereby achieving the purpose of reducing the tilting magnitude of the vehicle body or eliminating the tilting of the vehicle body. Therefore, the balancing device can improve the anti-tilting capability of the rail vehicle.

[0053] Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The embodiments described below and the features in the embodiments can be combined with each other without conflict.

[0054] Figure 2 A structure diagram of a balancing device for a rail vehicle provided by the embodiments of the present application is shown in FIG. 1. As shown in FIG. 1, the balancing device comprises a control module 1, a first balancing unit 2, a second balancing unit 3, a first balancing device 4 and a second balancing device 5. 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 adjusting unit 2023, the balancer adjusting unit 2023 is connected with the first balancer 2021 and the second balancer 2022 respectively; the control module 201 is in communication connection with the balancer adjusting unit 2023; the rail vehicle includes a vehicle body and a frame, the vehicle body is arranged on the frame, the first balancer 2021 and the second balancer 2022 are arranged between the vehicle body and the frame; the control module 201 is used for determining the inclination angle of the vehicle body relative to the frame; the control module 201 is further used for controlling the balancer adjusting unit 2023 to adjust the force of the first balancer 2021 and the second balancer 2022 on the vehicle body to reduce the inclination angle to be less than or equal to the inclination angle threshold value in the case that the inclination angle is greater than the preset inclination angle threshold value.

[0055] Exemplarily, the control module 201 can include an electronic device capable of processing the running data of the rail vehicle, which can be a controller or a computer of the vehicle or the like. The running data can be data reflecting the running state of the rail vehicle during driving, which can include 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, etc.

[0056] For example, the control module 201 can include an intelligent host of the rail vehicle, through which the running data of the rail vehicle can be acquired and processed in real time to issue corresponding control instructions according to the related algorithm of the control module 201. Alternatively, the control module 201 can include an intelligent host of the rail vehicle and a train control system of the rail train in which the rail vehicle is located, the intelligent host can acquire the running data of the rail vehicle and send the running data to the train control system for data processing and analysis to issue relevant control instructions. The intelligent host can be a control host of the rail vehicle, and the train control system can be a control host of the whole rail train.

[0057] An angle sensor for collecting the angle can be arranged in the rail vehicle. The control module 201 is connected with the angle sensor and can acquire the angle data collected by the angle sensor in real time, through which the inclination angle of the vehicle body relative to the frame can be determined. 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 included angle between the plane of the vehicle body and the plane of the frame can be arranged between the vehicle body and the frame, wherein the plane of the vehicle body can be the plane of the bottom surface of the vehicle body, and the plane of the frame can be a preset reference plane on the frame. The included angle value collected by the angle sensor can be determined as the inclination angle of the vehicle body relative to the frame.

[0059] In some embodiments, the balancing device further comprises 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 configured to: acquire a first angle value collected by the first angle sensor and a second angle value collected by the second angle sensor; and determine the inclination angle of the vehicle body relative to the frame according to the first angle value and the second angle value.

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

[0061] Figure 3 A schematic diagram of a track vehicle provided by the embodiments of the present application is shown in Figure 3 The track vehicle includes a vehicle body 1, a frame 2, an air spring 3, an intelligent main machine 4, a first angle sensor 5, and a second angle sensor 6. The intelligent main machine 4 is used to collect data of sensors and perform data processing, and through these data, the running state of the track vehicle such as the attitude and position can be reflected in real time. The intelligent main machine 4 can realize the function of the control module, or the intelligent main machine 4 and the train control system 7 jointly realize the function of the control module. For example, the intelligent main machine 4 can be in communication connection with the train control system 7 through a train control circuit, transmit the processed data to the train control system 7, accept the control instruction of the train control system 7, and transmit the corresponding execution instruction to the execution valve body or the servo system according to the control instruction. The train control system 7 may, for example, be a CTCS3 train control system.

[0062] Exemplarily, the train control system 7 can transmit track information related to track vehicle driving to the intelligent main machine 4, thereby improving the accuracy of determining whether the track vehicle enters a curve track section. The train control system 7 can also record real-time track vehicle attitude and running speed information, and can transmit corresponding control instructions to the intelligent main machine 4 according to the attitude and running speed information.

[0063] The intelligent main machine 4 can be connected with the first angle sensor 5 and the second angle sensor 6 through an angle sensor data acquisition circuit to acquire angle data. The first angle sensor 5 is arranged on the vehicle body 1 to acquire the first angle value, and the second angle sensor 6 is arranged on the frame 2 to acquire the second angle value. The difference between the angle values acquired by the two angle sensors can be calculated to accurately determine the inclination angle of the vehicle body relative to the frame, so as to judge the inclination amplitude of the vehicle body 1 and improve the reliability of the control module in issuing control instructions.

[0064] It should be understood that when the bogie runs on the track without tilting, the bogie plane is relatively parallel to the track plane, and at this time, the car body plane is also relatively parallel to the bogie plane. When entering a curved section, the track vehicle makes a circular motion along the curved track, and the car body is subjected to a centrifugal force to tilt, at this time, the car body bottom surface is inclined relative to the bogie plane, and the included angle with the bogie plane increases. Therefore, the angle difference between the car body and the bogie can be used to determine the tilting amplitude of the car body.

[0065] The preset inclination threshold can be a preset angle value obtained from statistical data during operation, test data obtained from experiments or experience values, etc. The angle value can be any value, for example, 0.2°, 0.5° or 1°, etc. Alternatively, when determining the preset inclination threshold, the car body mass and the height of the gravity center, the vertical stiffness of the air spring and the lateral span, etc. can be preset.

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

[0067] If the preset inclination threshold is 1°, when Δθ≤1°, it can be determined that the car body is not tilted or the tilting amplitude is small, at this time, the anti-tilting action can not be triggered, and the vehicle will remain in the original working state, and the inherent anti-tilting capability of the vehicle can be used to resist tilting. For example, when the track vehicle runs into a curved section, due to the centrifugal motion of the vehicle, the car body translates outward to the rail and tilts, and when the value of the inclination Δθ>1°, it can be determined that the tilting amplitude of the car body is large, at this time, the anti-tilting action is triggered, and the control module controls the balancer adjusting unit to adjust the force of the first and second balancers on the car body, so as to reduce the inclination to less than or equal to the inclination threshold, and reduce or eliminate the tilting amplitude.

[0068] In the embodiment, the angle data of the car body and the angle data of the bogie 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 of the car body relative to the bogie can be quickly determined by calculation, which provides the accuracy and timeliness of determining the inclination.

[0069] Exemplarily, the balancing module 202 can be a force applying module for providing a restoring force for the body roll of the rail vehicle. One or more balancing modules 202 can be arranged according to the actual situation of the rail vehicle. For example, when the body of the rail vehicle is long, a plurality of balancing modules 202 can be arranged at multiple positions of the body. The first balancer 2021 and the second balancer 2022 in the balancing module 202 can be arranged between the body and the frame, for example, one end of each of the first balancer 2021 and the second balancer 2022 is connected with the body, and the other end of each of the first balancer 2021 and the second balancer 2022 is connected with the frame. Alternatively, the first balancer 2021 and the second balancer 2022 can be symmetrically arranged on both sides in the width direction of the body to exert a force on the left side of the body or the right side of the body to overcome the force when the body rolls.

[0070] In some embodiments, the first balancer and the second balancer each comprise a hydraulic damper, and the balancer adjusting unit comprises an external hydraulic cylinder; and the control module is specifically configured to: in the case that the inclination angle is greater than a preset inclination angle threshold, control the diaphragm in the external hydraulic cylinder to move, push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic damper, and adjust the force of the first balancer and the second balancer on the body to reduce the inclination angle to be less than or equal to the inclination angle threshold.

[0071] Specifically, the hydraulic damper can be a device for providing a force to the body through a hydraulic structure. For example, the hydraulic damper can be a telescopic hydraulic cylinder, a piston hydraulic cylinder or a plunger hydraulic cylinder, etc. The external hydraulic cylinder can be any type of hydraulic cylinder that can provide power to the hydraulic medium in the hydraulic damper. The diaphragm is arranged in the external hydraulic cylinder, and the diaphragm can move in the cylinder body of the external hydraulic cylinder to provide power to the hydraulic medium in the hydraulic damper.

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

[0073] Taking the piston hydraulic cylinder and the external hydraulic cylinder as an example, in the case that the inclination angle is greater than a preset inclination angle threshold, the diaphragm in the external hydraulic cylinder is controlled to move, the hydraulic medium in the external hydraulic cylinder is pushed to flow into the piston hydraulic cylinder, the pressure in the cylinder body of the piston hydraulic cylinder is increased, the piston and the piston rod are pushed to extend outward, and the force on the body can be increased to overcome the body roll.

[0074] In the embodiment, the membrane plate movement in the outer hydraulic cylinder is controlled by the control module, the hydraulic medium in the outer hydraulic cylinder is pushed to flow into the hydraulic damper, the force of the first and second balancers on the vehicle body is adjusted, the inclination angle is effectively reduced to be less than or equal to the inclination angle threshold, and the effect of weakening or eliminating the vehicle body inclination is achieved.

[0075] The balancing device of the rail vehicle provided in the embodiment can effectively determine the magnitude of the vehicle body inclination by comparing the inclination angle with the inclination angle threshold through the control module. When the inclination angle is greater than the inclination angle threshold, it indicates that the vehicle body inclination has a large magnitude, and external force needs to be involved in the process of resisting the vehicle body inclination to effectively control the vehicle body inclination magnitude and prevent the vehicle body inclination from being out of control. The control module adjusts the force of the first and second balancers on the vehicle body through the balancer adjusting unit to reduce the inclination angle to be less than or equal to the inclination angle threshold, and the vehicle body inclination magnitude can be weakened or eliminated. Therefore, the balancing device can improve the anti-tilting capability of the rail vehicle.

[0076] In addition, the balancing device provided in the application can also achieve more accurate control of the motion posture of the bogie, and improve the safety of vehicle operation. Further, the application can improve the maximum speed of the rail vehicle through the original curve, increase the efficiency of the line vehicle, reduce the operating cost of the railway company, further shorten the vehicle departure interval, and is more prominent in the multi-curve line represented by the urban rail. The balancing device provided in the application can also simplify the primary structure of the bogie, integrate the rubber spring and the primary lifting device of the bogie, reduce the use of the wheel set device in the bogie, simplify the structure of the bogie, and improve the overall reliability of the bogie. In some scenarios, the balancing device can also cancel the anti-roll torsion bar, reduce the difficulty of the bogie structure design layout, and improve the bogie design efficiency.

[0077] In some embodiments, 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 configured to determine the inclination direction of the vehicle body relative to the frame, control the membrane plate movement in the outer hydraulic cylinder to push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper of the first balancer when the inclination direction is determined to be inclined to the side of the first balancer, and control the membrane plate movement in the outer hydraulic cylinder to push the hydraulic medium in the outer hydraulic cylinder to flow into the hydraulic damper of the second balancer when the inclination direction is determined to be inclined to the side of the second balancer.

[0078] Exemplarily, the tilting direction of the vehicle body relative to the frame includes tilting to the left side of the vehicle body width direction and tilting to the right side of 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 of the vehicle body width direction, and the second balancer is arranged on the other side of the vehicle body width direction, which can be respectively used to exert a restoring tilting force on the vehicle body when the vehicle body tilts to the left side or the vehicle body tilts to the right side.

[0079] As shown in Figure 3 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 with the vehicle body 1, and the lower part is connected with the frame 2; the upper part of the hydraulic shock absorber 9 of the second balancer is connected with the vehicle body 1, and the lower part is connected with the frame 2. By changing the extension height of the hydraulic shock absorber, a force can be provided to the vehicle body to resist tilting of the vehicle body.

[0080] When determining the tilting direction of the vehicle body relative to the frame, the data collected by the sensor can be used for determination. It should be noted that the track vehicle has three directions when running, which are longitudinal direction, transverse direction and vertical direction. Among them, the direction of the track vehicle running can be longitudinal direction, the direction parallel to the track plane and perpendicular to the longitudinal direction is transverse direction, and the direction perpendicular to the track plane is vertical direction. When the track vehicle runs on the track along the longitudinal direction, the direction from the left side of the vehicle body to the right side or the direction from the right side of the vehicle body to the left side can be understood as the transverse direction. When the centrifugal force of the vehicle body in the transverse direction is large, the vehicle body will tilt to the direction of the centrifugal force. The centrifugal force in the transverse direction will increase the acceleration of the vehicle body in the transverse direction, therefore, by detecting the transverse acceleration of the vehicle body, the centrifugal force of the vehicle body in the transverse direction can be determined, and then whether the vehicle body tilts and the tilting direction of the vehicle body can be determined.

[0081] For example, an accelerometer or other sensor that can measure transverse acceleration can be arranged on the vehicle body, and an increase in the collected transverse acceleration can determine that the vehicle body tilts, and the direction of the transverse acceleration points to the tilting direction of the vehicle body.

[0082] Alternatively, the position of the track vehicle when running can also be located, the positioning position of the track vehicle is determined, and the positioning position is identified with the track map, so that it can be determined that the track vehicle enters the track that curves to the left side of the vehicle body or enters the track that curves to the right side of the vehicle body, and then the tilting direction of the vehicle body can be determined.

[0083] For example, a Global Positioning System (GPS) positioning sensor can be installed on a rail vehicle to determine its location. Alternatively, a BeiDou satellite positioning sensor can be used to determine the vehicle's location. After determining the vehicle's location, it can be mapped onto a track map. Based on the location on the track map, it can be determined whether the current track segment is straight or curved, and the direction of curvature of the curved segment. When the vehicle is traveling on a segment curving to the left, the tilt direction can be determined to be tilting to the right; when the vehicle is traveling on a segment curving to the right, the tilt direction can be determined to be tilting to the left.

[0084] Alternatively, the vehicle's tilt direction can be determined using data collected by sensors such as gyroscopes or inertial measurement units (IMUs). For example, the roll angle of the vehicle can be calculated from the angular velocity collected by a gyroscope, and the direction of the vehicle's tilt can be determined by whether the vehicle rolls to the left or to the right based on the roll angle.

[0085] In addition, multiple methods can be combined to corroborate the vehicle's attitude and accurately determine the vehicle's tilt direction. For example, by using two or more methods to determine the vehicle's tilt direction, a more accurate vehicle tilt direction can be obtained when the tilt directions determined by all methods are consistent.

[0086] like Figure 3 As shown, the intelligent host 4 can be connected to the bidirectional gyroscope 10 via a bidirectional gyroscope data acquisition circuit. The bidirectional gyroscope 10 can be installed on the vehicle body 1 to record the vertical 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 the centrifugal acceleration of the vehicle body 1. Combined with the positioning of the GPS and Beidou navigation systems in the train control system 7, the time when the rail vehicle enters the curved track section and the time of anti-sway intervention can be determined more accurately. 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 vehicle's anti-sway function and ensure real-time data feedback when the control balance module operates.

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

[0088] In the embodiment, the first balancer and the second balancer are arranged on the two sides of the vehicle body in the vehicle body width direction, which helps to control the vehicle body to keep balance; after the tilting direction is determined, the diaphragm plate in the external hydraulic cylinder is controlled to move in the tilting direction, and the hydraulic medium in the external hydraulic cylinder is pushed into the hydraulic damper on the tilting direction side, so that hydraulic support force can be provided on the tilting direction side, additional anti-tilting restoring torque is increased, and the anti-tilting capability of the railway vehicle is improved.

[0089] In some embodiments, the balancer adjusting unit includes a servo motor connected with the diaphragm plate in the external hydraulic cylinder through a screw rod; and the control module is specifically configured to:

[0090] In a case where the tilting direction is determined to be tilting to one side of the first balancer, a first control instruction is sent to the balancer adjusting unit, and the first control instruction is used to control the servo motor to rotate in one direction to drive the screw rod and the diaphragm plate to move in a first direction, and to push the hydraulic medium in the external hydraulic cylinder into the hydraulic damper of the first balancer.

[0091] In a case where the tilting direction is determined to be tilting to one side of the second balancer, a second control instruction is sent to the balancer adjusting 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 to drive the screw rod and the diaphragm plate to move in a second direction, and to push the hydraulic medium in the external hydraulic cylinder into the hydraulic damper of the second balancer, the second direction being opposite to the first direction.

[0092] For example, the rotation of the servo motor in one direction can be understood as the forward rotation or reverse rotation of the output shaft of the servo motor. The movement of the diaphragm plate in the first direction can be understood as the movement of the diaphragm plate to one end of the external hydraulic cylinder body, and the movement of the diaphragm plate in the second direction is the movement of the diaphragm plate to the other end of the external hydraulic cylinder body.

[0093] Specifically, the servo motor is connected with the diaphragm plate in the external hydraulic cylinder through the screw rod, so that the screw rod can be driven to move by the forward rotation or reverse rotation of the servo motor, and then the diaphragm plate in the external hydraulic cylinder is driven to move. The movement of the diaphragm plate will push the hydraulic medium in the external hydraulic cylinder to flow, and then the hydraulic medium in the external hydraulic cylinder can be pressed into the hydraulic damper.

[0094] For example, 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 corresponding actions. The first balancer and the second balancer are arranged on the two sides of the vehicle body in the vehicle body width direction, so that the control module can send a first control instruction or a second control instruction to the balancer adjusting unit according to the tilting direction after the tilting direction is determined, and control the servo motor to rotate to push the hydraulic medium in the external hydraulic cylinder into the hydraulic damper on the tilting direction side through the diaphragm plate.

[0095] The servo motor can effectively drive the membrane plate to move, and then push the hydraulic medium to flow into the hydraulic shock absorber. In addition, after the tilting direction is determined, the hydraulic medium in the external hydraulic cylinder can be controlled to flow into the hydraulic shock absorber on one side of the tilting direction through the first control instruction or the second control instruction, the internal pressure of the hydraulic shock absorber on one side of the tilting direction is increased, the pressure is converted into the force acting on the vehicle body, and the inclination angle of the vehicle body relative to the frame is reduced, thereby effectively controlling the anti-tilting of the vehicle body.

[0096] In some embodiments, the first balancer and the second balancer each include an oil storage tank, the hydraulic shock absorber includes a first inner cavity in which the piston rod is located and a second inner cavity which does not include the piston rod; the first inner cavity of the first balancer is in communication with 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 in communication with the oil storage tank of the second balancer and the second inner cavity of the first balancer.

[0097] Figure 4 A structure schematic diagram of an interactive hydraulic servo system provided by the embodiment of the application is provided, which is a balance module. The interactive hydraulic servo system can realize the interactive flow of the hydraulic medium in the first balancer and the second balancer, and the interactive hydraulic servo system can also control the membrane plate in the external hydraulic cylinder through the servo motor to effectively control the flow direction of the hydraulic medium in the system.

[0098] As shown in Figure 4 , the servo motor 12 is connected with the membrane plate 15 in the external hydraulic cylinder 14 through the screw rod 13. The external hydraulic cylinder 14 includes the left cavity 16 and the right cavity 17. The first inner cavity 81 of the first balancer is in communication with 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 in communication with 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 in communication with the first inner cavity 81 of the first balancer; the right cavity 17 is in communication with 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 with the first inner cavity can accelerate the flow rate of the hydraulic medium out of the first inner cavity when the piston rod moves upward, thereby accelerating the force exertion rate of the piston rod on the vehicle body.

[0099] Figure 5 One of the operation schematic diagrams of the interactive hydraulic servo system provided by the embodiment of the application is shown in 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 hydraulic medium pressure in the right cavity 17 is increased, and the hydraulic medium pressure in the left cavity 16 is decreased, which will force the hydraulic damper 8 of the first balancer to shorten and the hydraulic damper 9 of the second balancer to lengthen. Based on this, when the vehicle body tilts to the side of the second balancer, the anti-tilting support force can be provided to the right side of the vehicle body, and the anti-tilting pulling force can be provided to the left side of the vehicle body, so as to effectively reduce the inclination angle of the vehicle body relative to the frame.

[0100] Figure 6 As shown in FIG. 2, 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 hydraulic medium pressure in the left cavity 16 is increased, and the hydraulic medium pressure in the right cavity 17 is decreased, which will force the hydraulic damper 9 of the second balancer to shorten and the hydraulic damper 8 of the first balancer to lengthen. Based on this, when the vehicle body tilts to the side of the first balancer, the anti-tilting support force can be provided to the left side of the vehicle body, and the anti-tilting pulling force can be provided to the right side of the vehicle body, so as to effectively reduce the inclination angle of the vehicle body relative to the frame. Figure 4 Figure 6 As shown in FIG. 2, 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 hydraulic medium pressure in the left cavity 16 is increased, and the hydraulic medium pressure in the right cavity 17 is decreased, which will force the hydraulic damper 9 of the second balancer to shorten and the hydraulic damper 8 of the first balancer to lengthen. Based on this, when the vehicle body tilts to the side of the first balancer, the anti-tilting support force can be provided to the left side of the vehicle body, and the anti-tilting pulling force can be provided to the right side of the vehicle body, so as to effectively reduce the inclination angle of the vehicle body relative to the frame.

[0101] For example, the control module can determine the real-time motion state of the vehicle body according to the angle and lateral acceleration signals transmitted in real time by the angle sensor, the lateral acceleration sensor and the like installed in the rail vehicle, and control the rotation direction (forward rotation or reverse rotation) and rotation speed of the servo motor in real time to drive the outer hydraulic cylinder screw rod and the diaphragm to move and push the hydraulic medium to flow. When the external influence or disturbance is small, the vehicle body tilts with a small amplitude. When the inclination angle Δθ≤1°, the servo motor in the interactive hydraulic servo system does not act, 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 vehicle body tilts with a large amplitude. When the inclination angle Δθ>1°, the servo motor in the interactive hydraulic servo system is triggered to move to reduce the inclination angle to less than or equal to the inclination threshold by adjusting the force of the first balancer and the second balancer on the vehicle body.

[0102] ​Taking the first balancer connecting the left side of the car body and the second balancer connecting the right side of the car body as an example, the first balancer is equivalent to the left secondary vertical damper, and the second balancer is equivalent to the right secondary vertical damper. Assuming that the left side is the outer side of the track, the car body tilts outward to the track, and the train control system of the vehicle sends an anti-tilting instruction to the intelligent host, which sends the corresponding control instruction to the interactive hydraulic servo system. The car body tilts outward to the track, causing the left secondary vertical damper to compress and the right secondary vertical damper to stretch, resulting in hydraulic interaction between the left and right secondary vertical dampers. The left secondary vertical damper is compressed, and the upper cylinder of the damper is in a (relative) low pressure state, and the lower cylinder is in a (relative) high pressure state; the right secondary vertical damper is stretched, and the upper cylinder of the damper is in a (relative) high pressure state, and the lower cylinder is in a (relative) low pressure state.

[0103] The lower cylinder of the left secondary vertical damper (high pressure state) and the upper cylinder of the right secondary vertical damper (high pressure state) are connected by a hydraulic pipeline, and the upper cylinder of the left secondary vertical damper (low pressure state) and the lower cylinder of the right secondary vertical damper (low pressure state) are connected, causing the high pressure area and the low pressure area of the two side dampers to have the same pressure, the compression movement of the left secondary vertical damper and the stretching movement of the right secondary vertical damper are suppressed, the overturning movement of the car body to the outer track is suppressed, and the energy storage device (oil storage tank) in the pipeline connecting the two side dampers provides hydraulic cushioning effect; when the hydraulic balance force of the two secondary vertical dampers cannot completely suppress the tilting of the car body, the tilting angle of the car body continues to increase, the intelligent host drives the servo motor in the interactive hydraulic servo system, drives the screw rod, and drives the membrane plate of the external hydraulic cylinder to move left, the high pressure hydraulic oil on the left side of the external hydraulic cylinder enters the lower part of the left damper and the upper part of the right damper through the hydraulic pipeline, and the low pressure hydraulic oil on the right side of the external hydraulic cylinder is separated from the upper part of the left damper and the lower part of the right damper, the lower oil pressure of the left damper rises, the upper oil pressure of the left damper decreases, the left damper elongates, the upper oil pressure of the right damper rises, the lower oil pressure of the right damper decreases, and the right damper shortens, and the left and right dampers form a turning moment to the inner track, which gradually increases with the control of the intelligent host, and the anti-tilting performance gradually increases, which can suppress the tilting of the car body. During the tilting of the vehicle, when the vehicle vibrates up and down, the damper valve in the pipeline connecting the dampers can provide damping, and bear the damping function of the secondary vertical damper.

[0104] Exemplarily, due to the adoption of valve type damping and damping, the damping is single, and with the long time running of the railway vehicle, the need for multiple damping cannot be met. Therefore, in some embodiments, an electromagnetic unit can be provided in the balancing module to solve this problem.

[0105] In some embodiments, the balancing device further comprises a vibration sensor arranged on the vehicle body and / or the frame to collect vibration parameters; the balancing module further comprises an electromagnetic unit, and the hydraulic medium in the balancing module is added with a magnetic medium; the control module is further configured to: acquire the vibration parameters collected by the vibration sensor, and send a third control instruction to the electromagnetic unit according to the vibration parameters, so as to adjust the magnetic field value of the electromagnetic unit through the third control instruction to control the damping of the hydraulic damper in the balancing module.

[0106] As shown in Figure 3 , vibration sensors 18 can be arranged at the upper and lower parts of the air spring 3 to collect vibration parameters, for example, the vertical vibration acceleration of the vehicle body 1. The smart host 4 can be connected with the vibration sensor 9 through a vibration acceleration parameter acquisition circuit to monitor the vibration condition.

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

[0108] In the present embodiment, the hydraulic medium is added with the magnetic medium, and the electromagnetic unit is arranged in the balancing module, so that the third control instruction can be sent to the electromagnetic unit in real time according to the vibration parameters acquired by the control module to control the magnetic field size, thereby controlling the damping size of the hydraulic damper.

[0109] Figure 7 A schematic diagram of a balancing method of a rail vehicle provided by the present embodiment is shown in the figure. The method can be executed by an electronic device with corresponding data processing capability, for example, a controller or a smart host of the rail vehicle, a control system or a controller of a rail train where the rail vehicle is located, and a computer and the like. The rail vehicle comprises a vehicle body and a frame, the vehicle body is arranged on the frame, and 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 with a balancer adjusting unit. As shown in Figure 7 , the method comprises:

[0110] Step 701, determining the inclination angle of the vehicle body relative to the frame.

[0111] Step 702, in the case where the inclination angle is greater than the preset inclination angle threshold, controlling the balance adjust unit to adjust the force of the first balance and the second balance on the vehicle body to reduce the inclination angle to less than or equal to the inclination angle threshold.

[0112] Optionally, the first balance and the second balance each include a hydraulic shock absorber, and the balance adjust unit includes an external hydraulic cylinder;

[0113] In the case where the inclination angle is greater than the preset inclination angle threshold, controlling the balance adjust unit to adjust the force of the first balance and the second balance on the vehicle body to reduce the inclination angle to less than or equal to the inclination angle threshold, comprising:

[0114] In the case where the inclination angle is greater than the preset inclination angle threshold, 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, and adjusting the force of the first balance and the second balance on the vehicle body to reduce the inclination angle to less than or equal to the inclination angle threshold.

[0115] Optionally, the first balance is arranged on one side in the width direction of the vehicle body, and the second balance 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 to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic shock absorber, and adjusting the force of the first balance and the second balance on the vehicle body, comprising:

[0117] Determining the inclination direction of the vehicle body relative to the frame;

[0118] In the case where it is determined that the inclination direction is to incline to one side of the first balance, 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 balance;

[0119] In the case where it is determined that the inclination direction is to incline to one side of the second balance, 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 second balance.

[0120] Optionally, the balance adjust unit includes a servo motor, and the servo motor is connected to the diaphragm in the external hydraulic cylinder through a screw rod;

[0121] In the case where it is determined that the inclination direction is to incline to one side of the first balance, 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 balance, comprising:

[0122] In a case where the tilting direction is determined to be tilting to one side of the first balancer, a first control instruction is sent to the balancer adjustment unit, the first control instruction being used to control the servo motor to rotate in one direction to drive the screw rod and the diaphragm to move in a first direction and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic damper of the first balancer;

[0123] In a case where the tilting direction is determined to be tilting to one side of the second balancer, the diaphragm in the external hydraulic cylinder is controlled to move and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic damper of the second balancer, including:

[0124] In a case where the tilting direction is determined to be tilting to one side of the second balancer, a second control instruction is sent to the balancer adjustment unit, the second control instruction being used to control the servo motor to rotate in a direction opposite to the direction indicated by the first control instruction to drive the screw rod and the diaphragm to move in a second direction and push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic damper of the second balancer, the second direction being opposite to the first direction.

[0125] Optionally, the first balancer and the second balancer each include an oil storage tank, the hydraulic damper includes a first inner cavity in which a piston rod is located and a second inner cavity which does not include the piston rod; the first inner cavity of the first balancer is in communication with 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 in communication with 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, the vibration sensor being arranged on the vehicle body and / or the frame and being used to collect vibration parameters; the balancing module further includes an electromagnetic unit, and the hydraulic medium in the balancing module is added with a magnetic medium; the method further includes:

[0127] The vibration parameters collected by the vibration sensor are acquired, and a third control instruction is sent to the electromagnetic unit according to the vibration parameters, so as to adjust the magnetic field value of the electromagnetic unit through the third control instruction to control the damping of the hydraulic damper in the balancing module.

[0128] Optionally, the balancing device further includes 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] The inclination angle of the vehicle body relative to the frame is determined, including:

[0130] A first angle value collected by the first angle sensor and a second angle value collected by the second angle sensor are acquired;

[0131] The first angle value and the second angle value are calculated to determine the inclination angle of the vehicle body relative to the frame.

[0132] The method provided by the embodiment of the present application tends to improve the anti-tilting performance of the rail vehicle, and can improve the safety of the rail vehicle. In a rail train including a plurality of rail vehicles, the method can be used to uniformly control the rail vehicles of the rail train, and 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 be used to adjust the heights of the left and right two systems, and to more accurately control the movement posture of the frame. The method can be used to effectively adjust the state of the suspension system, and to optimize the comfort of the rail vehicle and the stability of the rail vehicle. In order to adapt to different types of rail vehicles and different use scenarios, the system matching performance can be considered, and compatibility design can be performed.

[0133] The balancing method of the rail vehicle provided by the embodiment of the present application has similar implementation principles and technical effects to those of the above-mentioned embodiments, and will not be described here.

[0134] Figure 8 A structural schematic diagram of an electronic device provided by the embodiment of the present application is shown in FIG. 1. As shown in FIG. 1, the electronic device of the embodiment can include at least one processor 801 and a memory 802 in communication connection with the at least one processor. The memory 802 stores instructions executable by the at least one processor 801. The instructions are executed by the at least one processor 801 to enable the electronic device to perform the method of any one of the above-mentioned embodiments. Figure 8

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

[0136] The implementation principles and technical effects of the electronic device provided by the embodiment of the present application can be referred to the above-mentioned embodiments, and will not be described here.

[0137] The embodiment of the present application further provides a rail vehicle, which includes the electronic device as in the above-mentioned embodiments.

[0138] The embodiment of the present application further provides a rail train, which includes at least one rail vehicle as in the above-mentioned embodiments.

[0139] The embodiment of the present application further provides a computer readable storage medium, which stores computer execution instructions. When the processor executes the computer execution instructions, the method of any one of the above-mentioned embodiments is implemented.

[0140] The embodiment of the present application further provides a computer program product, which includes a computer program. When the processor executes the computer program, the method of any one of the above-mentioned embodiments is implemented.

[0141] ​In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other manners. For example, the embodiments of the device described above are merely schematic. For example, the division of the modules is merely a logical function division. There can be another division manner for the actual implementation. For example, a plurality of modules or features can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed modules, or the displayed or discussed combination of functions can be implemented in other ways not shown or discussed, or can be implemented with other application-specific integrated circuits (ASIC).

[0142] The integrated modules with the form of software functional modules as mentioned above can be stored in a computer readable storage medium. The software functional modules stored in the storage medium can include a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to perform some of the steps of the methods described in the embodiments of the present application.

[0143] It should be understood that the processor can be a central processing unit (CPU), or can also be other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), and the like. The general-purpose processor can be a microprocessor, or the processor can also be any conventional processor. The steps of the methods disclosed in the present application can be directly embodied as the execution result of the hardware processor, or can also be executed by a combination of hardware and software modules in the processor. The memory can include a RAM (random access memory), and can also include a NVM (non-volatile memory), for example, at least one disk memory, and can also be a U disk, a mobile hard disk, a read-only memory, a magnetic disk or an optical disk, and the like.

[0144] The aforementioned storage medium can be realized by any type of volatile or nonvolatile storage devices or a combination thereof, such as a Static Random-Access Memory (SRAM), an Electrically Erasable Programmable Read Only Memory (EEPROM), an Erasable Programmable Read Only Memory (EPROM), a Programmable Read Only Memory (PROM), a Read Only Memory (ROM), a magnetic storage, a flash memory, a magnetic disk or an 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 the processor so that the processor can read information from, and write information to, the storage medium. Of course, the storage medium can be part of the processor. The processor and the storage medium can be located in an Application Specific Integrated Circuits (ASIC). Of course, the processor and the storage medium can exist as separate components in the electronic device or the host device.

[0146] It should be noted that, in this document, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element preceded by "comprises... a" does not, without more constraints, foreclose the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

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

[0148] Those skilled in the art can clearly understand the above-mentioned embodiment method can be realized by means of software and the necessary general hardware platform, of course, it can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application 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 plurality of instructions for causing a terminal device (which can be a mobile phone, computer, server, air conditioner, or network device) to execute the methods described in the various embodiments of the present application.

[0149] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation, or direct or indirect application in other related technical fields, which is based on the content of the specification and drawings, is 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, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions 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 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 communicatively connected to the balancer adjustment unit. The rail vehicle includes a car body and a frame. The car body is mounted on the frame. The first balancer and the second balancer are located between the car body and the frame. The first balancer is located on one side of the car body in the width direction, and the second balancer is located on the other side of the car body in the width direction. Both the first balancer and the second balancer include hydraulic dampers. The balancer adjustment unit includes an external hydraulic cylinder. The control module is used to determine the tilting direction of the vehicle body relative to the frame; The control module is also used to control the movement of the diaphragm plate in the external hydraulic cylinder when the tilting direction is determined to be tilting towards one side of the first balancer, so as to push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic damper of the first balancer. The control module is further configured to, when the tilting direction is determined to be tilting towards one side of the second balancer, control the movement of the diaphragm plate in the external hydraulic cylinder to push the hydraulic medium in the external hydraulic cylinder into the hydraulic damper of the second balancer.

2. The balancing device according to claim 1, characterized in that, The balancer adjustment unit includes a servo motor, which is connected to a diaphragm plate inside the external hydraulic cylinder via a screw; the control module is specifically used for: When the tilting direction is determined to be tilting towards one side of the first balancer, a first control command is sent to the balancer adjustment unit. The first control command 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 push the hydraulic medium in the external hydraulic cylinder to flow into the hydraulic damper of the first balancer. When the tilting direction is determined to be tilting towards one side of the second balancer, a second control command is sent to the balancer adjustment unit. The second control command is used to control the servo motor to rotate in the opposite direction indicated by the first control command, 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 damper of the second balancer. The second direction is the opposite of the first direction.

3. The balancing device according to claim 1, characterized in that, Both the first balancer and the second balancer include an oil reservoir. The hydraulic damper includes a first inner cavity where the piston rod is located and a second inner cavity excluding the piston rod. The first inner cavity of the first balancer is connected to the oil reservoir of the first balancer and the second inner cavity of the second balancer. The first inner cavity of the second balancer is connected to the oil reservoir of the second balancer and the second inner cavity of the first balancer.

4. The balancing device according to any one of claims 1-3, characterized in that, The balancing device further includes a vibration sensor, which is mounted on the vehicle body and / or the frame for collecting vibration parameters; the balancing module further includes an electromagnetic unit, and a magnetic medium is added to the hydraulic medium within the balancing module; the control module is also used for: The vibration parameters collected by the vibration sensor are acquired, and a third control command 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 command to control the damping of the hydraulic damper in the balance module.

5. The balancing device according to any one of claims 1-3, characterized in that, The balancing device further includes a first angle sensor and a second angle sensor, the first angle sensor being mounted on the vehicle body and the second angle sensor being mounted on the frame; the control module is specifically used for: Acquire the first angle value collected by the first angle sensor and the second angle value collected by the second angle sensor; The tilt angle of the vehicle body relative to the frame is determined by calculation based on the first angle value and the second angle value.

6. A method for balancing a rail vehicle, characterized in that, The rail vehicle includes a car body and a frame. The car body is mounted on the frame. A first balancer and a second balancer are disposed between the car body and the frame. The first balancer and the second balancer are respectively connected to a balancer adjustment unit. The first balancer is disposed on one side of the car body in the width direction, and the second balancer is disposed on the other side of the car body in the width direction. Both the first balancer and the second balancer include hydraulic dampers. The balancer adjustment unit includes an external hydraulic cylinder. The method includes: Determine the tilt direction of the vehicle body relative to the frame; When the tilting direction is determined to be tilting towards one side of the first balancer, the movement of the diaphragm plate in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder into the hydraulic damper of the first balancer. When the tilting direction is determined to be tilting towards one side of the second balancer, the movement of the diaphragm plate in the external hydraulic cylinder is controlled to push the hydraulic medium in the external hydraulic cylinder into the hydraulic damper of the second balancer.

7. An electronic device, characterized in that, include: At least one processor; as well as A memory that is communicatively connected to the at least one processor; The memory stores instructions that can be executed by the at least one processor to cause the electronic device to perform the method as described in claim 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, implement the method as described in claim 6.

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